Driving Profit Through Integrated Operations

Fathom

FOCUS

Driving profit through integrated operations

Maritime Satellite Communications and Applications

FATHOM FOCUSfor Maritime Efficiency Information Specialists

www.fathomshipping.com

‘From the publishers of Ship Efficiency : The Guide’

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Information Specialists for Maritime Eco-Efficiency Fathom has developed a range of technical publications to serve the thirst for eco-efficiency knowledge in the industry. Titles include ‘Ship Efficiency: The Guide’ ‘The Step-by-Step Guide to Ballast Water Management’ ‘The Step-By-Step SEEMP Manual’ and ‘Emission Control Areas: The Guide’ amongst many others.

Fathom’s newest publication range is the ‘Fathom FOCUS’ series. These in-depth guides on specific efficiency topics and market areas are available to the shipping community to use as a free reference source. The first edition was titled ‘Choosing the Optimum Lubricant Solutions for your Operation’ Email: info@fathomshipping.com Website: www.fathomshipping.com

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From the Editor A Message from Catherine McMillan

Welcome!

Following the success of the inaugural editions of Fathom FOCUS launched in 2013; FOCUS: Choosing the Optimum Lubricant Solution for Your Operations and FOCUS: Hull Coatings for Vessel Performance, we are proud to present the third edition of this publication series - FOCUS: Driving Profit Through Integrated Operations.

We also tackle the science behind satellite communications and provide a step-by-step guide to choosing and implementing the right satcoms solution for your operations.

The FOCUS also provides a glimpse into the application providers market. A range of company and technology profiles have been colated from the areas of fleet In today’s industry, marine communications are more management, navigation, machinery and crew important than ever. We reside in an era whereby welfare that all utilise satellite connectivity for ship satellite communications are becoming increasingly efficiency funtions. Not only do these profiles give you imperative for every ship owner. The maritime a straightforward overview of revolutionary software industry has witnessed a gigantic shift in the way that systems and packages within the market, they also companies operate their day-to-day business towards highlight how satellite communications can ‘power increased efficiency, reduced fuel consumption and efficiency’ through such applications and software. heightened reporting of data.

What Information you Should Expect

Why this Publication can Benefit Your Operations

Fathom FOCUS: Driving Profit Through Integrated Operations will provide you with a comprehensive overview of maritime satellite communications technology – the central issues surrounding it, the solution providers in the market and the strategies that will take you on a journey towards improved operational efficiency at sea.

The increasing digitalisation of technology and operations is unavoidable, making it necessary to embrace it rather than be resistant – particularly when it can offer significant operational and indeed fuel savings. For the first time, ship owners and operators will be able to understand the full picture of maritime communications technology and applications and be able to utilise them to maximise profit and increase This FOCUS will guide the reader through the competitiveness. satellite communications industry, the history of the technology with particular focus on its application We hope that you find this publication useful and an and development for the maritime industry. As a new interesting read! feature, you will also find a rather interesting summary of the history of both terrestrial and maritime Warmest regards, communications applications, spanning from 3500 BC to the present day, showing how communications have played a vital role throughout history.

Catherine McMillan JANUARY, 2014

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Contents Part One

Powering Efficient Operations

Chapter One - Powering Integrated Solutions for Efficient Operations Introduction ...................................................................................................................................... 1 Why are SatComs so Important for the Maritime Industry? ..................................................... 2 What are ‘Integrated Operations’? .............................................................................................. 2 The Balancing Act ........................................................................................................................... 3 The Importance of Software Applications................................................................................. 3

Chapter Two - From Smoke Signals to SatComs The History of Satellite Communication ................................................................................... 4 The Data Revolution ....................................................................................................................... 5 The Onshore IT Boom ..................................................................................................................... 7 The History of Terrestrial Communication ................................................................................ 7 Historical Timeline - Terrestrial versus Marine Communication.......................................... 8

Chapter Three - Satellite Communication Technology Explained What is a Satellite?.......................................................................................................................... 14 Why do we use Satellites? ............................................................................................................ 14 How is a Satellite Constructed? ................................................................................................... 14 How Does a Satellite Orbit?.......................................................................................................... 15 Satellite Frequencies ..................................................................................................................... 15 The Different Frequency Bands Explained ............................................................................... 16 VSATs (Very Small Aperture Terminals) Explained .................................................................. 17 MSS (Mobile Satellite Services) Explained ................................................................................ 18 HTS (High Throughput Satellites) ................................................................................................ 18

Chapter Four - Step-by-Step Guide to Choosing and Implementing the ‘Right’ SatCom Solution Understanding The Market Landscape....................................................................................... 19 The Scoping Process ....................................................................................................................... 19 The Essential Checklist .................................................................................................................. 21 Service Costs .................................................................................................................................... 22 Hardware and Miscellaneous Costs ............................................................................................ 22 Selecting an IT Supplier ................................................................................................................. 23 Considerations for the Future ...................................................................................................... 23 FATHOM FOCUS www.fathomshipping.com

Contents Part Two

Applications In Action

Chapter Five - Navigation Overview ........................................................................................................................................... 25 Market Snapshot: Weather Routing and Voyage Planning .................................................... 28 Market Snapshot: Electronic Chart Display and Information Systems ............................... 31 Market Snapshot: Security and Piracy........................................................................................ 34

Chapter Six - Fleet & Vessel Management Overview ........................................................................................................................................... 42 Market Snapshot: Fleet Tracking and Management .................................................................... 43 Market Snapshot: Ship Management ......................................................................................... 47

Chapter Seven - Vessel Performance and Machinery Diagnostics Overview ........................................................................................................................................... 53 Market Snapshot: Engineering - Diagnostics and Remote Telemetry................................. 54 Market Snapshot: Condition Based Monitoring ....................................................................... 56 Market Snapshot: Planned Maintenance ................................................................................... 58 Market Snapshot: Vessel and Fuel Performance Monitoring ................................................ 58

Chapter Eight - Crew Welfare Overview ........................................................................................................................................... 66 Market Snapshot: Communications and Entertainment ....................................................... 67 Market Snapshot: Training ............................................................................................................ 69 Market Snapshot: Telemedicine .................................................................................................. 70

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Chapter One

Powering Integrated Solutions for Efficient Operations Introduction In today’s maritime industry, communication is more important than ever. We reside in an era whereby satellite communications are imperative for every ship owner.

Gone are the days of smoke signals and whistles.

Instead, rapid developments in technology and indeed satellite communication applications have propelled the industry into the digital era and the ‘digital ship of the future’ is now reality.

The exponential development of satellite communication technology and the applications that utilise them for enhanced ship operations are truly phenomenal.

The maritime industry has witnessed a gigantic shift in the way that companies operate their day-to-day business towards increased efficiency, reduced fuel consumption and heightened reporting of data.

Crew welfare and the ‘human element’ of the shipping industry are also at the forefront of the push for better communications pathways between ships and the shore and the technology sector is responding quickly to the demand.

However, the maritime industry has seen a communications boom that has been slower than that of land-based industries, which have seen colossal growth across communications innovation that are now exercised under ‘business as usual’ scenarios.

For example, the introduction and development of high-speed communications and the internet across the globe allows individuals to communicate in real time and to transfer large amounts of data to and from numerous locations around the world at the click of a button – the arrival of such communications was revolutionary for land-based businesses, the majority of which are now dependant on e-mail and instantaneous telecommunications for their business functions and services.

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The innovations that have rapidly expanded for landbased industries are often not applicable for ships due to the communications infrastructure required to support such communication and connectivity.

Within the maritime industry it has been notoriously difficult to permit instantaneous and constant data from ship to shore due to the infrequency of connectivity that ships encounter whilst navigating our expansive oceans often hundreds of nautical miles offshore for extensive periods of time.

It is only recently that the introduction of satellite communication to the shipping industry has provided the industry with the opportunity to drastically improve the efficient transfer of data and information. Ships and their operations are becoming increasingly connected, integrated and efficient through the application of software solutions, ICT and telecommunications.

However, with so many technological developments within the realm of business applications and satellite communications, how do ship owners navigate through the masses of information within the market from new solution providers, technologies, systems, the science and the jargon?

More importantly how can ship owners operate their ships more efficiently and reduce their fuel bills and host a contented crew onboard their vessels through investing in and utilising these satellite communications powered solutions?

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Why are SatComs so Important for the Maritime Industry?

The high-tech information age has arrived in the maritime industry. By exploiting the potential to increase the overall efficiency of a single ship or entire fleet via satellite communications, monitoring and data transfer could catalyse one of the greatest changes in operations for centuries.

The maritime industry is one of the oldest, yet most efficient methods of transporting freight around the globe. It is also an industry that is undergoing constant evolution.

It has challenges unlike any other industry with it’s assets being in constant transit often many thousands of miles away from head office.

Historically, it has been difficult for companies to stay connected with their ships, crew and seafarers.

For owners and operators, the advent of satellite communication in the last century has given the industry the opportunity to increase communications with their ships and put their finger on the pulse of their ship’s operations and seafarers.

What are ‘Integrated Operations’?

Within the maritime industry, it is possible to come across a number of different names for ‘integrated operations’, ranging from Smart Fields, i-Field, e-Field and Intelligent Energy.

Despite the differing names, these initiatives all have the same principal goal:

Integrated Operations utlise ICT (Information and Communications Technology) and streamlined work processes in order to improve operational performance through increased production, reduce operations and maintenance expense, and enhance safety.

The use of ICT allows people from across different disciplines to work together making proactive decisions based on real-time data from independent locations.

It also reduces the need to have specialists onboard every ship, instead one individual can be located shoreside and have constant connectivity with a fleet of vessels.

What can be integrated?

Nowadays, many ships are equipped- or can easily be retrofitted with a multitude of sensors, software and satellite communications equipment that provide flows of ship performance and condition data that can be used to operate and maintain equipment at a higher performance levels and lower cost.

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With the increase in sensors and gauges for monitoring and indeed a growing number of systems and processes onboard a ship, it is now possible for an individual or small team to ensure all on board systems of a vessel or fleet are running to their optimum requirements from the comfort of shore side offices.

These ‘integrated systems’, powered by satellite communications, as described in the previous section, can result in substantial fuel savings, reduction in maintenance and repair costs, and greater assurance of environmental compliance.

The Balancing Act Efficiency is defined as ‘a level of performance that describes a process that uses the lowest amount of inputs to create the greatest amount of outputs’.

Accomplishment of or ability to accomplish a job with a minimum expenditure of time and effort. It is a measurable concept, quantitatively determined by the ratio of output to input.

In business there is a fine balance between process efficiency and cost efficiency.

Whilst a fully automated ship might be process viable, it would be unlikely to be cost viable at the during current economic conditions under which the industry resides.

Instead it should be about thinking what is already in place, what can be easily introduced and what investments might be ideal to make that overall will improve both operational and cost efficiency?

The Importance of Software Applications Whilst the advent of satellite communication and supported applications for the maritime industry is powering efficiency and improved operations, the data bank that is produced from monitoring, reporting and information transfers can be obsolete and overwhelming in the absence of adequate analytical tools.

With the correct data and information monitoring tools, a ship can produce and process upwards of 2 billion data points during a month. Over an entire fleet these data points can reach up to and in excess of a trillion per year.

This is why the need for innovative software that can ease the burden on individuals and ensure the vast array of data points can be turned into actionable information is a hot topic within the industry.

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Not only is the aspect of processing and storing the data imperative, the communication and transfer of the data back to the shore is of growing importance for the industry.

Onshore engineers or technical personnel can utilise information collected, but how does this data travel from ship to shore and vice versa. This is where the advances of satellite communications come to light.

By employing integrated operations via satellite links, and facilitating the ability to monitor, receive data from and remotely operate systems onboard a ship allows an offshore facility to increase the efficiency of operations of an entire ship.

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Chapter Two

From Smoke Signals to SatComs The History of Satellite Communication Communication between ship-to-ship and from shipto-shore has always been vital for ships traversing the world’s oceans and hence, various communication channels have been developed over the centuries.

Bells, Whistles and Horns - For thousands of years, communication consisted of only two types: sound and visual. Bells, whistles and horns were used for sound signalling, whereas visual signalling employed smoke signals, flags, lights and later on, semaphore signalling.

Communication Codes - Both visual and sound signalling required the development of codes in order for them to have any meaning.

For example, in the mid-1800s, an international convention was developed using special semaphore flags to exchange messages between merchant ships, as reviewed by the International Code of Signals section of the 1916 edition of Brown’s Signalling.

Semaphore signalling between ships - Accomplished by holding a small flag in each hand and moving them to different angles. The various angles indicated single letters of the alphabet or numbers.

The major disadvantage of both visual and sound signalling, however, was (and still is) their limited range. Once out of sight or earshot, communication was impossible and the ship was left to its own devices. Another fault was the extensive vocabulary of signals that were created overtime which easily lead to confusion.

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Marine Radio - The invention of marine radio radically improved communications on and over the water. Radio is the wireless transmission of signals through free space by electromagnetic waves of radio frequency.

A Costly Luxury? - By converting sound waves into radio waves, ships could send information across vast stretches of ocean to communicate with their allies. They would then decode the radio waves back into sound waves, and listen to the message they had received. However, at that time, many considered wireless telegraphs aboard merchant ships a costly luxury.

Electromagnetic waves were first discovered

by James Clerk Maxwell in the mid-1800s and confirmed afterwards by Heinrich Hertz. The first person to introduce a successful system was Guglielmo Marconi who also patented and commercialised it for wireless signals by using spark-gap transmitters. This is the process by which electrical sparks jump a gap and create radio frequencies by generating oscillations.

In the beginning of the 20th century, Marconi’s equipment started being used onboard ships, primarily on British and US Navy ships and on major passenger lines.

Radio Disadvantages - Despite all the great advantages of radio usage, it also has some disadvantages. The range of frequencies that can be accessed by existing technology is limited, so there is great competition for frequencies. As a result this can lead to congestions and delays of many hours or even days in establishing voice communication with a ship.

Ice Berg Ahead! - This perception changed in 1912 when the Titanic sank in less than 3 hours. It was the SOS wireless message that brought a rescue ship to save over 700 passengers. As a consequence of this tragic accident, many countries required that ships over 500 tons be equipped with radio, causing the demand for marine radio equipment to soar.

The Microwave Solution - Microwaves provided a solution to this problem. Compared to radio waves, which are reflected by the Earth’s atmosphere, microwaves have shorter wavelengths and pass through the Earth’s atmosphere. This made the US Navy realise that they could bounce these waves off the surface of the Moon - the Earth’s natural satellite, allowing them to send information with much less interference than with radio waves. Hence, the theory of satellite communication was born!

The Data Revolution The first artificial satellite, Sputnik 1, was launched successfully by the Soviet Union on October 4, 1957. Sputnik 1 was only 58 cm in diameter with four antennas sending lowfrequency radio signals at regular intervals. It transmitted signals for only 22 days until its battery ran out and was in orbit for only three months.

Communications Satellite Act Passed The successful development of satellite technology paved the way for a global communications satellite industry. The US spearheaded the development of this industry with the passing of the Communications Satellite Act in 1962.

T h e a c t a u t h o r i s e d t h e fo r m a t i o n o f t h e Communications Satellite Corporation (Comsat), a private company that would represent the United States in an international satellite communications consortium.

International Telecommunications Satellite Organization (Intelsat) Formed In 1964, the international satellite communication consortium was formed by 11 participating countries: the International Telecommunications Satellite Organization (Intelsat).

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After the USSR sent Sputnik into orbit, the US quickly followed suit, launching the satellite EXPLORER 1 on January 31, 1958. Since then, some 2,500 satellites have been sent into space.

These include Hubble and the ISS, the Russian Mir space station, the 27-satellite Global Positioning System, as well as hundreds of others that provide communications, broadcast television and radio signals, and help scientists predict weather, among many other purposes.

A year later, Intelsat launched its first satellite Intelsat I, establishing the first commercial global satellite communications system.

For the first time, people, businesses and governments could communicate instantly, reliably and simultaneously from all corners of the globe.

By 1969 the organisation had established a system of satellites with global coverage.

In the late 1980s it provided services to more than 200 countries and territories. Intelsat membership grew to 144 countries.

A decision was made in 1999 to change the ownership of the organisation from national governments to the private sector.

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Just one year after launching Intelsat I, the IMO (at the time under them name ‘International Maritime Consultative Organization (IMCO)’) appointed a panel of experts to study the technical, economic and organisational problems and opportunities associated with establishing a maritime satellite system.

The Birth Of Inmarsat In 1973, IMCO convened an international conference to consider the establishment of an international organisation. This organisation was eventually established in 1979 – the International Maritime Satellite Organization (Inmarsat) was born. Inmarsat was set up as a non-profit, self-financing organisation with the intent to improve maritime communication and safety of life at sea.

Inmarsat officially went into operation on 1 February 1982 providing worldwide maritime services.

From the early days of satellite communication systems up until the late 1980s/early 1990s, the major operators – i.e. Intelsat and Inmarsat - were intergovernmental organisations. The only other satellite organisations in these first two decades were either regional systems (e.g. EUTELSAT for Europe; ARABSAT for the countries of the Arab league) or national systems (e.g. ANIK in Canada, OPTUS in Australia). Hence, much of the technological developments and innovations were results of R&D supported by these intergovernmental organisations and financed by member country contributions.

The Fibre-Optic Era Erupts This system was challenged in the 1980s with the introduction of digital fibre-optic cables across the Atlantic. These cables made data and voice transfer quicker and cheaper than via satellite. The balance of traffic was thus transferred from satellite to cable.

In fact, 95% of this traffic is now routed via submarine fibre-optic cables.

However satellites still provide an important back up, remain the cheapest options on some world routes and continue to be used for maritime communications.

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New Companies Enter the Market The diversification in telecommunications in the 90’s opened up new business opportunities. Coupled with many states’ initiatives to deregulate and privatise telecommunications services, this allowed many new companies to enter the market. To name a few of the newcomers, these include Iridium, Globalstar and Thuraya.

Privatisation of the Market Neither Intelsat nor Inmarsat could respond to these new markets, mainly because of their political mission and their highly bureaucratic structure.

They recognised that they could not compete as intergovernmental organisations which led to their privatisation in 1999 (Inmarsat) and 2001 (Intelsat).

Safety Becomes Paramount Despite having moved into other service sectors – i.e. land-mobile and aeronautical – safety at sea has remained a primary commitment of Inmarsat – not surprising considering that shipping accounts for more than half of Inmarsat’s total revenue. It currently holds a dominant position in the maritime communications market.

One of the reasons for this is that Inmarsat services have formed the backbone of IMO compliance safety equipment: Inmarsat is the only approved provider of satellite communications for the Global Maritime Distress and Safety System (GMDSS).

The GMDSS is an international system which uses terrestrial and satellite technology and shipboard radio-systems to ensure rapid, automated, alerting of shore-based communication and rescue authorities, in addition to ships in the immediate vicinity, in the event of a marine distress.

Furthermore, the International Maritime Bureau has used the Inmarsat C SafetyNET service for several years to provide vital updates on reported pirate activity to approximately 70% of the global fleet.

Their service enabled ship masters to access reports of pirate movements, giving them information to know which regions to avoid with high pirate activity and allowing them to re-route if necessary. Inmarsat has additionally benefitted from the fact that, unlike landbased customers, maritime subscribers tend to keep their equipment as long as they operate ships.

The Onshore IT Boom For onshore businesses, information technology (IT) has transformed the way companies conduct business and the speed by which it has transformed business has no real precedent in history.

Today few businesses can afford not to have the internet and super-fast communication channels. The technology allows businesses to automate manual operations and process information much faster.

While business technology often is used through personal computers and server storage another major technological advancement is the internet, which has created new communication forms and other business methods that companies use when processing financial and business information.

The internet boom onshore has opened the path for global business and most businesses could not function or would cease to exist if all internetbased, high speed communication channels were unavailable.

In the section that follows we take a look at the history of the internet, a data revolution on which global onshore business thrives.

The History of Terrestrial Communications Unlike technologies such as the light bulb or the telephone, the Internet has no single “inventor.”

Instead, it has evolved over time.

The Internet originated in the late 1960s when the United States Defence Department developed ARPAnet, the Advanced Research Projects Agency Network, an experimental network of computers designed to guarantee communication in the case of a nuclear attack.

The birth of the ARPAnet project was in 1962 by J.C.R. Licklider of the Massachusetts Institute of Technology (MIT). Licklider thought of a globally connected world where people could quickly access data and programs from many locations.

In October 1972, ARPAnet was shown to a large audience. This was the first demonstration of this new network technology to the public.

E-Mail It was also in 1972 that the initial “hot” application, electronic mail, was introduced. Computer engineer Ray Tomlinson at Bolt Beranek and Newman (BBN) the company hired by the US Defence Department to build the first Internet in 1968 - wrote the basic e-mail message send and read software, allowing the early creators of the internet to discuss and document in great detail the actual development of the network.

The first test messages, however, were forgettable.

“Most likely the first message was QWERTYUIOP or something similar.”

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The Official Birth Of The Internet January 1, 1983, is considered the official birth date of the Internet. Prior to this, the various computer networks did not have a standard way to communicate with each other.

Internet Technology Protocols were developed, commonly known as TCP/IP or Transmission Control Protocol (TCP) and Internet Protocol (IP). This led to one of the first definitions of the Internet, being “a connected set of networks”. ARPAnet and the Defence Data Network officially changed to the TCP/IP standard on January 1, 1983, hence the birth of the Internet.

The Arrival of the World Wide Web 1991 was a big year for the internet. It was the year when computer programmer Tim Berners-Lee at CERN in Switzerland introduced the World Wide Web: an Internet that was not simply a way to send files from one place to another but was itself a “web” of information that anyone on the Internet could retrieve.

Therefore we can thank Berners-Lee for creating the Internet that we know today.

The internet continues to experience staggering growth. More people use the internet to get connected to others, find information, conduct business, and share information more than ever before in history.

In fact, in 2013, over 2.7 billion people were using the Internet, which corresponds to 39% of the world’s population.

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Historical Timeline -

Terrestrial vs Marine Communication 1793: The first semaphore telegraph line for long distance 1835: Samuel Morse communication is built invents the Morse

by Claude Chappe. code.

Marine

1898: First ship-to1520: Ferdinand 1831: An electric 1843: Samuel Morse Magellan undertakes telegraph is proposed builds the very first electric shore wireless call. a voyage – ships and then built by telegraph line for long communicate via firing Joseph Henry. distance communication. cannons and raising flags.

AD 26-37: Roman Emperor Tiberius rules before 3500BC: the empire from island Communication was of Capri by signalling carried out through messages with metal paintings of indigenous mirrors to reflect the tribes. sun.

16th century BC: The Phoenicians develop an alphabet.

Terrestrial

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1897: Shore-to-ship wireless telegraphy is demonstrated:

1605: Launch of the world’s first newspaper in Germany.

1876: Bell invents the telephone.

1877: Thomas Edison patents the phonograph.

1900: Distress call saves lives: Russian radio pioneer Alexander Popov sends a rescue request by wireless from his land station in Kotka, on the Finnish coast, to Gogland Island.

1899: First wireless distress call.

1903, Aug: - A universal distress signal is proposed. The idea takes hold but the signal, “SSSDDD,” does not.

- Russian physicist Konstantin Tsiolkovsky published theories on space flight and rocketry and proposes equations calculating speeds to place a satellite into earth orbit as well as escape velocity.

1901: Guglielmo Marconi transmits radio signals from Cornwall to Newfoundland.

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1906: Delegates at the second International Radiotelegraph Conference adopt the distress signal “SOS”.

1912, July: The International Radiotelegraph Convention is signed.

It adopts “SOS” as the international maritime distress signal and calls for continuous professional staffing of ocean-going ships’ wireless stations.

1905: Germany becomes 1910: New US rule the first country to institute on shipboard wireless: the use of “SOS” as its or Ships visiting U.S. ports distress signal. must carry wireless equipment.

1914: First International Convention for Safety of Life at Sea (SOLAS). It adopts and adapts the radio requirements outlined in the 1912 International Radiotelegraph Convention.

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1929: The second SOLAS Convention is signed, mandating, inter alia, that all passenger ships and cargo ships of 1600 tons or more embarking on international voyages be equipped with radiotelegraph installations having either automatic alarm receivers or qualified continuousduty operators.

1927: The International Radiotelegraph Convention is signed, adding “MAYDAY” as a spoken distress signal when using a radiotelephone. The convention also specifies the content of distress messages and establishes the radio frequency of 500 kilohertz for maritime distress calls.

1920: Radio station KDKA based in Pittsburgh began the first broadcast.

1925: John Logie Baird transmits the first television signal.

1948: A United Nations conference in Geneva establishes the International Maritime Organization (IMO).

1945: Geostationary satellite proposal from Arthur Clarke: former British Radar Establishment Officer and space guru Arthur C.

1942: Hedy Lamarr and George Antheil invent frequency hopping spread spectrum communication technique.

1947: - Douglas H. Ring and W. Rae Young of Bell Labs propose a cell-based approach which led to “cellular phones.”

- Full-scale commercial television is first broadcast.

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1949: Whirlwind at MIT is the first real time computer.

1951: Computers are sold commercially.

1958, Jan: The US launched Explorer 1 as part of the International Geophysical Year. A Geiger counter aboard this satellite revealed the existence of intensive radiation belts surrounding earth that were designated the “Van Allen Belts”.

Dec: The US launched the Signal Communication by Orbiting Relay Equipment (SCORE) satellite.

1957, Oct: The Soviet Union launched the first artificial satellite, Sputnik 1, into low earth orbit, giving birth to the age of satellites and space applications.

Nov: The Soviet Union startled the world by launching Sputnik 2.

1965: Intelsat I (nicknamed 1962: First active satellite Early Bird) became launched. the first commercial NASA launched Telstar communications 1, the world’s first active satellite to be placed in communications satellite. geosynchronous orbit.

1960: First passive satellite 1964: launched.

- First geostationary satellite NASA launched Echo 1, a launched: Syncom 3. large metallized balloon that passively reflected radio signals - Intelsat was formed by 11 back to earth. This experiment participatory countries. essentially confirmed that communications satellites would need to have active repeaters to be commercially viable.

1963: First geosynchronous communications satellite is launched.

1974: The 1974 SOLAS Convention mandates that all ships of and above 300 metric tons on international voyages carry satellitebased, emergency-positionindicating radio beacons, and search-and-rescue transponders.

1969: The first hosts of ARPANET, Internet’s ancestor, are connected.

1966: Charles Kao realises that silica-based optical waveguides offer a practical way to transmit light via total internal reflection.

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1972: First domestic satellite system operational – Canada.

1971: Erna Schneider Hoover invent a computerised switching system for telephone traffic.

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1976: COMSAT launched Marisat, the first Mobile Communications satellite. Marisat allowed constant ship-to-shore communications for the maritime industry. Two additional satellites were launched later in the year, providing global coverage and an immense gain in maritime safety.

1975: First direct broadcast initiation.

1988: An amendment to the 1979: The International 1974 SOLAS treaty establishes Maritime Satellite the Global Maritime Distress Organization (Inmarsat) and Safety System (GMDSS), is established to build an international system of a dedicated satellite satellite- and ground-based network for maritime communications for sending alerts communications. during maritime emergencies.

1977: Direct home satellite broadcasting.

1982, Nov: NASA’s Space Shuttle flew its first mission to deliver communications satellites into low Earth orbit.

1989: INMARSAT extended to all mobile terminals have active repeaters to be commercially viable.

- The first Inmarsat satellites begin operation.

1976: The personal computer (PC) market is born.

1977: Donald Knuth begins work on TeX.

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1989: Tim BernersLee and Robert Cailliau introduced a prototype system that later was known as the World Wide Web (WWW) at CERN.

2000: Thuraya 1, the United Arab Emirates’ first satellite, was inserted into GEO orbit. It was one of the most powerful satellites every launched with the capacity to carry nearly 14,000 simultaneous calls.

1999: Inmarsat privatised

1991: Anders Olsson transmits solitary waves through an optical fiber with a data rate of 32 billion bits per second.

2004: A 2004 amendment to the 1974 SOLAS treaty mandates that ships at sea carry at least two means of transmitting ship-to-shore distress alerts: predefined digital distress messages and a satellite emergency-positionindicating radio beacon.

2012: The cruise ship Coast Concordia hits a reef off the coast of Italy. The ship quickly begins to drift and ground. The captain failed to issue distress calls through the ship’s GNDSS or contact the Italian coast guard.

2001: Intelsat privatised

2006: - Messages are sent faster than ever via the microblogging site, Twitter.

1994: Internet radio broadcasting is born.

1992: - Neil Papworth sends the first SMS (or text message).

1999: Sirius satellite radio is introduced.

2002: Satellite radio is launched.

- Citizen journalists record events on cellular cameras and technology.

2003: MySpace is launched.

- Internet2 organization is created.

Sources:

Sources:

http://www.bisd.us/curriculum/Old%20Files/Downloads/Frameworks/ Secondary/Language%20Arts/COMMUNICATION%20TIMELINE.pdf;

Cheruku, D.R. (2009) Satellite Communication; SSPI (n.d.) Satellite Timeline.

http://www.doe.in.gov/sites/default/files/curriculum/timeline1.pdf

http://www.sspi.org/?Static_Timeline#; IEEE Spectrum (n.d.) The Titanic’s role in radio reform.

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Chapter Three

Satellite Communication Technology Explained In this chapter we will look at the technical aspects of satellite communications. We give an overview of what exactly a satellite is, the components of a satellite, the various orbits, and an explanation of the frequencies associated with satellite communications.

What is a Satellite?

A satellite can be classed as a moon, planet or machine that orbits a planet or star.

For this publication we will refer to a satellite as being a self-contained communication system that has the ability to receive signals from Earth and to retransmit those signals with the use of a transponder—an integrated receiver and transmitter of radio signals.

The term ‘Satellite Communication’ refers to a signal transfer between a sender and receiver via the help of satellite technology.

This ‘signal’ is a beam of modulated microwaves sent towards the satellite, once delivered to the satellite it is then amplified and sent back to the receiver’s antenna back on earth.

The signals, which travel in straight lines, cannot bend around the spherical Earth to reach a destination far away. This is overcome by positioning satellites in orbit, the signals can be sent instantaneously into space and then redirected to another satellite or directly to their destination. Satellites can have a passive role, bouncing signals from earth back to another location on earth, or some have an electronic device known as transponder for receiving, amplifying and re-broadcasting signals to earth.

Why Do We Use Satellites?

Due to their high vantage point, satellites are able to cover vast areas of the Earth. This allows for more data to be transmitted quicker than terrestrial instruments on the ground. It also avoids any signal loss from terrestrial structure and mountains, which may block the path of the signal. Data is sent from Earth up to the satellite, then almost instantly the satellite can send back the data to various locations on Earth.

How is a Satellite Constructed?

There are various shapes and sizes of satellites.

However, there are at least three common parts – an antenna that sends and receives information, a power source, usually a solar panel or battery, and a

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propulsion system, which includes the rockets that propel the satellite. This is the basic layout with additional equipment and software in addition to suit the needs of the provider.

How Does a Satellite Orbit?

Satellites are launched into space with the assistance of very powerful multistage rockets. The orbit of a satellite is determined once the speed has reached an equilibrium with the gravitational pull from Earth.

This equilibrium is essential, as without it, the satellite would fly in a straight line into space or fall back to Earth.

Below are the three main orbits that satellites operate are described below.

Low Earth Orbit (LEO) – satellites are positioned Geosynchronous Orbit (GEO) – satellites are at an altitude between 160 km and 1,600 km positioned 35,786 km (22,236 miles) above Earth, where they complete one orbit in 24 hours (100 and 1,000 miles) above Earth and thus remain fixed over one spot. It only takes Medium Earth Orbit (MEO) – satellites operate three GEO satellites to provide global coverage, from 10,000 to 20,000 km (6,300 to 12,500 while it takes 20 or more satellites to cover the miles) from Earth. Note that satellites do not entire Earth from LEO and 10 or more in MEO. operate between LEO and MEO because of In addition, communicating with satellites in the inhospitable environment for electronic LEO and MEO requires tracking antennas on the components in that area, which is caused by the ground to ensure seamless connection between satellites. Information that is bounced off a GEO Van Allen radiation belt. satellite takes approximately 0.22 seconds to travel from the Earth to the satellite and back which is the equivalent to the speed of light.

Satellite Frequencies Satellite communications use the very high-frequency range of 1-50 gigahertz (GHz) in order to transmit and receive signals.

Giga – 1,000,000,000 Hertz – a cycle per second To put this into perspective, imagine a wave which has peaks and troughs. Once the peak and trough have passed over the same spot it can be thought of as one cycle. If this occurs over one second, it is known as a Hertz. Now multiply this by a thousand to get a megahertz. A gigahertz is this cycle multiplied by a billion.

These numbers are truly making our brains hertz!

The lower range (L-, S- and C-bands) of the satellite frequency spectrum are transmitted with low power and can transmit over long distances, requiring larger antennas to receive the signals. However, these lower frequencies are not capable of carrying a lot of information.

The higher end of the spectrum (X-, Ku-, Ka-, and V-bands) all have more power and therefore dishes can be a lot smaller (45cm in diameter). These frequencies allow for more data to be sent, however due to high frequency rates, the signal has to be stepped down, reducing power, before it hits the delicate electronics of the modem. To step down the signal, a device is used on the dish itself and a minimum of 150 feet of high-quality RG6 coax cable connecting the dish to the modem.

There are a number of frequency ranges or bands in use for satellite communications which are identified by letter (in order from low to high frequency): L-, S-, C-, X-, Ku-, Ka-, and V-bands.

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The Different Frequency Bands Explained Band VHF UHF L S C X Ku K Ka MM

The principal fixed satellite frequency bands are listed in the table opposite. The four principal frequency bands used within the maritime industry are also detailed in the sections that follow.

Frequency (GHz) 0.03-0.3 0.3 - 1 1-2 2-4 4-8 8 - 12 12 - 18 18 - 27 27 - 40 40 - 100

Wavelength (cm) 1000 - 100 100 - 30 30 - 15 15 - 7.5 7.5 - 3.75 3.75 - 2.5 2.5 - 1.6 1.6 - 1.1 1.1 - 0.75 0.75 - 0.3

L-Band Due to the low frequency, the L-band is easier to implement for maritime satellite systems however, there is not much bandwidth available. This is because the higher the frequency the more bandwidth is available however with this comes more sophisticated equipment and higher cost. Therefore, the L-band equipment is relatively cheap and due to the wider beam width the accuracy of the antenna does not have to be as accurate as the other higher bands. Then again the lack of availability of L-band means it is a cost commodity.

L-Band is used for low earth orbit satellites, military satellites, and terrestrial wireless connections like GSM mobile phones. It is also used as an intermediate frequency for satellite TV where the Ku or Ka band signals are down-converted to L-Band at the antenna LNB, to make it easier to transport from the antenna to the below deck, or indoor equipment.

C-Band C-Band is typically used by large ships that traverse the oceans on a regular basis that require uninterrupted, dedicated, constant connectivity as they move from region to region. It is common place for shipping companies to lease segments of bandwidth provided to the ships on a full time basis, providing connections to the Internet, the public telephone networks, and data transfer to and from shore based head office.

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Prone to Interference - C-band is also used for terrestrial microwave frequencies and can result in issues when ships are in port interfering with important land based links. Therefore strict restrictions have been enforced to turn off terminals when within 300km of the coast. C-band uses large antennas (2.4 – 3.7 metres).

Ku-Band Ku-Band is generally used for satellite TV and VSAT systems on ships and is less expensive as a result of its increased bandwidth availability compared to that of C and L-Band. However with this advantage comes a disadvantage, rain fade. Rain drop wavelength coincide with that of the wavelength of Ku-band. This can be overcome by boosting extra power but this comes at an extra cost.

More Precise - Antennas for Ku-band are more expensive because the terminals need to be more precise and have a greater pointing accuracy compared to the L-band. Coverage for Ku-band is by regional spot beams.

Prone to Black Outs - These beams cover terrestrial land however are sparser over the oceans. Ships that are moving between regions will require changing beams and will sometimes experience black outs where no coverage is available. However coverage is being improved especially with the Telstar 11n transatlantic beam among other improvements to satellite terminals and modems. Ku-band frequency require smaller antennas which typically are between 0.6 – 1.5 metres.

Ka-Band Ka-band is abundant in bandwidth and will be less expensive than the Ku-band. It is also susceptible to rain fade but offers a higher service and is generally used for high definition satellite TV. However the high frequency requires highly sophisticated equipment and extremely accurate antenna.

An Office At Sea -For the shipping industry, the Ka-band is an exciting prospect, especially for the sophisticated high-end fleet owners that essentially want an ‘office at sea’ with all their fleet configured as nodes on their own Virtual Private Network (VPN).

These owners want a guaranteed bandwidth with a reliable service that is capable of running sophisticated applications in a heavy duty commercial environment.

A Happy Crew For The Casual User - On the other hand, there are casual users, normally the small fleet managers who may have a couple of large vessels. Their main concern is keeping their crew happy with some internet and voice communications and therefore do not require their fleet to be on a network.

VSATs (Very Small Aperture Terminals) Explained A Very Small Aperture Terminal, VSAT is a small telecommunication earth station that receives and transmits real-time data via satellite. A VSAT transmits narrow and broadband signals to orbital satellites. The data from the satellites is then transmitted to different hubs in other locations around the globe.

VSATs are widely used in the corporate market as a cost-effective way of connecting large numbers of widely dispersed terminals. Most services operate in an exclusive spectrum that has been set aside internationally for VSAT use in Ku-band, although there is some shared use in both Ku- and C-band (4 / 6 GHz). However, Inmarsat GX will be the first global Ka-band VSAT service offering superior global coverage.

VSATs are most commonly used to transmit narrowor broadband data. They are ideal for transportable, on-the-move or mobile maritime communications.

Many of market leading shipping companies are switching to VSAT. These companies are using up to 50 Gigabytes per month of capacity making Fleet Broadband impractical.

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MSS (Mobile Satellite Services) Explained Mobile Satellite Services, MSS is a term used to describe telecommunication services delivered via satellite to or from mobile users.

MMSS was launched in 1979 with the formation of the International Maritime Satellite Organization (Inmarsat) in order to provide telephony, very-lowspeed data, telex and facsimile to ships at sea.

MSS can be divided into three major categories depending on the location of the user: Maritime Mobile Satellite Service (MMSS), Aeronautical Mobile Satellite Service and Land Mobile Satellite Service.

In this FOCUS, we will be focusing on MMSS.

Using MSS for a telephone connection is similar to a cellular phone call, with the difference that the repeaters are in orbit around the earth instead of being located on land. These repeaters can be placed on GEO, MEO or LEO satellites. Provided there are sufficient satellites within the system that are accurately spaced around the globe, an MSS is able to link any two wireless telephone sets at anytime, anywhere on the Earth. However, it must be noted that MSS systems are interconnected with land-based cellular networks.

MSS FleetBroadband has a number of options: Pay as You Go price plan, bundled price plans (200MB, 2GB, 6GB) and Flat Fee plan (unlimited in Fair Use Policy).

It has been observed that the market for entry level onboard internet systems such as MSS in combination with so called smartboxes (delivering bandwidth management features like traffic optimisation, internet cafĂŠ features, etc).

High ThroughPut Satellites (HTS) The key word for HTS is capacity.

HTS offer many times the throughput of the classic Fixed Service Satellites (FSS) for the same amount of allocated orbital spectrum. The increase in capacity HTS offer is a result of high-level frequency re-use and spot beam technology enabling multiple narrowly focused beams. These spot beams will bring focused capacity to a specific area, ensuring that required capacity is available throughout key commercial shipping and trade routes. By contrast traditional satellite technology utilises a broad single beam or a few beams.

The big advantage of High Throughput Satellites is the cost. While Ku band FSS bandwidth can cost well over US$100 million per gigabit per second in space, HTS like ViaSat-1 can supply a gigabit of throughput in space for less than US$3 million.

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Chapter Four

Step-by-Step Guide to Choosing and Implementing the ‘Right’ SatCom Solution Understanding The Market Landscape The maritime satellite communication market is a somewhat perplexing environment, with relationships between companies often being rather complex to understand and decipher.

There are companies who are pure resellers and distributors of technology and there are other companies who sell their product and even their competitor’s product through consultation and offer the most suitable product depending on need.

While doing so, some companies provide additional packages pertinent to the efficient utilisation of satellite communications, adding benefits to their competitor’s technology – confusing!

Analogous to terrestrial communication providers, the maritime industry hosts numerous companies that retail packages and products that all offer highly variable and interchangeable features from one another. Such changeable features include bandwidth capacity and types, data back up, coverage through to financing and support.

There are a number of companies who are developing well in one or more fields of the available maritime satellite communications market. Although, recent progression within the market has meant numerous mergers, partnerships and acquisitions similar to the mainstream telecom markets, which has somewhat consolidated the market. The maritime satellite communication market is a very niche telecom market however it is currently developing towards a market with similar challenges and opportunities compared to the major telecom companies both fixed and mobile.

The supplier market includes satellite owners, antenna manufacturers, satellite service providers and modern/hub manufacturers.

Throughout this chapter we provide a step-by-step guide to evaluating, choosing and implementing the ‘right’ SatCom service provider, packages and solutions for your operations.

Step-by-Step Guide: The Scoping Process

Do Your Research Before Choosing a Provider

Gather as much information as possible so you are able to make an informed decision. It is imperative that you carry out the research needed to compare the multitude of SatCom service providers. Try to filter through competing providers, options, plans and pricing as extensively as possible. The SatCom service providers all host a variety of competitive services and packages and as such it is essential that you choose the right provider, the right package and/or the right solution before signing any service agreement contracts.

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Evaluate Two or Three Providers…

At Least

Get prices, recommendations and references making sure that when comparing you are evaluating equivalent products and services. Do not rush this process! If the providers are not offering equivalent services take extra time to compare and evaluate each proposal fully.

If you are unsure about a certain package or solution, enquire about a demo/trial or demonstration.

Ask around for any case studies and reach out to individuals who have used the service, solution or product to gain a fully comprehensive report.

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Do Not Rush Your Decision

Take the time to scope the market and only once you have a plan written down is it the time to contact the service providers. As mentioned earlier in this publication, they will always claim their contract is better or more useful than any of the others on the market.

Plan and implement a strategy for a less painful switch from old to new. A good plan will ensure your ship/fleet will not be out of service for longer than necessary. Remember, by researching and installing the right software, it will pay for itself through an increase in the efficiency of operations and provision of crucial data for analysis.

As with all service agreement contracts, once you have signed on the dotted line it can be a difficult and costly process to amend at a later date.

Calculate, Calculate, Calculate

The number of SatComs enabled applications and software solutions that are entering the market is increasing year by year as innovation strives to meet the demands of the digital ship era. Coupled with the demands of increasing volumes of data being transferred between ship-to-ship and ship-to-shore it is vital that you calculate and understand what applications will demand what data volumes and the number of applications your chosen SatCom package can support.

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Therefore, the initial imperative step is to determine what applications are required to support your ship or fleet operations. This will involve a process of analysing what you want to achieve through the deployment of SatComs enabled applications and which applications are required to satisfy your operational needs.

By calculating which applications are needed it is then possible to define the required bandwidth speeds (in kpbs/mbps) and the expected daily/ monthly data volumes (in MBytes/GBytes).

Objectives and Requirements

It must be noted that the driving force behind selecting the ‘right’ SatCom provider, package or solution should not solely satisfy the financial ‘value for money’ aspect – it is vital that when choosing and implementing the ‘right’ provider, package or solution that the original operational objectives and requirements, identified in the previous step, are taken into account and that the provider chosen can deliver an adequate service, package or solution to satisfy these.

At extra expense the software may come with a support package. Don’t be afraid to pay this extra cost as it will enable you to fully utilise all parts of the product and protect you from any faults.

Step-by-Step Guide: The Essential Checklist In the following section we provide an essential checklist of questions that must be asked and factors that must be considered in order to make the decision of which satellite communication service provider, package or solution to sign up with.

Map your Objectives and Requirements - How do we improve on efficiency and productivity internally and externally?

- How to stay competitive in the maritime market and maintaining an edge over competitors?

Scope your Communication Requirements - - - -

- What is the mission of your company and how will SatComs enable/empower this?

-

- What are your specific stakeholder requirements? (e.g. Chartering department, Fleet Management, Crewing department, IT department, Q&A department, Captains, Crew, 3rd party suppliers?)

-

- What applications are required by these stakeholders? Examples include: - Email.

- File transfer.

- Telemedicine.

- Video conferencing.

- Remote IT access. How often do you need to send an engineer to a vessel today? How much IT time is spent trying to repair problems caused by unauthorised software?

- Remote machinery monitoring.

- Energy management system (in order to save on fuel costs).

- Crew internet (prepaid or free of charge or combination of both).

- GSM onboard.

- VPN access. How much time to input data manually from emails.

- ECDIS updates via satellite.

- Troubleshooting by suppliers of onboard equipment.

- -

Decide your Source Strategy/Purchase Strategy - - - -

One Stop Shop?

O u t s o u rce d co m m u n i c a t i o n s /m a n a g e d services?

Support requirements? Which ports? SLA? Contract period?

Assess Supplier Requirements - - - - - - - - - -

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Minimal bandwidth (kbps).

Data volumes (MB per month).

Need for redundancy/back up satellite link.

Need for different LANS (business LAN, Crew LAN, 3rd party LAN, E-learning LAN, etc.).

Do you want to differentiate in priority? For example business traffic has higher priority over crew traffic?

Communication monitoring and reporting requirements.

Coverage.

Is extra bandwidth on demand required?

Will the supplier be in the market tomorrow? Are they financially secure?

Are there gaps or issues with the service?

What is the standard of reliability? Do they provide coverage back up?

Is there redundancy built into the network?

Is there an upgrade path for improved service?

What are the plans for the next generation service?

Do they offer 24/7 maintenance?

Do they offer support in multiple languages?

Do they have/offer a clear, measurable Service Level Agreement?

Do they have the capability to support future expansion?

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Step-by-Step Guide: Service Costs

Determine the Cost of the Service/Package

The next task is to determine the cost of the satellite service/package. This can be tricky due to the varied number of financial arrangements, for example some plans have a pre-pay structure while others charge via the amount of data used or the speed of bandwidth.

Similar to mobile phone tariffs, providers charge for any over usage of data at a premium price and will also offer unlimited data or “all you can eat� plans that allow for limitless streaming but again at an increased price and the plan may not always do what it says on the tin.

Many providers take steps to control the data usage and some will target users who abuse the unlimited plan: most prohibit the use of Skype or streaming movies and television.

Note: service providers will give you an Acceptable Use Policy (AUP). An AUP or fair use policy is a set of rules that the provider will draw up ensuring that during periods of peak use, when there is the greatest number of users of the system and high contention for capacity, the provider has the ability to restrict available connection speed of users identified as having made disproportionate use of network resources, in favour of other users.

Step-by-Step Guide: Hardware and Miscellaneous Costs

Calculate How Much You Can Afford

Your calculations should include new hardware needed as well as the cost for the first year of implementation and support. Hardware costs will include a number of installations such as an antenna.

A large antenna with a powerful block up converter will result in a stronger more consistent signal.

However it may also be advisable to install multiple antennas onto a ship in case there are any potential blockages on board such as the mast.

Miscellaneous Costs

These should also be taken into consideration as they may vary depending on the different providers.

On-going maintenance and support costs are also essential to be aware of, which are all incorporated into the total cost of ownership during the whole contract period.

When choosing an antenna remember size matters!

It is advisable to choose one of reasonable size that will meet the requirements of your bandwidth and coverage.

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Note: Some hardware will be able to be installed without a specialist and a fleet engineer may be able to install, however some software will require expensing for a specialist. It is also worth checking to see if any consultancy is available and at what price.

Step-by-Step Guide: Selecting an IT Supplier The process for selecting an IT supplier should follow exactly the same process and checklist utilised for selecting your SatComs service provider.

- -

Choose a reliable IT supplier – confirm they have a credible track record (preferably in the maritime industry) Ensure the IT supplier understands your business requirements both present and more importantly future.

- - - - -

You are the boss – make them tailor a specific solution for your business rather than change your business plan to follow the software.

Plan for a long term product development strategy – ensure the IT supplier has products that evolve with time and with the market.

Verify the IT supplier have a credible R&D department.

Ensure the IT supplier is financially stable.

Choose a supplier with a credible software support network.

Step-by-Step Guide: Considerations for the Future With the rapidly evolving market for satellite communications, new companies and providers are regularly emerging. Therefore, choosing your service provider, package and/or software can be a risky business. The age old trick of picking the market leaders may generally pay off as these are the companies that are well established and aren’t going to suddenly dissolve and that will provide the reliability of service provision and support for the contract period.

However with new providers and technologies always being developed it may be worth looking into some of the smaller companies that have seen growth in the past 1-5 years. You may strike lucky with some of the rising innovative companies.

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Currently there is a cautious approach to satellite communications especially with the limited bandwidth which has been taken into account when designing the software applications. The big question is what will happen when High Throughput Satellite services (Inmarsat Global Xpress, O3B) enter the market?

These new satellites will bring a higher capacity to the market and with that providers will be able to lower prices. The launch will mean operators will have more flexibility in how they price bandwidth. This may mean ship owners adopt cloud computing and software as a service similar to that found onshore.

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PART TWO:

Applications In Action Chapter Five: Navigation Sponsored by

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Overview Navigation

This chapter will cover a snapshot of application providers within the electronic navigation market.

The following areas of the market will be the focus:

Today, specialised technology on ships allows for continuous, accurate navigation planning during voyage.

Navigating a ship is a highly variable process; schedules, missions and weather often change.

The advent of systems such as the Automatic Identification System (AIS), has driven charting voyage routes and locations of ships to become very simple. The inclusion of such systems in routine marine travel, has thrust ocean transportation up the technological ladder. As a result, shipping has become quite contemporary. It has now become possible for ships and coast guards to be aware of the activities in the waters immediately surrounding them.

Planning a voyage is a process that begins well before the ship gets underway and does not end until the ship docks at her final destination. Carefully planning a route, preparing required charts and publications and using various methods to monitor the ship’s position as the trip proceeds are fundamental to safe, efficient navigation.

Historically, accurate navigation was dependent upon visibility and paper charts. The only way to safely navigate was to use external reference points across the navigating channels and lines were plotted using a bearing indicator. When heavy mist, fog or blizzards caused low visibility it required the captain to drop anchor and sit the weather out until safe to sail again.

However, the use of telescopes and battered paper maps are quickly becoming a thing of the past. A revolution is underway that is fundamentally altering how navigators and deck officers navigate their ships, and further; how captains manage their ships. There is a monumental shift happening in the maritime industry – the era of paper charts for navigation is fading away and the era of digital navigation has begun.

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In addition to this, through the revised SOLAS requirements, the IMO has now mandated the use of Electronic Chart Display and Information Systems (ECDIS) on ships of a certain size and type. In a nutshell, the regulations will require commercial vessels as well as passenger vessels over 500 GT to go paperless by 2014 and carry at least one ECDIS system on the bridge with a staggered rollout between 2011 and 2018.

The mandated use of ECDIS advances the bridge beyond the time-honoured process of paper charts and pencils to a digital era of navigation, route planning, increased safety, and improved vessel performance.

Under the umbrella term ‘navigational systems’, there are a number of different applications that seamlessly connect the navigator and captain to ensure optimum voyaging and fuel efficiency. Amongst others, there are applications that plan voyage routing based on real-time weather conditions and weather forecasts or others that ensure the security of a vessel within high-risk areas.

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Overview Navigation

Connectivity software provides real-time access to weather, currents, and sea condition data. Being connected allows for interactive collaboration with shore-based route planning specialists. This would help towards better planning in terms of working through route congestion and improving accuracy of port scheduling.

In addition, connectivity software can help circumvent any threats posed to maritime security, above all that of piracy. While piracy has existed for as long as the oceans have been used in commerce, recent years have seen a significant increase in the number of attacks on vessels by pirates, due almost entirely to the dramatic increase of piracy off the Coast of Somali.

In 2009, 406 pirate attacks have been reported, more than half of which took place in Somalia and the Gulf of Aden. Bulk carriers, container ships and general cargo ships have comprised the majority of piracy targets. Even though pirates do not limit their attacks to one kind of ship, relatively slow ships with low sides, a small crew and insufficient surveillance are more vulnerable to becoming targets.

Satellite communication can mitigate the danger of piracy in two ways: by providing a means for the crew to communicate in case of a pirate attack and by alarming a ship in due time before pirates can attack, allowing the ship to redirect its route.

A modern ship’s navigational suite can be incredibly advanced and might include an integrated bridge system with a comprehensive ship and voyage management software package, ECDIS replacing paper charts and including radar overlay, dual interswitched X- and S-band ARPA radars, autopilot linked to digital flux gate and ring laser gyrocompasses linked to the ECDIS, integrated GPS/DGPS and Loran C positioning system, numerous environmental sensors, digital depth sounder, and Doppler speed log.

Ships now have the potential to become highly sophisticated navigational machines and with the advent of all the legislation and innovation on the market it means that satellite powered navigational applications are being thrust into the limelight.

The following company profiles have been picked to show the various examples of solutions within these fields.

Get more

Efficient voyage planning and chart management in a single service

Connect your ADMIRALTY world digitally › Overlay your digital products on one screen › Instant updates to aid carriage compliance › Displays unique ADMIRALTY Information Overlay (AIO) › Easy to set up and use › Helps free up valuable time on board and ashore

Planning Station – View, order and manage world-leading ADMIRALTY Nautical Products & Services on board Fleet Manager – A web-based application used by chart agents and shipping companies ashore to manage ADMIRALTY products across fleets To find out more about e-Nav, visit www.admiralty.co.uk, or contact your ADMIRALTY Chart Agent.

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Market Snapshot: Weather Routing and Voyage Planning

Applied Weather Technology, Inc. www.awtworldwide.com SatCom Enabled Application: BonVoyage System 7 – an icon-driven graphical marine voyage optimisation system providing constant on-board weather routing information.

The BonVoyage 7 system delivers the most recent weather and ocean data to the vessel by broadband or email. The data is transferred into colour-enhanced maps and graphics that allow the ship’s captain to view potential problem areas en-route. AWT’s proprietary Climatological Ship Resistance model can predict speed loss in relation to weather impacts giving accurate ETA’s. Captains can also take advantage of the wave and wind data to make their journey safer by planning routes around issue areas.

The system gives 72 hour rouge wave forecasts of areas that have potential incidents along with a 16 day forecast updated four times per day with other parameters such as pirate attack information, port vicinity forecasts, satellite imagery and high seas bulletins delivered in near real-time. If the internet connection is interrupted then the system will automatically send emails with all data attached.

Recent News/Clients: AWT have teamed up with the United Kingdom Hydrographic Office (UKHO) in an agreement that allows for the capability of interchanging track waypoints between the ADMIRALTY e-Navigator and AWT’s Bon Voyage System (BVS).

Jeppesen www.jeppesen.com SatCom Enabled Application: Jeppesen Vessel and Voyage Optimisation Solution – enables shoreside routing support to vessel captains via satellite link.

The solution utilises advanced routing algorithms in order to accurately optimise each route for ontime arrival while minimising fuel consumption by maintaining seakeeping limits and avoiding heavy weather. Included in the solution are simulation tools that analyse routes using high-resolution weather forecasts to predict ETA, fuel consumption, ship motions, hull stresses, weather and sea conditions.

These tools automatically generate a full range of routes for balancing trade-offs between ETA and fuel consumption.

Also included is a detailed, ship-specific model of the vessels motion, engine and propeller characteristics which presents model data on the speed made good under forecast wind, wave and ocean current conditions for specific engine power and propeller RPM.

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While at sea vessels are able to download up to date ocean area forecasts via satellite communication allowing Masters to update and re-optimise passage plans as soon as new forecast become available.

The solution aids in avoiding excessive motion, accelerations and hull stress before damage occurs.

Danaos www.danaos.gr SatCom Enabled Application: Danaos SeaRoutes system – This optimal routing system produces voyage plans, weather forecasts and voyage summaries which can be used on board or ashore.

This method avoids unnecessary communication load and/or consequent weather forecast information degradation. Only current vessel position, current time and destination position are required.

The company states that their system is unique by suggesting the best path to be taken based on detailed parameters of each vessel and prevailing market requirements. There is no on board installation required if the system is used as a mail service. This technique allows for optimisation algorithm to be executed ashore and relayed to the Master as routing advice via a small email message, also known as position mail.

Information of Interest: In its 27 years of experience, Danaos has implemented over 500 installations to major shipping companies.

Recent News/Clients: Danaos are one of the 10 partners within the e-Compliance R&D project which is partly funded by the EU and will look at creating a model for digitally managing the various maritime regulations emanating from international, European and national authorities.

FORCE Technology www.forcetechnology.com SatCom Enabled Application: SeaPlanner – enables route planning with the minimum fuel consumption and avoid adverse weather conditions with the use of real time data.

The system enables the user to calculate optimum routes based on operational criteria’s including: total fuel consumption, Minimum enroute time, fixed ETA Constant Power, Fixed ETA Optimised Speed, fixed ETA Constant RPM, fixed calm water speed. Simulations of weather and route progress are also performed and evaluated.

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Key features of the system include an accurate highresolution weather forecast, advanced propulsion model, several planning modes, enroute evaluation of wind, wave, swell and a timeline with wave height, current speed, wind speed, sea height, swell height etc along the current route, to name just a few. The weather data is provided by the Danish Meteorological Institute, DMI who is a leading provider of weather routing services and can be retrieved automatically by subscription or by single request and feed to the system via e-mail.

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Navimeteo www.navimeteo.com SatCom Enabled Application: Weather Routing satellite tracking technology is used by Navimeteo to enhance weather routing accuracy.

Navimeteo relies on experienced forecasters, ensuring that safety and quality always comes first. All technical aspects of sea navigation are covered in a personto-person relationship with captains to help them find the most favourable routes. Satellite tracking technology is used by Navimeteo to enhance weather routing accuracy. In addition to the use of email, satellite telephones are becoming popular onboard.

Captains used them to receive weather alerts and quick weather updates sent by the forecasters or in case internet connection fails.

A growing number of harbours in the Mediterranean have also selected Navimeteo as their providers, using specific systems for remotely delivering the weather information and the company boasts 50 satellite tracking devices for weather routing to support captains.

Navimeteo can track the vessels in different ways (e.g. the AIS, Purple Finder, etc.) and provides tracking devices combining the GPS functions to text messaging used by captains to easily get in touch with the forecasters.

Information of Interest Providing weather services to more than 50 marinas in the Mediterranean, 160 superyachts and a number of commercial vessels including Gestioni Armatoriali (Italy), Setramar (Malta) and other companies.

StormGeo www.stormgeo.com SatCom Enabled Application: Seaware EnRoute Live – adds powerful real-time support to vessels at sea and extensive data recording.

The system also offers seakeeping guidance which displays the effect of alternative speeds and/or headings.

The EnRoute Live system is based on a high-resolution motion sensor that constantly measures 6 DOF (Degrees of Freedom) at high sampling frequency.

Using this technology allows for real-time tactical predictions of near future ship dynamics based on the current surrounding sea state. The sea state is being constantly monitored by using measurements of the vessels motions. If levels of movement are identified that could potential be dangerous, an alert is sent to the bridge officers who can then action a response.

This allows the captain to plan the optimal route, resulting in a quick, safe and efficient route. The system uses a built-in mathematical seakeeping model that predicts the dynamic response of the vessel in waves. Each ship specific package holds individual data for that particular vessel which, for example, can include detailed description of the hull geometry. Data is analysed for the follows sections, Hull lines (e.g. digital offset file or lines drawing), general arrangement plans, trim and stability book, general data on machinery and propulsion.

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TRANSAS www.transas.com SatCom Enabled Application: Navi-Planner 4000 – provides a single access point for all information required for all navigational processes.

The Transas Navi-Planner 4000 software is a powerful chart and data management tool that also boasts a set of databases, applications and services intended for every step of voyage planning. Some of the processes involved are route checking, warnings along the route, AtoBviaC auto routing to name just a few. AtoBviaC distance tables contain thousands of virtual alternative routes and sets of route calculation rules that can set by the navigator when setting the route calculation. The system also utilises weather data supplied by Meteo Consult which can be used to optimise fuel and speed, safety of crew and cargo and situational awareness. It can be used as part of a primary and redundant ECDIS, or back of the bridge for voyage planning, and ashore as a management/ viewing tool.

Navi-Planner incorporates ENC databases, weather service, Admiralty Digital Publications, Auto routing functionality, Admiralty Information Overlay with NtMs, and additional data. Having this information at hand, an officer can plan in advance by entering vessel and voyage information on land and simply upload the route into the ECDIS onboard. With Navi-Planner users can also print out reports to monitor route and schedule. Passage plan reports are accepted by port state control, the Oil Companies International Marine Forum (OCIMF), etc. Transas uses the VSAT connection for secure communication with onboard systems.

Transas Gateway works via a secure online internet connection between the vessel’s navigation system and the Transas Server ashore. It allows safe data transfer, and remote support and maintenance on the Transas system which increases safety onboard.

Market Snapshot: Electronic Chart Display and Information System (ECDIS) United Kingdom Hydrographic Office www.admiralty.co.uk SatCom Enabled Application: ADMIRALTY e-Navigator – brings together ADMIRALTY Nautical Products & Services together in a single integrated system e-Navigator consists of 2 components: Planning Station – a back of bridge tool that helps bridge offers plan safe routes and simplify essential tasks and inspections. It brings together voyageplanning tools, including an integrated ADMIRALTY digital catalogue, charts and publications holdings management and updating service, and an enhanced viewer for ADMIRALTY digital products. Bridge officers can keep costs and download sizes under control by ordering only those charts and publications required for a specific voyage. Officers can receive electronic updates for ADMIRALTY products by internet download, email or disc, and can be applied quickly and accurately, with minimal human effort and allows for ECDIS information to be exported.

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Fleet Manager - A web-based management tool for ADMIRALTY Nautical Products & Services, designed to reduce onshore administrative tasks, maintain cost control and help ensure carriage compliance at all times. It allows for onshore remote monitoring of ADMITALTY navigational charts and reference publications held on board in order to check ships have the complete coverage for all intended routes.

It also helps ships meet the carriage requirements of SOLAS Chapter V. All navigational information held by each ship can be accessed via a web-connected device 24/7 and updates or products can be received by the ship almost immediately after an order is placed.

Recent News/Clients: UKHO announced in December 2013 a major upgrade for their chart coverage of Vietnam and its suite of navigational charts and publication for Vietnamese waters.

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Kelvin Hughes www.kelvinhughes.com SatCom Enabled Application: MantaDigital ECDIS – provides a continuous display of navigation parameters with updates via broadcast, email or internet technology.

Kelvin Hughes can supply the complete package with hardware supply, installation, initial electronic and paper chart data supply from KH Charts, licence management, ChartCo updates and an IMO training package (KH Charts and ChartCo are part of the Kelvin Hughes Group).

The system consists of a database of electronic charts which can simultaneously relay vessels position and perform navigational tasks such as route planning, route monitoring and distance measurements. A main feature of this system is the inclusion of alarms that provide warning of possible grounding and deviations from the route amongst others. The user interface has been designed to provide easy access to all tools required for the navigator in order for an efficient and safe route.

The system is able to continuously monitor vessel position tracked against the planned route and scan the route ahead to assess if the intended route will violate pre-set safety parameters. Routes can be planned using drag-and-drop to define the waypoints on the chart screen. Channel widths, turn radius and planned speeds for each leg can be defined. After planning, the route can be checked to see whether it violates the ships safety parameters, this must be done before the route can be activated. Both rhumb line and great circle legs can be constructed.

The ChartCo PassageManager software allows the user to quickly plot a route and identify the most appropriate products needed to navigate the passage safely and with compliance. New products can be ordered automatically, ensuring that the most costeffective mix of paper and electronic charts are available.

Recent News/Clients: Kelvin Hughes announced in October 2013 that the Irish Naval Service had selected the SharpEye radar and MantaDigital display for the incremental upgrade of its fleet.

Kongsberg Maritime www.km.kongsberg.com SatCom Enabled Application: ECDIS Electronic Chart Display System, K-Bridge – is fully compliant and assists mariners with route planning and monitoring with the aid of additional navigational related information.

The system used a radio video overlay rom L-Bridge ARPA radar and can provide predictions of the vessels movement through docking functions. It also offers continuous monitoring of the vessel in relation to the planned route and waters in the surrounding area.

The ECDIS system uses official vector charts and accepts CM-93 vector charts from C-Map, and is compatible with ARCS from The United Kingdom Hydrographic Office. This means a world-wide coverage of electronic cK-Bridge is a fully compliant and easy to operate ECDIS system for new builds and retrofit installations harts.

Recent News/Clients: Kongsberg Maritime announced securing contacts to deliver fully integrated navigation and automation systems for 10 United Arab Shipping Company (UASC) container vessels worth NOK 150 million.

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Maris www.maris.no SatCom Enabled Application: Voyage Decision Support (VDS) – is an on board tool enabling navigators to plan and optimise voyages with real time data, minimising fuel consumption and time.

The system features several different modules including voyage optimisation, voyage planning and communication. The VDS can relay selected data to the shore fleet management system enabling further processing and analysis. MARIS are also in the process of developing a fleet management system for shorebased personnel. The VDS is built around the MARIS ECDIS900, and is served by the MARIS Digital Services (MDS) system. The VDS information is presented on the ECDIS900 screen and communication is via the Fleet Broadband, V-SAT or Fleet 77.

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The system provides up to date, daily and current weather forecasts with resolution up to one point every 4km. The optimal route is planned by avoiding heavy weather conditions and staying away from dangerous areas defined by Master and Owner, integrating wind/wave resistance and current impact in optimal routing.

VDS can be used as an official ECDIS back up and offers ship owners the ability to document a vessel’s operational history over a five year period.

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Sperry Marine www.sperrymarine.com SatCom Enabled Application: VISIONMASTER FT ECDIS – enables the operator to quickly and efficiently view tasks to be performed during a vessels operations.

The system’s Universal Chart Manager is designed to work with a broad range of authorised vector and raster charts, including S57, C-Map, ARCS and PRIMAR. Charts may be uploaded directly through a DVD reader or USB memory stick. Information about weather, tide and current can be SatCom uploaded via the optional Performance Based Navigation VisionMaster FT Gateway. The ECDIS automatically correlates targets with radar and AIS to minimise mistaken identity and simplify watch standing.

Multiple voyage plans can be created quickly and edited easily at any time during the voyage without interrupting the navigation process. The Interactive Conning Information Display (CID) is able to show critical navigation sensor data in a clear format, which can be integrated with options such as CCTV. Recent News/Clients: Northrop Grumman Corporation announced during August 2013 that they completed an intergrated bridge system retrofit for several Stena Line RoPax ferries. The Stena Superfast VII and Stena Superfast VIII vessels were upgraded with VisionMaster FT navigation radars, a voyage data recorder, and an electronic chart display and information system (ECDIS).

Market Snapshot: Security and Piracy

Dryad Maritime Intelligence www.dryadmaritime.com SatCom Enabled Application: Fleet Security Management service - Dryad’s Fleet Security Management service routes vessels along safer and shorter routes and provides quality assurance of candidate security providers. The Fleet Security Management service starts with background intelligence; risk assessments, recommendations and advice on transit routes, areas and ports to be visited.

Once in transit, continual monitoring of a vessel’s passage allows Dryad to detect new security threats relevant to that voyage and alert crews and operators against them. This does not only relate to piracy, but to all other security threats including terrorism, robbery at anchor and general area disruption. The ship is dynamically re-routed to keep it safe.

When additional risk mitigation in form of armed protection is deemed necessary, high quality security providers can be provided.

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Here, the Fleet Security Management service can significantly reduce the cost and administrative burden for Charterers and Owners by negotiating security contracts and securing significant cost reductions by utilising the select pool of Dryad-authenticated security providers.

Key features: • •

• • • •

Fleet position and vessel safety monitoring Intelligence reports: - Weekly intelligence forecast - Incident & advisory reports Transit risk assessments Pooled security resourcing and management Incident response and media support General consultancy

Pole Star web.polestarglobal.com SatCom Enabled Application: Ship Security Reporting System (SSRS) The Ship Security Reporting System (SSRS) is a counterpiracy service that enhances the effectiveness of existing Ship Security Alert Systems (SSAS). It provides a link from a ship sending an alert direct to the Maritime Security Centre – Horn of Africa (MSCHOA) and UK Maritime Trade Operations (UKMTO) and onward to EU NAVFOR Somalia – Operation Atalanta and associated participating naval forces responsible for maritime security in the Gulf of Aden and off the coast of Somalia.

However, any delay in transmission of an Alert reduces the ability of the associated naval force to respond effectively. Therefore, the SSRS continuously and automatically monitors security alerts transmitted by subscribed ships using any SSAS and compares the location with pre-defined Areas of Operations.

The system then routes the associated SSRS alert to the relevant naval coordination centre in a digital format.

The system thus provides Naval forces with immediate knowledge of the location of a piracy attack and other relevant ship specific information.

The SSRS has been designed to extend Best Management Practices to Deter Piracy in the Gulf of Aden and off the coast of Somalia (BMP) because it may be difficult for the Master and crew to follow the BMP guidelines during a piracy attack.

Telemar www.telemaruk.com SatCom Enabled Application: Counter Piracy Communications – provides a back-up satellite connection for continuous connectivity with shore support.

During pirate attack, the ship’s main communications may become inaccessible from a citadel or other location on board and pirates can easily cut any of your main communications systems on the bridge.

For these situations, Telemar offers a back-up satellite communications alternative.

The satellite phone can be kept in a locked cupboard, in a hidden location or another suitable place. It operates separately and covertly from the ship’s main communications systems and has its own power supply. This means the ship’s crew can make and receive calls from a safe-room, or citadel, at any time. The phone is also linked to an ordinary phone and alarm button discretely located within the ship.

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Telemar packages include: • Voice calling: supports standard corded or cordless phones, with runs up to 600m to 1800m using multiple handsets, if required.

• Tracking: built-in GPS enables tracking and monitoring, using a compact, covert GPS antenna, which is separate from the vessel’s standard GPS antenna.

• Emergency alert: Panic/Duress buttons on the unit or installed in various locations to trigger an emergency alert.

Recent News/Clients: Teekay have announced a 3 year bridge electronics maintenance contract valued in the region of US$8 million which will cover the worldwide support of bridge electronics on 90 ships that operate from the UK, Brazil, Singapore and Norway.

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Marisat Satellite Communications www.marisat.gr SatCom Enabled Application: Web-Based Anti-Piracy Tools – enables live and historic positioning of vessel/ fleet in relation to active pirate activity.

Marisat Satellite Communications provides webbased anti-piracy tools. These provide integrated data services on e.g. the current position of the vessel or fleet, piracy data feeds from NATO and sea state and weather forecasts. The service allows the establishment of geo-fences for the vessel when entering or leaving a specific area.

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Based on this information, a decision can be taken on re-routing the vessel to avoid high-risk areas and enables the ship operator and crew to take precautionary measures against pirates.

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Fathom Interviews the United Kingdom Hydrographic Office Q: Has the pace of the transition to digital navigation rapidly accelerated in 2013, as the shipping industry begins to understand the challenge of meeting its obligations for Electronic Chart Display & Information Systems (ECDIS) compliance?

A: There has been a significant increase in the shipping industry’s awareness of the mandatory carriage requirement of ECDIS. Flag and Port State controls are stricter in their requirements and inspections for ECDIS compliance, which has raised the awareness and concerns of the shipping companies. There remains a reluctance to adopt ECDIS until absolutely required, based mainly on the cost issue and lack of understanding of the regulations. An example of the current ambiguity of the regulations is the Safety of Life at Sea (SOLAS) mandatory requirement for “fitting” ECDIS. Does this mean it has to be used as the primary means of navigation, or can it simply be fitted but not used? While such different interpretations exist, shipping companies remain unsure of the requirements and are reluctant to proceed with any potentially unnecessary costs.

Q: How has the market changed in the wake of the July 2013 deadline, whereby all new cargo ships over 10,000 gross tonnes must now fulfil the requirement for ECDIS carriage?

A: There has not been a significant change due to the date of new ships, as these would have been designed and built with ECDIS fitted when they were ordered. The first major dates for existing ships will be July 2014 for Passenger ships and, more noticeably, July 2015 for existing Tankers. These dates are focusing the mind of the shipping industry, and a major rush to achieve ECDIS requirements can be expected over the next few months.

Q: How long or complex is the transition process to digital navigation for owners and operators?

A: Always the big question and much depends on how far along the process the shipping company is. As a rough guide a company with, for example, 30 ships should plan a minimum of 18 months. So this focuses the mind of existing tanker owners as we are already within that time scale. The solution is to have a clear and practical process for the transition, and establish a strategy for the adoption of ECDIS. If the process is conducted in a haphazard manner - simply allowing ECDIS to evolve - it is probable that important and expensive stages will be missed. The United Kingdom Hydrographic Office’s (UKHO) ADMIRALTY nine stage guide has been used as a process by many shipping companies, and proven to be a great help.

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Q: What is the key factor that owners and operators should keep in mind when preparing for the first ECDIS-compliance deadline on existing Passenger ships, scheduled for July 2014?

A: Hopefully owners and operators of existing Passenger ships will already be fully prepared for July 2014. If not, they could face difficulties. Probably the most time-consuming process is the required ECDIS training for watchkeepers, but the development of ECDIS procedures is also very important, and needs to be in place when ECDIS is used as the primary means of navigation. The UKHO has produced the ADMIRALTY Guide to ECDIS Implementation, Policy and Procedures (NP232) which is a valuable resource.

Q: What benefits, apart from compliance, can a successfully deployed ECDIS transition strategy bring for owners and operators?

A: ECDIS will improve safety and efficiency, provided proper training and procedures are in place. ECDIS provides real-time situational awareness which significantly improves the decision making process of the bridge team. Adoption of digital navigation, not just ECDIS, significantly improves efficiency of passage planning, voyage monitoring and nautical publication maintenance.

Q: Q: How is the UKHO working to meet the needs of the global fleet?

A: The UKHO is actively involved in assisting the shipping industry with improved digital products, while retaining the quality assurance and confidence of the mariner. International workshops and seminars (www.admiralty.co.uk/Pages/events-admiralty-workshops.aspx) are being held and are a great success.

Additional new publications such as ADMIRALTY Guide to the Practical Use of ENCs (NP231); ADMIRALTY Guide to ECDIS Implementation, Policy and Procedures (NP232); and ADMIRALTY Guide to ENC Symbols Used in ECDIS (NP5012), are being produced. The UKHO’s ADMIRALTY Nautical Products & Services website (www.admiralty.co.uk) is a valuable resource, which includes free films of ECDIS operations, and methods of checking the accuracy and integrity of the chart data.

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PART TWO:

Applications In Action Chapter Six: Fleet & Vessel Management Sponsored by

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21

Overview

Fleet & Vessel Management

The practice of fleet and vessel management has gradually expanded across the industry, alongside the need for more efficient ships and economical and technological developments. Companies are being pushed to adhere to stricter schedules and rates to insure not only their competiveness within the market but also their survival. The application of real time information across a fleet is an essential part of logistics and freight movement, ensuring that every ship gets to correct destination on time, with the correct cargo and as efficiently as possible.

Fleet management software solutions have been available for more than a decade however, the sometimes cautious approach adopted by the shipping industry has meant that the adoption of IT and software has been a slower than normal. But through the development of new, powerful systems, fleet management software has become more than just an advantage: it is definitely now a necessity.

Until quite recently, shipowners and operators only used on-board computers to perform relatively simple tasks; such as vessel tracking and simple accounting.

Whilst effective, it was not efficient. The heavy volume of information that flows between vessels and offices represented a significant challenge, especially for companies seeking to acquire tonnage, or merge with other companies operating different systems.

High data volumes often put pressure on bandwidth capacity, causing problems in information exchange from vessel to vessel or office to vessel.

Fleet and vessel Management applications can now place the ship manager in the driving seat of a vessel or an entire fleet from his computer, wherever that may be in the world. These systems help managers take control of their ship operations and monitor fleet performance. They provide the transparency for higher management to get the necessary overview of their fleet performance and the alerts can notify the ship’s crew and managers of critical issues that require their attention.

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These new software applications usually consist of business intelligence software that extracts data from operational systems for tailor-made decision support. It is now possible to monitor Key Performance Indicators (KPIs), compare costs and performance of sister vessels, check budget status of the fleet, or look at cost developments over time.

Today, the speed at which software companies are developing, means that it is now essential for shipping companies jump onto the bandwagon to remain competitive.

However with the sheer number of applications that can be installed onboard ships it is now also down to the software companies developing their data analytics to make their solutions easy to use and maritime proof! There also needs to be special attention on business intelligence and the integration of ship to ship and ship to shore communication. Along with this it is essential that shipowners and operators embrace IT solutions. Yes it can be a daunting prospect, but for those who tackle the challenge head on, they might just find that the rewards can be great.

The umbrella of fleet and vessel management can be host numerous expanses of applications that each focus on more specific fields. These can include fleet tracking and management, ship management and procurement.

The following company profiles have been picked to showcase the various examples of solutions within these fields.

Market Snapshot: Fleet Tracking and Management

Marorka www.Marorka.com SatCom Enabled Application: Marorka Online – is a comprehensive energy management dashboard which allows owners to visualise fleet information and collaborate between ship to shore.

This secure web application collates operational data from Marorka Onboard solutions and presents data as interactive reports.

These live data feed reports provide an overview of the entire fleet’s fuel use, performance and emissions.

The solution is accessible anywhere in the world as long as there is internet connection and a browser.

A key feature of the solution is the event log which provides a constant feed of departure, arrival, bunkering and noon reports unified in a single stream for the entire fleet.

Maris

www.maris.no SatCom Enabled Application: Master Bridge Assistant (MBA) - is installed on board and provides integrated services to the navigator and reporting facilities to the owner’s office. The ship-owner can monitor his fleet via the WEB using MARIS Customer Portal (MCP).

The MBA is new and is ECDIS independent, being compatible with any ECDIS installed on board. It is a graphics package developed to manage complex data easily. MBA’s capability ranges from simple services, such as the Paper chart updating module (the only paper chart module of the market integrated with e-Navigator), to a complete suite of services including route planning, electronic charts management and online ordering, T&P management, ADP updates, weather and current forecasts WEB shop, advanced Voyage Plan and port information.

MBA also offers a PAYS (Pay As You Sail) module, recently type approved by DNV, and Primar. The navigator benefits from PAYS but can also order any other ENC or AVCS cells within the same application.

MBA is an integrated data platform allowing variables such as engine performance and navigation information to be transferred to shore as manageable data packages.

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The LogLite module enables shore staff to monitor ship performances and evaluate operational improvements MCP stores a full range of data related to the ship, including charts on board, history of orders, services and installation reports, contractual documents and warranty agreements, the ‘support history’ of individual ships, and configuration diagrams. The ship-owner may inspect warranty/maintenance arrangements by ship, calculate average service levels and prepare automated periodical performance reports on key equipment.

Combined with MBA services such as PAYS or LogLite, MCP offers the ship owner a complete Fleet Management System on WEB displaying the position and active routes of his ships but also managing automatically user defined alarm and warning.

MBA and MCP work seamlessly together to improve voyage planning, fuel efficiency, ship handling and staff awareness. By evaluating data drawn from shipboard sensors the owner can make necessary decisions related to hull cleaning, engine maintenance or crew training. By utilizing the built-in weather and current module of MBA, potential fuel consumption savings of up to 5% are available to the ship- owner.

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Jeppesen www.jeppesen.com SatCom Enabled Application: Jeppesen FleetManager is a Web-based solution offering real time evaluation giving shore-side managers access to historical, present and future performance of the entire fleet.

By enabling Jeppesen’s weather overlay it is possible to view high-resolution global weather including tropical storms, wind, wave, ocean currents, upper air and surface pressure with up to 15-day forecasts.

The software enables users to monitor a chart-based view of their fleet, along with a dashboard showing the status of every ship. The vessel status includes vessel schedule and ETA, fuel consumption weather and motion warning to name just a few. FleetManager automatically stores vessel’s track and performance history allowing for report analysis of individual or entire fleet.

Recent News/Clients: October 2013 saw the launch of the updated versions for Jeppesen’s Voyage and Vessel Optimization Solution (VVOS) and FleetManager software. The updates are a direct response from feedback by existing customers. FleetManager Version 1.4 has been updated for improved performance analysis and reporting tools.

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Tero Marine www.teromarine.no SatCom Enabled Application: TM Master V2 – a fully integrated modular fleet- and asset management system based on the .NET platform that enables efficient data flow between ship and shore.

The TM Master V2 consist of the following modules: • TM Fleet Manager - fleet management solution for shore side office support with a centralised overview, user defined KPI, central registries, document module and cross-fleet search functions.

• TM Maintenance & Inventory - versatile and scalable system for asset maintenance, purchasing and spare part control. A user friendly system for planning and managing scheduled, preventive, corrective and conditioned based monitoring.

• TM Procurement - centralised ship to shore purchasing system

• TM Docking - supports and simplifies all docking projects and covers the central tasks involved in a dry dock operation from early planning to execution reporting.

• TM HSSEQ – quality assurance module, including document management • TM Crew - management of crew and on-board personnel information • TM eLog – an electronic log and voyage management system that reduces time spent on manual reporting • TM Exchange – enables easy replication of data between ship and office The system incorporates an SQL-database at its core which is used for data storage and shared by all the modules. A replication manager governs the flow of data between ship and shore, ensuring a constant and consistent data flow. The company adhere to the principle of one point of entry, multiple points of retrieval.

Pole Star web.polestarglobal.com SatCom Enabled Application: Fleet Management – enables monitoring of a vessel’s speed and course, as well as its progress against schedule.

Fleet Management offers accurate & reliable satellite tracking data, powerful analytic tools and advanced mapping with operational layers, in a single, integrated, web-based application that can be accessed anywhere, without downloads or installation.

Users can tracking their fleets immediately using the existing onboard Inmarsat-C terminal. Alternatively, if an Inmarsat-C terminal is unavailable or unsuitable, Pole Star’s plug-and-play FM1 offers highly reliable tracking and two-way global communications.

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The Pole Star interactive fleet map allows you to view the position and status of your entire fleet, on a single map. Pole Star’s web-based Fleet Management solution provides key information to owners, charterers and other types of organisation with an operational and financial interest in achieving maximum vessel optimisation.

Information of Interest: Pole Star currently monitors approximately 40,000 ships (more than half the world’s fleet) on behalf of 1,250 clients located in over 90 countries.

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NAPA www.napa.fi SatCom Enabled Application: NAPA Office – a reporting tool which summarises all onboard data in a webbased platform that can be assessed on shore.

The system can be used together with various ship operation applications and consists on modules that are able to be used with nearly all combinations. It can send reports on fuel and energy consumption for the fleet by close monitoring of movement and daily fleet operations. The system can improve ship to shore communication and reduce onboard workloads as well as providing performance benchmarking for the entire fleet.

Information provided can include uniform emission reports at fleet level which can help in improved fuel efficiency. The system dashboard is tailored for each customer, which supports the real business operations.

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Fleetwise KPIs (Key Performance Indicators) are displayed with traffic light indicators, sparklines or other graphical elements. Emissions can also be displayed on a single screen which allows users to follow and budget their fleets emissions. The Logbook module allows for easy viewing of onboard data. This data is automatically updated from the vessel and allows for a daily follow up of the vessels operations.

Market Snapshot: Ship Management

ABB www.abb.com SatCom Enabled Application: EMMA Advisory Suite and Remote Diagnostic Services (RDS) The EMMA Advisory Suite consists of a software package designed to extract and process information about aspects of a vessel’s energy efficiency and present it in an easy-to-understand format. It is able to support decisions about the performance of an individual ship or offer comparisons between ships in a fleet following SEEMP guidelines.

The EMMA software includes three core modules: Onboard Tracker, Fleet Control and Advanced Optimiser. The Onboard Tracker can monitor engine efficiency, as well as assess efficiency of machinery and HVAC against company targets. All data collected and calculated onboard can be transferred automatically to EMMA Fleet Control, a business data analysis tool which uses the high cyber security Microsoft Azure cloud service enabling secure data transfer to any location. Fleet wide data is transferred back to users on all vessels highlighting fleet overall performance, fleet wide KPI’s and benchmarking as well as predefined reports and views.

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Real time decision support for optimising speed, throttle setting and trim is provided by Advanced Optimiser. It also advices on optimum power plant configuration of the vessel’s power distribution system.

RDS gathers data from various pieces of equipment, from devices such as vibration monitors on generator shafts to electrical properties from a protection and control IED, and transfers it via a secure satellite link to a diagnostics centre where experts can interrogate the data. RDS enables experts to provide assistance during emergency breakdowns of equipment, but also to advise on equipment condition and replacement requirements. Because of the outbound communication only policy of RDS, and its five tiered structure including authorised users, firewalls and separation of data streams from different applications, everything reasonably possible is done to provide the highest level of security.

The company can supply EMMA and RDS as a turnkey delivery, as well as provide training on how to use the system.

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INTERSCHALT Maritime Systems www.interschalt.de SatCom Enabled Application: The Fleet Operation Center (FOC) – enables operators real-time monitoring to analyse and avoid risks and to prevent accidents.

The Fleet Operation Center (FOC) is a central onshore control centre which visualises the current and actual real-time status of every ship belonging to the fleet, including live traffic. This information enables the control centre to analyse safety-related issues of all vessels and if necessary to take appropriate action in respect of fleet operation. Risks can be identified and avoided at an early stage. The FOC links the advantages of the VDR as a data collector with onlinemonitoring and the monitoring software Bluetracker, with a versatile nautical and technical control tool.

Bluetracker is a central component of the “Maritime Energy Efficiency Comprehensive Optimization Suite” (MEECOS). It comprises the interactivity of different INTERSCHALT solutions: the stowage planning software StowMan, the MACS3 loading computer, the trim optimisation module TROP and BLUEWAVE for route planning and optimisation.

Their data can be tracked, analysed and managed during current operations – whether through special displays for energy efficiency, for analyses and reports, or for determining the best trim (D-TROP) for a route depending on weather data and currents.

Through Bluetracker, all data are transmitted to land via satellite. The ship owner/operator can then react and take administrative action. For instance, if the crew is traveling inefficiently or the ship departs from a predefined corridor. The crew can also have the most important efficiency data displayed directly on board in a specially installed monitor (“MEECOS Bridge Indicator”), which clearly displays the current efficiency as a percentage or as Fuel Efficiency Index (FEI) in g/TEU. Recent News/Clients: During October 2013, INTERSCHALT maritime systems AG was recognised with an award in the “Supplier of the Year” category at the Seatrade Europe trade fair. A special mention for their FOC was cited.

DNV.GL www.gl-maritime-software.com SatCom Enabled Application: GL FleetAnalyzer – is a software and service package for ship owners, managers, and operators that provides real-time data that allows overall fleet analysis.

The software extracts data from operational systems for tailor made decision support in order to monitor KPIs, compare costs and the performance of sister vessels.

According to GL, compared to conventional data warehouse systems in which the extracting, transforming, and loading of data is very rigid and limited in dimension, GL FleetAnalyzer provides very flexible possibilities for making ad hoc queries.

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It presents data for management reports and combines key information from different systems in one comprehensive reporting system.

GL FleetAnalyzer is offered as separate software to GL clients that might have other ship management software, and is integrated with GL ShipManager.

Recent News/Clients: DNV GL announced in November 2013 that Monjasa DMCC will use their ShipManager system to improve the efficiency of its ships.

Eniram www.eniram.fi SatCom Enabled Application: Fleet Performance Manager (FPM) gathers, stores and aids in analysis of vessel performance data.

FPM uses Eniram Vessel Platform (EVP), which if installed onboard vessels is able to provide real-time performance data using sensor network technology.

By producing graphs, charts and reports accessible via a secure internet browser it is possible for fleet managers to identify performance deviations and monitor specific performance parameters. The system can also provide a breakdown of propulsion power data which can then detect areas of energy loss.

BASS Software www.bassnet.no SatCom Enabled Application: BASSnet Procurement caters to the complete procurement cycle streamlining purchasing activates and optimising the purchasing cycle.

The system is built on the latest Microsoft .Net technology and allows users to access an extensive range of critical business information on suppliers, prices, goods receipts, invoices, budget statistics and warehouses. Once a purchase request has passed through the necessary approval procedure,

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the order is transmitted automatically to the BASS Accounting system, eliminating the need for manual input of data.

Subsequently decreasing the risk of errors and providing better costs controls and tracking of committed expenses. A contract management tool enables users to store all contractors/suppliers contract prices based on an expiry date range. The system also provides an internal requisition process which allows users to request and transfer materials available in warehouses or other vessels.

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Fathom Interviews TeroMarine Q: The market for integrated systems and operations has been evolving at a rapid pace. Are you seeing a positive shift towards electronic technology solutions by owners and operators?

A: We most certainly do. In our core markets, the spillover effect from the oil & gas sector has been considerable as oil majors have gradually increased their demands vs suppliers. More operators request support for real time surveillance and condition monitoring services as well as integration with their ERP-systems.

Q: Are TeroMarine seeing an increase in the demand for fleet management software and systems?

A: In parts of the market, fleet management systems are ubiquitous. Over the last few years demand in emerging markets has increased rapidly, as ship owners and operators prepare to compete in high end markets. Ship operators who have traditionally relied on man power have started to replace crew with highly effiecient software systems, as labour costs rise. The years following the financial debacle have seen an increased focus on operational and economic efficiency, which has drawn attention to how technology may be employed to enhance speed and reduce cost.

Q: How does TeroMarine see integrated systems changing the way the shipping industry operates?

A: Integrated systems and communication technology have a major impact on time consumption, cost and quality; the three main drivers behind the shift towards integrated system. Integrated systems such as TM Master V2 will be used as decision support systems, enabling ship operators to make better informed and more timely decisions pertaining to investment and daily operations, based on the information repository such systems represent. We believe that technology will gradually replace labour, and that management cost will decrease proportionally.

Q: What does the TeroMarine TM Master V2 solutions offer to ensure that owners and operators are at the forefront of integrated operations and fleet management?

A: TM Master V2 is designed for integration with any kind of third party system, thus facilitating the flow of information between various kinds of operational and ERP software. We have a relentless focus on reducing data redundancy and have a set of tools to ascertain that the operator’s data repository remains reusable and lean. We have taken care to ensure that technological innovations such as hand held devices, web services and communication technologies can be supported, enabling ship operators to adopt time saving practices.

Q: Q: How will the acquisition of the 99% shares of Teomaki AS broaden TeroMarine’s range of applications for the maritime market?

A: We acquired Teomaki AS because their software solutions complement TM Master V2. Teomaki SE is a feature-rich and highly flexible suite designed to support the ship operator’s work-flow. It offers unique flexibility, and allows us to cater for the needs of large scale operations to a degree most of the competition would be hard-pressed to achieve. With the acquisition of Teomaki, we can safely say that we offer a range of solutions that can meet the requirements of even the most demanding customer, no matter what size they are or what segment of the industry they represent.

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WORLD CLASS MARINE INFORMATION SYSTEMS Tero Marine is one of the world’s leading developers of marine information systems. Our TM Master system increases management control, significantly reduces operational complexity, thus enabling ship owners to reduce the cost of operations whilst retaining the value of their assets.

More than 1,500 TM Master systems have been licensed worldwide, catering to a variety of customers, from the Brazilian navy to advanced tankers and offshore vessels. We are ready to assist you wherever your voyages may take you - from Singapore to the Arctic. www.teromarine.no

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PART TWO:

Applications In Action Chapter Seven: Vessel Performance & Machinery Diagnostics

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Overview

Vessel Performance & Machinery Diagnostics This chapter will cover a snapshot of application providers within the machinery and equipment diagnostics and monitoring market.

Parts of the shipping industry still maintain traditional methods for engine and machinery maintenance and monitoring by relying on skilled on-board engineers who monitor the ships operating conditions from the engine control room or the bridge. However, over the past decade, an increasingly wide and sophisticated suite of energy management and monitoring software products have been developed for the maritime market that monitor, control and optimise every aspect of vessel machinery and equipment operations.

These products vary in complexity, from systems that monitor engine workload, log fuel burn per mile and compare it to reference values, right through to systems that collect data on a wide range of shipspecific and external parameters such as wind, waves, sea current, suboptimal trim, ship manoeuvrability and the presence of fouling on the hull.

A distinguishing feature of the most advanced systems currently available on the market is the provision of ‘real-time’ or ‘dynamic’ advice giving instant feedback, analysis and recommendations for improvements as opposed to manually calculating optimum settings before the voyage begins.

Engine and machinery monitoring systems can provide continuous feedback on vessel speed, engine RPM, fuel consumption, shaft power and machinery efficiency and can generate recommendations on fuel efficiency settings – this is especially crucial for vessel performance management. Software can locate and isolate areas of machinery that need addressing and offer diagnostic advice enabling the vessel to continue without having to divert to port for expensive repairs.

If maintenance is required, then the software is able to plan scheduled check-ups and adjust times between docking.

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Fully-integrated software suites can also allow for asset management to become far easier and more efficient, ensuring a cost-effective method for shipping companies to comply with maritime regulations.

Thereby ensuring safe, reliable and efficient ship operations.

Monitoring and planned maintenance systems efficiently monitor, manage and plan the maintenance of each vessel. These systems are fully integrated into the business process where the operations of the vessel are linked to the maintenance schedule, performance, inventory and purchasing controls. They contain vital information for a vessel’s working crew and management and allow ship owners or operators to carry out maintenance in intervals according to manufacturers’ and Classification societies’ requirements. The maintenance, primarily supervised by the on-board personnel, is then credited towards inspections required by periodic surveys.

Personnel located in offices onshore can log in to view current vessel data and draw up jobs that are required to optimise the vessel. These jobs can then be sent via satellite back to the crew aboard the vessel to action.

Any issues or faults with machinery or maintenance, may no longer require need an engineer being physically present on the vessel. Instead, shore-side engineers can check online how the systems are functioning and plan for any maintenance checks, allowing them to save money and time.

With their finger on the pulse of the ships performance, machinery health and maintenance a captain can be in complete control at all times with the support of the onshore technical teams at the click of a button.

The instantaneous analysis of vessel performance can aide the efficient operation of a ship constantly as it navigates its trade route and excess fuel consumption can be drastically reduced through the intelligent monitoring of machinery and performance.

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Market Snapshot: Engineering - Diagnostics and Remote Telemetry

DNV Petroleum Services www.dnvps.com SatCom Enabled Application: Technical Operations Performance (TOP) – collects onboard data on main engine performance, auxiliary engine performance in addition to the hull and propeller.

This data (extracted from a form into xml data format) is sent to DNV experts for analysis on a monthly basis by e-mail, who then generate customised recommendations. DNVPS receives performance data from participating vessels, from which a Technical Condition Index (TCI) is derived for each ship, corrected for ISO conditions and trended, and benchmarked against other vessels or market segments. The TOP system is said to collect less complex data than other monitoring systems (reducing installation costs), but incorporates more human input – increasing the level of crew/officer buy-in, and ultimately, the level of fuel savings DNV offers an interface between this system and the DNV Fuel Quality Testing programme, for better control of fuel-related performance.

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The TOP Report is issued to the vessel and office as a pdf document on a monthly basis. The data collected from the participating vessels are stored in a centralised database and can be trended, evaluated and even used as an effective trouble-shooting tool for the technical advisors.

Information of Interest Future plans include more frequent data collections through noon reports from vessels, and the development of dashboard solutions with graphs, trending and benchmarking options for the customers.

Engineering Software Reliability Group, (ESRG, LLC) www.esrgtech.com SatCom Enabled Application: OstiaEdge – allows owners and operators to use satellite communications to analyse data in order to measure and optimise fuel consumption and identify equipment issues prior to failure.

The system uses real-time automated predictive diagnostics to provide onboard and onshore users visibility into equipment health and performance.

Analytics can be used to better understand fuel consumption and how to operate and maintain equipment to improve fuel efficiency. It can also be used to help plan maintenance periods with real-time transparency into equipment health and performance, with the ability to prioritise maintenance spend across the fleet to maximise return on investment. Shipboard engineers and land-based experts can simultaneously analyse data resulting in clear communication and faster resolution of issues. OstiaEdge enables better use of onboard data to help optimise operations and implement a Condition Based Maintenance (CBM strategy).

OstiaEdge uses satellite communications to transmit data as frequently as every few minutes or as infrequently as a few times a day from the ship to a shore-based data centre, either via e-mail or File Transfer Protocol (FTP). It can use a variety of SatComs configurations, most types of connections and can be configured to work with both fast and slow connections and does not require constant connectivity.

Recent News: OstiaEdge helped identify a faulty fuel injector for a main engine for an Offshore Supply Vessel (OSV). This was identified using OstiaEdge to assess the difference in exhaust temperatures between cylinder banks at different operating modes.

This diagnosis was confirmed and a simple repair saved ~5% in fuel consumption at idle speed and prevented a potential future failure that could have cost $750,000 in downtime and repairs.

Imtech Marine www.imtech.com SatCom Enabled Application: Remote Monitoring – remotely monitors a vessel’s VSAT system and enables shoreside engineers to repair potential problems onboard their vessels.

Imtech Marine can continually monitor a vessel’s VSAT equipment, airtime and connectivity wherever the vessel is in the world and inform the captain and the ship owner before they have even realised there is a problem on board. The system is operated 24/7 in order to avoid any downtime for the vessel, reducing the unwanted costs and avoiding delays waiting for repair. The system allows for mid-ocean repairs meaning ship owners don’t have to wait for the next port call or divert off route. Imtech Marine’s specialists will be able to diagnose and solve the majority of problems remotely. If the vessel requires an engineer then the system will provide the Service Coordination Centre with all relevant information.

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The field engineer who is sent to the vessel will therefore be fully briefed and ready to operate. The advanced remote technology within the system enables routine maintenance, software installations or upgrades and operator error identification.

Recent News: Imtech Marine has recently announced the development of so-called Maintenance and Remote Support agreements. These agreements integrate on board maintenance and remote support and come in three options: Basic, Select and Advanced. Of these options, only the advanced includes remote monitoring and diagnostics, as well as corrective/preventive maintenance, access to track & trace call status, extensive reporting and 4 hours maximum response time.

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Market Snapshot: Condition Based Monitoring

Wärtsilä www.wartsila.com SatCom Enabled Application: Wärtsilä Conditioned Based Maintenance (CBM) – is linked up via secure internet connection allowing for remote condition monitoring of engines and propulsion equipment.

The system can alert owners/operators of recommendations to adjust operating parameters or to perform maintenance on systems. With a simple traffic light system it is possible to indicate the level of maintenance required for engines. Green for when engine operating data is running well, yellow for when the data falls below the ideal window and red for when the engine data falls below the yellow range.

Monitoring the equipment condition and continuously transmitting data to Wärtsilä CBM centres this accurately determines the overall condition of the equipment and whether maintenance is needed.

When combined with Wärtsilä’s Dynamic Maintenance Planning (DMP), maintenance can be optimised to fit the installation’s operating profile.

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Recent News/Clients: In February 2013, Wärtsilä had CBM agreements in place for a figure approaching 400 installations, about 1,700 engines. The first marine application was in 2002, on a Dutch dredger, and since then the company has seen a steady increase in the number of marine installations. With the growth of affordable satellite communication data links, about 70% of the marine installations now use an online connection, rising from about 30% previously.

Advanced Mechanical Enterprises / Windrock www.amesolutions.com www.windrock.com SatCom Enabled Application: Platinum System – is an online monitoring system that provides a platform to protect and assess the health of reciprocating machinery.

The system has been described as “an EKG of engine conditions” providing “a digital picture of performance and mechanical condition.” Windrock specialises in the design, manufacture and distribution of portable and online monitoring and diagnostic instruments, software, sensors, and systems for reciprocating machinery. The products are used by engineers to monitor, trend, alarm, and diagnose the mechanical condition and performance of reciprocating engines, compressors, and pumps.

The system checks the mechanical condition of cylinders, injectors, liners, bearings and crankshafts - all non-intrusively. Used as part of a condition-based monitoring (CBM) program, it can help clients pinpoint where less intrusive or frequent maintenance based on schedules alone can be avoided. The system utilises technology advancements derived from Windrock On-Guard, 6320 portable analyser and the RECIPTRAP analyser which boosts the protection and health assessment of reciprocating machinery.

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With the Windrock Platinum System providing online monitoring of the health of reciprocating machinery, it is easy to pinpoint what mechanical components need servicing. Quite often, misalignment is the culprit of mechanical issues. Even small amounts of misalignment can cause huge problems. Misalignment causes premature wearing on components and causes inefficient operation – both of which will burn a hole in a budget. When machinery is properly aligned, it’s possible to save between 1-3% in energy consumption.

The Windrock family of on-line systems also provides a remote HTML web-based access called WebView which allows shore-side personnel an overview of engine health and performance. All that is needed is a standard internet connection and internal access to the online system.

Windrock products are used world-wide in very demanding environments such as offshore production, petrochemical, refining, other energy related areas, nuclear, mining and military.

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Market Snapshot: Planned Maintenance

BASSnet www.bassnet.no SatCom Enabled Application: BASSnet Maintenance – enables users to plan and implement maintenance for their entire fleet and efficiently manage their global stock of spare parts.

The system is built on the latest Microsoft.Net technology and allows for personnel to view the fleet overview. Included are various reports and alerts, which proactively pushes information, reminders and alters regarding maintenance issues. The efficiencyenhancing features of the software include timely and accurate reporting of vessel maintenance information along with key data that is constantly updated. All components, including a list of spare parts, transfer of materials and maintenance jobs impacting ships are fed into the system.

The system has a filter feature, which allows for jobs to be separated based on their priority ranking and enables a whole overview of upcoming tasks. Once a job is concluded, it is possible to move the task to history. This operation is controlled by the Master/ Chief Engineer on board or a superintendent in the office on shore who can review the job report and amend any corrections or additions.

Recent News/Clients: PT Odyssey Shipping will operate two tankers using the patented BASSnet Maintenance software.

Market Snapshot: Vessel & Fuel Performance Monitoring

BMT SMART Ltd. www.bmtsmartservices.com SatCom Enabled Application: BMT SMARTSERVICES – is a product suite that provides monitoring of vessel performance to both on board and on shore personnel.

The product suite allows owners and operators to view performance monitoring data in order to support operational and maintenance decisions for their ships. By integrating vessel-recorded data with fully validated met-ocean data, including wind, wave and current values, the system has the ability to interpret vessel data by identifying the environmental conditions during operation.

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This provides the ship’s crew with a central repository for the vessel data and simplifies the process of sharing and reporting information on-board. Key Performance Indicator (KPI) also offer trending of propeller, engine and hull to maximise efficiency of maintenance. Once the recorded vessel data is transferred from ship to shore it is co-located with the corresponding environmental data stored in BMT databases that can then be easily accessed by personnel anywhere over the internet.

Lehmann & Michels www.lemag.de SatCom Enabled Application: LEMAG PREMET online - monitors and controls engine performance and transfers data to a rugged industrial computer and/ or via e-mail The system recognises the most common problems with diesel and gas engines before major break downs, expensive repairs or time schedule delays.

Information is gathered by pressure sensors which are equipped to each cylinder and then stored in the PREMET engine sampling unit, this data is further analysed by PREMET online software. This online information is then transmitted to a central computer for in-depth analysis. The system monitors a number of variables including mean indicated pressure, maximum cylinder pressure, indicated power, torsional vibration, expansion pressure, main trend function.

LEMAG PREMET online is based on Ethernet/LAN as a standard which means that the analysis of the measures data is possible from any computer connected to the local network system of the vessel or even worldwide remotely using the internet if requested. Engineers can thus look at their PC screen and in most cases assess immediately why the engine, or some of its cylinders, are not producing the expected power.

Information of Interest:Special versions of LEMAG PREMET online are available on request. Some examples include systems that are EEx certified, portable or fully redundant for loop control.

KRAL AG www.kral.at SatCom Enabled Application: Fuel and lube oil consumption measurement systems – provide real time operational feedback to Masters who are in charge to produce the best fuel economy.

The remote monitoring system can be utilised for a number of possible variables which could include shoreside personnel being able to access onboard data in order to report on Ship Energy Efficiency Management Plan (SEEMP) requirements. It also enables individuals such as a charter who may be paying for fuel to access accurate data on vessel fuel consumption. It can be used to combine data with other information such as power, GPS, etc. Although most KRAL fuel meters are installed as permanent equipment, some operators use them for specific purposes such as sea trials.

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The fuel consumption values of the KRAL system and all additional data like engine rpm are stored locally and can be transferred via e-mail module with a LAN connection to the on-board Ethernet system.

The measurement data can be utilised for a number of possible variables which could include shoreside personnel being able to access on-board data in order to report on. It also enables individuals such as a charter who may be paying for fuel to access accurate data on vessel fuel consumption.

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MACSEA www.macsea.com SatCom Enabled Application: DEXTER Ship Health Monitoring Software - is a real-time, on-board diagnostic and prognostic technology designed for both maintenance and operating cost reduction.

The DEXTER Ship Health Monitoring Software is a suite comprised of the DEXTER Core System and six different modules which can be added on to the Core System. The Core system gathers real-time data from an assortment of ship equipment, based on which it calculates performance metrics.

Among the six optional modules are the Machinery Health Monitoring -, the Fuel Vision -, the Hull Medic and the eDexter Module.

The DEXTER Machinery Health Monitoring software monitors a range of ship machinery from propulsion diesel engines, gas turbines and generators to heat exchangers, pumps and motors. It provides information about equipment health both onboard individual vessels as well as to shoreside technical managers via SatCom connectivity through a secure Predictive Analytics Web Portal. Both shipboard and shoreside users can receive early warning alerts about existing and developing machinery problems and can drill down into real-time and historical data to avoid failures and reduce maintenance costs.

The Hull Medic Module is an on-board data acquisition system and shore-based analysis service that detects underwater hull fouling. It can also be used to determine optimal hull cleaning and painting intervals.

Their Fuel Vision software provides a continuous display of key fuel consumption data on the ship’s bridge, allowing operators to easily track energy efficiency and how much fuel and money is spent during voyages. The system displays real-time trend graphs of fuel consumption and cost metrics, such as nautical miles travelled per gallon of fuel consumed, gallons of fuel consumed per day, cost per nautical mile, cost per hour, and tonnes of CO2 emitted per day.

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Their Fuel Vision software provides a continuous display of key fuel consumption data on the ship’s bridge, allowing operators to easily track energy efficiency and how much fuel and money is spent during voyages. The system displays real-time trend graphs of fuel consumption and cost metrics, such as nautical miles travelled per gallon of fuel consumed, gallons of fuel consumed per day, cost per nautical mile, cost per hour, and tonnes of CO2 emitted per day.

MACSEA also offers the eDexter module that can be used to analyse performance across a fleet. It is a shore side system used to view, compare, and analyse historical data collected from all ships that have DEXTER installed.

DEXTER Ship Health Monitoring Software is designed to work both standalone aboard ship and ashore for fleet performance monitoring. As data is compressed, typical bandwidth requirements are minimal.

Recent News/Clients: Early 2013, MACSEA Ltd. announced its DEXTER Fuel Vision system is compatible rotary displacement flow meters, allowing both onboard crew and home office staff to track fuel use and emissions for a single ship or a whole fleet.

Marorka www.marorka.com SatCom Enabled Application: Marorka Onboard and Online – modular system that monitors and improves the ship’s energy efficiency, bunker quality and compliancy with relevant regulations. It is based on Marorka’s Software Platform, Optimisation and Management Applications.

Marorka Onboard is located on board the vessels and offers energy system monitoring, electronic measurement logging, simulation-based decision support and extensive energy analysis.

Key applications that are part of Marorka Onboard include: • Marorka Propulsion Optimisation –supports the ship’s officers in reducing the shaft power required to move the ship through the water and in maximising the utilisation of fuel in the propulsion plant. To this end, it monitors the engine, shaft and propeller to give an overview of propulsion efficiency and hull condition. The module also gives decision support in terms of RPM, pitch, rudder and thermal efficiency as well as trim • Marorka Voyage Optimisation –identifies speed profiles that result in minimised voyage costs for given routes, making voyage planning simpler and more economical. The simulations are based on weather and sea state forecasts.

• Marorka Machinery Optimisation – including optimisation of auxiliaries, power plant and steam production. Monitors the efficiency of electricity production and consumption onboard and identifies ways to improve the operation of onboard machinery systems.

• Marorka Fuel Management – detailed tracking and reporting of fuel consumption broken down by fuel type, consumer and ship operational state as well as tracking fuel quality and remaining onboard (ROB) status.

• Marorka Data Management – complete recording and structuring of the data, quality control of data and analytics.

• Marorka Report Management – provides reporting tools for automatic reporting based on collected data and quality control of reports. The information in submitted reports can be used on board or sent to Marorka Online for further analysis.

Marorka Online is a web-based fleet management application that gathers performance data from ships equipped with Marorka Onboard products, allowing the fleet manager to track and compare energy performance and the condition of the fleet. It includes Management dashboard, a complete electronic and interlinked SEEMP as well as fully transparent reporting system with key performance indicator as drivers for energy saving and analytic tools.

Recent News/Clients: In September 2013, Abu Dhabi National Tanker Company and National Gas Shipping Company Ltd. (ADNATCO & NGSCO) announced that it is fitting the entire fleet with Marorka’s Onboard Energy Management System and Marorka Online.

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Royston www.enginei.co.uk SatCom Enabled Application: Enginei – is a fuel consumption monitoring and management system that provides real time data on-board and ashore.

The system accurately logs and automates the process of measuring fuel consumption through coriolis and positive displacement flow measurement along with other parameters such as bunker transfer, speed and rpm according to the clients’ requirements. A graphic touch screen display on the bridge informs the master of the vessel’s performance enabling informed decisions to be made about the vessels operation in order to reduce fuel usage. Other information such as operational modes for OSV’s: DP, Transit, Anchor Handling, loaded or ballast, draft, weather can all be logged on-board and automatically transmitted to technical/operational staff ashore via existing satcoms or other appropriate data link.

This allows them to view the vessel’s operating performance in real time from anywhere in the world.

The information can be analysed as a web based graphic dashboard or as a Google map display that shows the vessel’s track and its fuel consumption at every point along the route. Use of this system has enabled operators to achieve significant fuel reductions and achieve closer control of fuel and bunkers.

Recent News/Clients: Enginei has been chosen as MAERSK Offshores preferred supplier of fuel management systems for their worldwide fleet.

ABS Nautical Systems www.eagle.org SatCom Enabled Application: NS5 Enterprise offers fully – integrated software modules that address the day-to-day business functions of marine and offshore owners and operators.

Included in the NS5 Enterprise software suite is maintenance management tools that record daily maintenance tasks for vessels and offshore units that proactively monitor asset-specific or fleetwide maintenance trends.

The Maintenance Management suite includes the Maintenance Manager, Drydock and Hull Inspection modules. Users are able to quickly generate custom reports for any vessel in their fleet and analyse data that can be used to detect systemic problems and forecast future maintenance expenses, thereby minimising downtime and increasing operating efficiency. The Maintenance Manager module allows operators to generate a preventive maintenance plan that is easy for the crew on board to use on a daily basis. Calendar timelines and job-specific daily work lists make it simple for the preventive maintenance program to be monitored and updated.

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The Drydock module provides a standardised method for drydock planning, budgeting and document preparation across the entire fleet. Linking drydock tasks with routine maintenance within the NS5 Enterprise system can help operators reduce yard over-charges, as well as assist with coordinating work activities. The Hull inspection module enables the user to track the structural condition of a vessel throughout its service life. It provides alerts to potential problem areas and highlights a simple traffic light grading system for easy viewing of coating conditions, general corrosion, pitting, grooving, deformation, fractures and general cleanliness. Data can be transferred and integrated between any number of shoreside and offshore locations through the NS5 Replication Manager module, making use of multiple built-in mail protocols. ships to the NS5 user base of more than 4,000 vessels.

Recent News/Clients: In 2013, ABS Nautical Systems added 31 new clients representing 125 vessels to the NS5 Enterprise user base of more than 4,000 ships worldwide. Some of NS5 Enterprise’s recently added users includes Seaspan Marine LLC, Nordic Hamburg, Genesis Energy, Stellar Shipmanagement and Scripps Institution UCSD.

VAF Instruments www.vaf.nl SatCom Enabled Application: Propulsion Efficiency Monitor (PEM3) – displays thrust, torque, speed, shaft power and other measuring data which can be remotely accessed through standard web browsers.

The system also has additional flow meter signals and temperature signals enabling users to calculate engine fuel consumption and optional temperature compensation. It is also capable of computing the input signals from the speed log or GPS in order to calculate the temperature corrected fuel consumption per kW or per nautical mile. The system has an easy touch screen display presenting bar graphs and engine load diagrams.

It is designed to help the ship’s crew and owner to find the optimum settings for the engine, trim and propeller pitch with any alterations will be instantly displayed. The ship to shore connection has to be built up by the provider of the satellite communication equipment and IT specialists. It is then possible for fleet management in the office to monitor the ship’s performance by opening the PEM3 web browser on their PC.

Skysails www.skysails.info SatCom Enabled Application: Skysails Performance Manager – enables better decision-making by collecting, analysing, communicating and reporting real-time data.

The Skysails Performance Manager collects realtime data about shipboard operations and ambient conditions using dedicated sensors for fuel consumption, ship motions and wind. It is, however, possible to add as many sensors to the system as the customer wants - e.g. torque meter -, making data collection even more sophisticated. The data collected is analysed and turned into easy-to-read and concise information tailored to the customer’s needs. At intervals specified by the customer, the data is transmitted onshore via the ship’s existing SatComs connection and can be accessed by onshore staff via a web platform. The ship’s fuel consumption, resistance curve and optimal speeds - the most economical, most profitable and Estimated Time of Arrival – as well as a trim-optimisation tool are displayed in real-time on the bridge. The captain and other relevant staff can thus immediately see the effect of their decisions, and if necessary, correct suboptimal operations straight away.

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The fact that it works with empirical data rather than with theoretical models and predictions is one of the aspects that distinguishes the Skysails Performance Manager from other performance management systems.

Furthermore, the Skysails Performance Manager generates automatic reports, including voyage reports, class-accepted documentation and environmental reports. For example, it displays the EEOI and other emission values which can then be used as a basis for SEEMP. According to Skysails, automated reporting with pre-completed forms can save 80-90% of the time needed for preparing reports, thus freeing up time for crew and onshore staff for optimisation tasks.

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Eniram www.eniram.fi SatCom Enabled Application: OPTIMUM SPEED ASSISTANT (OSA) – advises the optimal RPM for vessels to reach their destination at the lowest cost by taking into account all the prevailing dynamic conditions.

The solution automatically receives route information from navigation systems and once target waypoints and estimated time of arrival (ETA) is input, the system calculates an optimum RPM profile to reach the waypoints ‘Just-in-time’ with the optimum amount of fuel. The system is updated several times a minute to keep the guidance up to date with the changing sea and weather conditions. In addition the system accounts for engine combinations and any speed or emission restrictions.

The user interface is delivered via any standard web-browser via an encrypted link and is accessible on any computer that is connected to the same network.

Recent News/Clients: In late 2013, Eniram decided to expand its European operations, opening a new office in Hamburg, Germany. The company also announced that it is expanding its international operations to Japan. Eniram is headquartered in Helsinki, Finland and has subsidiaries in the UK, the USA, Germany and Singapore.

OSA applies a combination of statistical modelling, forecast data and real-time data monitoring.

Kyma www.kyma.no SatCom Enabled Application: The Kyma Ship Performance system – integrates the Kyma Power Meter with advanced Window’s based PC software that continuously analyses performance data.

Kyma Ship Performance is a computer-based performance monitoring system that provides continuous information of the ship’s performance.

The software includes sea-trial or model tank propulsion baselines, which can be displayed graphically, together with the actual condition, in real-time mode. The information from the system is based upon inputs from the shaft power meter, fuel meter, speed log, GPS and anemometer. The output information is presented as noon to noon and voyage reports, trends as well as graphs where the actual operating data is compared to reference data.

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There are various benefits to using the Kyma Ship Performance system. Amongst others, it makes it possible to evaluate the economic impact of reduced propeller efficiency and increased hull resistance and can show the effect of any action taken to improve hull or propeller smoothness. It can also be used to optimise the trim of the vessel.

An optional trend analysis toolbox - the Diagnostic Toolbox - is available for detailed statistical analysis of speed loss and performance information. This toolbox gives shipowners and operators a clear indication of vessel condition related to hull, machinery or propeller by the use of coloured flags for performance status indication.

Information of interest: There are currently more than 650 vessels using the Kyma Ship Performance system. An extensive reference list can be downloaded on the company’s website.

PART TWO:

Applications in Action Chapter Eight: Crew Welfare

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Overview

Crew Welfare

This chapter will cover a snapshot of application providers within the crew welfare services market.

The management and welfare of seafarers has become increasingly stringent in recent years.

In 2006, the International Labour Organization (ILO) passed the Maritime Labour Convention, also known as the “seafarers’ bill of rights”, that established minimum working and living standards for all seafarers working on ships flying the flags of ratifying countries.

The Convention entered into force on 20 August 2013 making crew welfare a regulatory requirement.

However, it is not solely regulation that is spurring shipping companies to consider the benefits of crew welfare. The crew are an immensely important element of a well-run ship for a multitude of reasons – and of particular focus for this publication, an efficient and happy crew are an integral part of the efficient operation of a ship.

Crew welfare initiatives are driving the adoption of advanced satellite communication enabled solutions.

Companies that want to attract and retain the best staff need to be able to provide them with reliable and cost effective means of staying in contact with family, friends and entertainment systems to keep morale high.

The modern generation of seafarers are accustomed to a world which is always connected; the prospect of not being able to readily communicate with the outside world has become highly unappealing to the vast majority of today’s crews.

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Having ships that are connected can also boost crew development. Investment in the training of crew and also having training facilities and mechanisms that can be conducted onboard the ship during voyage is returned through commercial benefits resultant from the proper operation of a vessel to its maximum efficiency, and also through crew retention.

In addition to the maintenance of crew welfare, satisfaction and retention through investment in training, provision of entertainment, and communications, there is also another vital welfare link – Telemedicine.

Huge distances and long periods of time out of reach of onshore medical establishments means that when someone falls ill under these conditions, colleagues with little or no medical experience, and a minimum of education and training, have to deal with illnesses or injuries for days and weeks; professional medical assistance may be limited to radio medical advice from ashore.

Telemedicine can help eliminate distance barriers and improve access to medical services. It involves using equipment attached to satellite feeds, such as an ECG (Electro Cardio Gram), enabling trained crew members to provide any necessary medical treatments and potentially reduce the need to re-route or avoid costly helicopter evacuations.

The use of real-time motion pictures in on-shore telemedicine is well established as a useful tool.

At sea, the lack of sufficient bandwidth has thus far restricted the use of such technology.

The saying is certainly true “A connected crew makes for an efficient ship”.

Market Snapshot: Communications and Entertainment

e-SEA www.e-seatec.com SatCom Enabled Application: e-SEA Marine Broadband – offers Satellite Broadband (VSAT) and TV at sea services e-SEA internet, from Woodsons of Aberdeen Ltd., provides ships working across Europe and Scandinavia with unlimited marine broadband services and a permanent IP broadband connection to the internet, shore side office and telephone network. There are three different e-SEA antenna sizes and 4 different data rate options to save thousands in monthly marine communications costs: Surf 500, Surf 1000, Surf 2000 and Surf 4000. The solution keeps crew and guests onboard happy and connected to business and home with access to the internet, VoIP and marine satellite TV access.

The system has also been designed to work alongside other VSAT providers which allow the IT department to segregate bandwidth through open and private wireless networks on board e.g. crew/passengers/ clients/VIPs etc.

Information of Interest: So far, the e-SEA system has been installed on ships, jack-ups and accommodation rigs servicing the oil & gas industry, ferries, fishing vessels and been provided to offshore wind farm construction, support and survey in the UK and Europe with considerable bandwidth usage seen through the systems.

Navarino www.navarino.gr SatCom Enabled Application: INFINITY - A bandwidth management and optimisation solution that is designed to increase the efficiency of Satellite networks.

The system provides a variety of services such as VoIP calling, firewalling, compression, content management, vessel positioning, email for crew or business purposes. The software is updated each quarter with input for updates coming largely from users. For example, if a shipping company requests a specific feature, that feature is pushed out to all other shipping companies. For the IT manger in the office, the system acts as a centralised management tool for all a vessel’s communication networks.

In addition, it is possible to manage fleetwide firewall rules and offer a full suite of crew welfare options.

It is also possible to create a VoIP network between office and vessel for low-cost telephony between ships and their shore-based headquarters. From the crew perspective, Infinity provides web access with compression and caching that allow individuals to stay in contact and up to date with life on shore.

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Through links with entertainment providers such as Enrich Satellite who work in partnership with Navarino, crews are able to enjoy a similar internet access experience to the one they are used to onshore.

Recent News/Clients: Mid 2013, Navarino announced that 25 vessels owned by the Spliethoff Group, the largest shipowner in the Netherlands, are equipped with Infinity to bring Internet to crews. The crew on the Infinity vessels can use their own devices to get online and receives 300 MB of data each month for free and purchase additional internet access if necessary. So far, however, experience has shown that 300MB of data cover most of the crew’s needs.

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Digigone www.digigone.com SatCom Enabled Application: DigiCrew Videoconferencing Service - allows crew members to communicate through video, audio and instant messaging by using low bandwidth.

The DigiCrew package enables the transmission of high-quality video via satellite, allowing crewmembers to see and communicate with family and friends ashore. The service can be used for audio-only or text messaging as well.

Based on DigiGone’s proprietary signal compression and encryption technology, DigiCrew requires very low bandwidth: 90 kilobits per second (kbps) for goodquality video transmission, 12kbps for audio-only calls and 2kbps for a 160-character text message. These low bandwidth requirements translate into lower satellite airtime charges and also allow multiple crewmembers to conduct calls at the same time without overloading the satellite bandwidth or interfering with the ship’s communications.

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The DigiCrew licenses cost a few dollars per month per crewmember. The basic package includes multiple shore licenses, allowing crewmembers to set up DigiCrew links with several different locations.

Crewmembers will be able to reactivate licenses through an easy Web connection as they rotate on and off sea duty. This means that monthly service fees are suspended when crewmembers are not at sea.

Recent News/Clients: DigiCrew will be offered to the maritime market through DigiGone value-added resellers (VARs) who will package it with their portfolios of satellite communication products and services. Globecomm, a leading global provider of managed network communication solutions, has signed on as the first DigiCrew VAR. The company plans to launch the service early in 2014.

Market Snapshot: Training

Seagull www.seagull.no SatCom Enabled Application: Seagull Training System (STS) – enables management of all onboard training activates and career planning.

This system can be installed on any computer or onboard network and includes the Seagull Training Administrator (STA) and the entire Onboard Library of Computer Based Training (CBT) modules. The STA manages all onboard training activities and career planning. It identifies a training profile for every position and crew member onboard. Sending all individual training reports to Seagull’s head office allows for constant monitoring of all crew members.

Seagull can then compile and send a comprehensive report directly to your training manager which can also be accessed online.

Seafarers can gain approved certificates through an onboard course concept which is a combination of theory through e-learning and practical tasks described in a dedicated work book. Seagull boast a large collection of CBT modules and DVD films which are continually being updated with new titles.

Each module consist of a number of multimedia chapters of learning material followed by a multiple choice assessment section which can be randomly generated. A training session can be interrupted at any time and continued at a later date; however the final assessment can only be performed once.

Their latest e-learning title is designed for Japan Radio Co Ltd (JRC)’s ECDIS systems and provides navigators with equipment specific familiarisation training targeting deck officers in order to meet the recently introduced regulatory requirements.

Recent News: Seagull have recently announced the release of nine new eLearning titles which include: Electrical safety, Galley operations – nutrition, Nutrition and well-being – awareness, Electric propulsion – electrical machines, Electric propulsion – power electronics, Electric propulsion – electric propulsion systems for ships, Marine environmental awareness – sustainable shipping, Enclosed space entry – awareness and Shore based assessment.

Videotel www.videotel.com SatCom Enabled Application: webFTA (Fleet Training Administrator) - is a web-based data administration solution which allows seafarers’ results and performance to be accessed from anywhere with an internet connection. It is an onshore records management programme that offers custom-made, flexible and reliable solutions for fleet training administrators, allowing access to all training records on all ships and delivers a variety of assessment tools.

Working in partnership with Videotel’s onboard OTMplus (onboard training manager), webFTA allows for easy viewing of training records of individual ships and seafarers as well as training, whether company or third-party, that is currently being carried out onboard with the ability to add certificates online, add company-specific training, and schedule frequency of individual or rank-specific training.

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The programme produces a clear training structure which can be shown to Port State Control and other audit bodies. webFTA offers reviewing and reporting capabilities with instant overview of all completed and current training status onboard prior to vetting and/ or audit inspection; instant analysis of deficiencies, leading to possible fleet trend or gaps in training, allowing prompt corrective action; and conclusive evidence to inspectors that an ongoing company training policy is in place, and that individual training records are constantly reviewed and updated.

Recent News/Clients: In 2010, webFTA was a Finalist for Systems Award- Safety at Sea International Awards 2010, UK.

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VIKING Saatsea saatsea.com SatCom Enabled Application: CMTS ERRV – provides a real time overview of crew competences and training while onboard ships.

The Competency Management and Training System (CMTS) is a cloud based solution that allows access to all ship and crew data from a shoreside location.

The crew and facilitator can have the ability to train, exercise and manage the system online or offline from the ship. If offline it is possible for training results to be automatically synchronised as soon as a connection is detected. The solution gives each crew member their own password for access in order to securely log in. Meanwhile the shore based headquarters can keep follow up on progress of each individual crew member and ship.

The software is available in a number of languages and consists of text, videos, pictures and other relevant illustrations of equipment which can be added to at any time for specific company training requirements.

The solution includes the following training modules for EERV: Initial Training Shipboard Operations (ITSO), Fast Rescue Craft and Daughter Craft Boatman, Fast Rescue Craft Coxwain, Daughter Craft Coxwain and Commander and Control.

Recent News: In October 2013, VIKING, a leading marine and fire safety equipment manufacturer, has acquired a majority stake in Saatsea which was consequently renamed into VIKING Saatsea.

Market Snapshot: Telemedicine

DigiGone www.digigone.com SatCom Enabled Application: Digi+Doc – is an advanced shipboard video telemedicine service.

In cooperation with the Maritime Medical Access Program of the George Washington University (GWU), DigiGone has developed the Digi+Doc service, an advanced shipboard video telemedicine service. The service combines the medical expertise of GWU with DigiGone’s products to provide immediate, round-theclock phone and video medical consults for ships at sea. Digi+Doc subscribers have immediate access to a team of approximately 550 physicians and specialists at the GWU Medical Faculty.

Digi+Doc communications systems are based on the DigiGone software platform, which offers lowcost, encrypted video and audio conferencing, video streaming, Voice over IP (VoIP), IM Chat and file transfer, optimised for maritime satellite channels.

The DigiGone software installs on most PCs, laptops, tablets or smartphones.

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It can work over VSAT, Inmarsat, Thuraya IP and other networks, with satellite airtime costs much lower than other commercial teleconferencing services, such as Skype.

In addition to teleconferencing, DigiGone’s Remote Viewing Station (RVS) for Telemedicine enhances a vessel’s ability to access medical services and transmit medical data. The kit facilitates the realtime transmission of data from the ship to a remote clinician through instruments such as a handheld electrocardiogram device, blood pressure machine, electronic thermometer and microscope camera.

Recent News/Clients: In 2012, Maersk Line and DigiGone announced the establishment of a strategic working relationship to support the development of IT solutions for shipping, including amongst others applications for telemedicine such as Digi+Doc. Maersk Line is currently subscribing to the Digi+Doc service.

Setel Hellas www.setel-group.com SatCom Enabled Application: Maritime Telemedicine Solution (MTS) - 24/7 support for seafarers, enabling immediate contact with the shoreside Medical Data Centre.

The solution incorporates all necessary telemedicine equipment and reading devices.

After evaluating all the data using the medical tools available onboard, the doctor can provide accurate diagnosis and immediate advice to the crew via the communication satellite system. The remote medical examination can use any onboard satellite system in a cost-effective manner as data volumes are compact.

As data flows to the healthcare provider, the onboard IT infrastructure is routed via intelligent agents to the appropriate part of the healthcare network.

The specialised doctor proposes and evaluates the medical examinations, accesses the crewmember’s Medical History and can interact in real-time with the patient.

Setel’s Maritime Telemedice Solution provides the crew with 24/7 access to the medical medical healthcare provider and specialist doctors available to provide medical consultation. It results in the ability to perform crew checks on board and to cross check seafarers local medical tests and keeping crew health and moral maintained.

Remote Diagnostic Technologies www.rdtltd.com SatCom Enabled Application: Tempus IC – enables your crew to transmit vital signs data to land-based medical experts, facilitating accurate diagnosis and fast, aggressive treatment advice and support.

Features for the system include blood pressure, pulse oximetry, wireless tympanic temperature, capnography, 12-Lead diagnostic ECG & glucometry.

The simple screen allows for non-medical & intermittent users to understand how to use and follow instructions fully. It is also small, lightweight and highly robust, with resistance to sand and water enabling high portability. The integral camera has backlight helping the clarity of still and moving videos and both wired and wireless headsets enable continuous voice link. Data is transmitted to RDT’s secure Global Network Operations Centre which allows any medical service provider, anywhere in the world to access and assist.

Tempus IC is the only portable vital signs monitor with integrated simultaneous voice, video and medical parameters and designed specifically for non-medical experts, such as yacht captains, first officers and crew to easily and quickly access MedAire’s trusted 24/7 remote medical support for next step help and guidance.

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Tempus IC’s touch screen allows lay & intermittent users to collect and transmit from luxury yachts both in port and at sea clinical grade medical data that would routinely be collected in an ER – such as blood pressure, 12 Lead diagnostic ECG, pulse, blood oxygen levels, breath gas analysis, blood sugar level and respiration. This enables MedAire to help manage the medical incident, determine what treatment is appropriate and guide decision-making with regards to diversion or medical evacuation.

Recent News/Clients: During a voyage onboard SY Takapuna, the onboard medical officer was concerned about a crew member’s leg injury, sustained after being thrown when disembarking from the tender.

Tempus IC was used to gain a second opinion on the best course of action. Data including a visual of the injury was transmitted to a USA based doctor who confirmed it was safe to continue as planned to an island location. The crew member was subsequently airlifted four days later.

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