digital ship magazine(nov 2011)

Bernhard Schulte Shipmanage-ment is to implement theMarineLink e-commerce elec-

tronic purchasing system from EDBErgoGroup, which is being providedin collaboration with WilhelmsenShips Service.

Bernhard Schulte Shipmanagement(BSM) manages a fleet of more than650 vessels, of which over 300 vesselsare under full management. The com-pany will use the new system to con-nect with its suppliers for the han-dling of requisitions, quotes, ordersand order confirmations, as well asmanaging the receipt and processingof electronic invoices.

The service also includes a numberof additional tools to create statisticsand KPIs, and maintain control overthe purchasing function.

“Professional e-commerce deliveryby MarineLink will clearly advanceour procurement process resulting inimproved efficiencies and reducedcycle times,” said BSM group director- supply chain management, DrRuanthi De Silva.

“Not only would it bring abouttime and cost efficiencies, it will alsohelp us monitor and further improveour procurement strategy throughreporting tools.”

“We are confident that selecting an e-commerce leader and theMarineLink service will support ourfuture electronic procurement needsat a quality we expect.”

DevelopmentThe MarineLink service has enjoyedsome notable successes over the last

year, with the current maritime prod-uct having evolved from the MarineTransaction Services (MTS) electronicpurchasing system previously ownedby Wilhelmsen Ships Service (WSS).

Founded in 2000, at a time whenelectronic purchasing systems wereseen as 'the next big thing' and a raftof new internet companies wereestablished to ride the wave of the'dot com' bubble, MTS fared betterthan most by surviving for most ofthe decade while the majority of thenewly formed companies fell by thewayside (though this was presum-ably helped by its ability to supplyservices to its parent company).

However, despite this longevity itfailed to fully establish itself as a suc-cessful stand-alone company and wasabsorbed back into WSS in March 2009,to be run in-house and no longer bemarketed as a separate product.

Interestingly, at that time FredericFontarosa, vice president of interna-tional sales and market segments atWSS, commented that “we don’t seee-commerce as a special product –rather as a part of our larger offer tocustomers.”

However, just one year later WSSannounced that it was now outsourc-ing its e-commerce service toErgoGroup, a Norwegian IT compa-ny already claiming more than 8,500integrated customers on its own exist-ing e-commerce technology.

IN THIS ISSUE

November 2011

electronics and navigation

software

satcomsMarine Management to install GlobeiFusion system – 6

Iridium launches AxcessPoint for Wi-Fi – 4

Crew PC to separateseafarer communications – 6

BP agrees CCTV powerline deal – 8

650 BSM vessels to moveto e-commerce system

A Methodological Framework for evaluating Maritime Simulation – 34

ECDIS implementation –Legal implications – 38

How not to use ECDIS - MAIB – 40Spectrum pressures andeffects on radar – Dr Andy Norris – 42

International shipping company Bernhard Schulte Shipmanagement,managing over 650 vessels, has signed an agreement with EDB ErgoGroup

to implement its MarineLink e-commerce electronic purchasing system

continued on page 2

Bernhard Schulte will use the new system to manage purchasingfor its fleet of more than 650 vessels

© 2

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“Now I can enjoy the day” - Thomas Dinter, IT Manager, Seaarland Shipmanagement

Seaarland Shipmanagement in Hamburg has recently focused on the strategic importance of ship-shore data communication and have ultimately selected Dualog® Connection Suite™.

"Dualog Connection Suite provides us with a real time overview and the ability to respond quickly and efficiently." says IT Manager, Thomas Dinter. "The software includes an integrated firewall so there is no additional hardware to worry about and no unexpected or unauthorised traffic." says Dinter, conclud-ing “Dualog Connection Suite has improved our everyday situation.”

(+47) 77 62 19 00 or [email protected]

Experiences with ship management software:

Report from the 2011 ABS-NS userconference, with Bernhard SchulteShipmanagement, Seaspan ShipManagement, APL and HumboldtShipmanagement – 18

p1-9:p1-14.qxd 04/11/2011 12:42

SATCOMS

Digital Ship November 2011 page 2

Vol 12 No 3

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Athens Metropolitan, Athens22 - 23 November 2011

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No part of this publication may be repro-duced or stored in any form by anymechanical, electronic, photocopying,recording or other means without theprior written consent of the publisher.Whilst the information and articles inDigital Ship are published in good faithand every effort is made to check accura-cy, readers should verify facts and state-ments direct with official sources beforeacting on them as the publisher canaccept no responsibility in this respect.Any opinions expressed in this maga-zine should not be construed as thoseof the publisher.

continued from page 1

EDB ErgoGroup integrated the MTSservice into its own platform, adding newfunctionality for invoice processing andlogistics integration.

David Tandy, president of WilhelmsenShips Service, explained the move, saying“we saw that our industry needed a gener-ic e-commerce service, where e-commerceis handled professionally as the commer-cial tool that it is.”

“We need a service provider, with largevolumes, which also has the ability to han-dle the relatively small number of ship-ping specific services that exist. High vol-ume will automatically drive the cost ofusage down and at the same time increasethe efficiency and functionality.”

With this move existing buyers andsuppliers using the WSS e-commerce sys-tem were transferred to ErgoGroup,which continued to provide them with e-commerce services.

Since then the company has been able to report a steady stream of new customers,with companies such as Fred Olsen Marine Services, Jo Tankers, BergshavManagement, Rederi AB Transatlantic and

Imperial Ship Management having all beenannounced as agreeing new deals in 2011.

More than 3,000 vessels are now trad-ing through MarineLink, performing over250 million transactions annually.

“We at Wilhelmsen Ships Service arevery happy that such a large customer asBernhard Schulte Shipmanagement haschosen MarineLink,” said Siri Jacobsen,vice president strategic marketing and

business improvement at WilhelmsenShips Service.

“We feel it proves us right when we sold our solution (MTS) to an e-commerce specialist such as EDBErgoGroup. The MarineLink platformbenefits from its large scale e-commerceoperations and it is more functionally richthan any other e-commerce solution inthe marine segment.”

Printed by The Manson Group Ltd

Reynolds House, 8 Porters' WoodValley Road Industrial Estate

St Albans, Hertz AL3 6PZU.K.

DS

John Inge Røtting, Wilhelmsen Ships Service; Dr Ruanthi De Silva, Bernhard SchulteShipmanagement; and Jonny Lotten from EDB ErgoGroup celebrate the new contract

www.stratosgsi.com

Stratos Government Services (SGSI), asubsidiary of Inmarsat, has announcedthat it has won a five-year IndefiniteDelivery Indefinite Quantity (IDIQ) con-tract with the United States Coast Guard(USCG).

Under the agreement, SGSI will providethe USCG with Ku-band satellite airtime,installation support, teleport equipmentand service, and Network OperationsCentre support and training.

According to the contract, SGSI willbuild out a Ku-band network to supportUSCG High-Endurance Cutters andMedium-Endurance Cutters. The broad-band service will enable the cutters tointerconnect with the USCG data network to exchange operational shiptraffic, including SIPRNET and NIPRNET data.

Ku-band is regarded to be critical to theUSCG’s efforts in upgrading technologyonboard its ships, as it migrates fromInmarsat-B leased services to an IP-basedcommunications architecture.

The upgrade, which will also includethe provision of FleetBroadband,already currently being provided bySGSI, is hoped to increase the vessels’communications throughput capabilitiesto operate globally in all weatherconditions.

“This contract award represents a crit-ical component of USCG’s technologyupgrade and transition to an IP-basedarchitecture,” says Bob Roe, SGSI presi-dent and CEO.

“We consider it an honour and a priv-ilege to have been entrusted with thisresponsibility, and we are grateful for theopportunity to expand our relationshipwith USCG.”

www.globewireless.com

Globe Wireless has announced the signingof a contract with Piraeus-based MarineManagement Services (MMS), wherebyGlobe Wireless will provide its iFusionsystem to MMS.

Globe iFusion is a communication solu-tion featuring an Inmarsat FleetBroadband250, a dual firewall, optimised IP connec-tions and multiple least cost route gate-ways. The system is designed to providevoice calls using GSM, sending and receiv-ing e-mail, and browsing the internet.

The solution also offers shore-side control,including the administration of user pro-files, browsing capabilities, firewall settings,satellite gateways and least cost routing.

“The driving force behind this longestablished relationship with GlobeWireless has been our requirement to min-imize the overall cost of our communica-tions traffic, which has always been a verysignificant operational expense,” saysConstantinos Psomopoulos, IT manager,Marine Management.

MMS has used Globe iFusion to test theoperational uses of all other onboard satel-lite systems, examining a wide range of

applications, including web browsing, e-mail and GSM calling and texting. Crewmembers were given very low cost accessto voice and internet services every dayduring their leisure hours.

“We are honoured and pleased toenhance and extend our strong partner-ship with Marine Management Servicesand grateful for their business,” says DaveKagan, president, Globe Wireless.

“Globe Wireless has supplied MarineManagement Services with messaging solu-tions, satellite and HF communications servic-es and operational IT applications since 2000.”

In other news, Globe Wireless has alsoannounced that it has been granted aBlanket Wireless Radio Station Licence bythe Japanese Ministry of Information andCommunications.

This licence authorises Globe Wirelessto offer Inmarsat FleetBroadband mobilesatellite communications services in Japanand on Japanese registered vessels.

“With this licence in place and our newRegional Sales Office in Tokyo, we haveenhanced our ability to offer new and excit-ing services to meet the growing Japanesedemand for the latest FleetBroadbandsatellite communications,” says Mr Kagan.

US Coast Guarddeploys Stratos

Ku-band

Globe iFusion for Marine Management

www.kns-kr.com

www.h2osatellite.com

H2OSatellite and Korean company KNShave announced the launch of theSuperTrack A6 60cm VSAT, designed tobe used with the ASTRA2connect service.The A6 will be included as a new productin H2O’s Litespeed product range.

H2OLitespeed is a marine broadbandcommunications package offering down-load speeds of up to 4 Mbps. The range ofproducts already includes an 85cmSuperTrack A9 terminal from KNS.

“The Super Track A-Series servicepackage enables maritime customers tonot only benefit from a constant internet

connection and VolP services but also tocut down on the high cost of equipmentand services,” says Kevin Jin, CEO KNS.

The H2O Litespeed packages are pow-ered by ASTRA2connect airtime and offerEurope-wide coverage.

“We had great success with the A9,85cm terminal and we recently celebratedthe installation of our 100th terminal,”says Robert Kenworthy, MD H2OSatellite.

“I am sure this new, smaller more com-pact A6 terminal will be an even greatersuccess, as it is suitable for such a greaternumber of ships.”

The package is now being sold in the pre-commercial phase, while service perform-ance is monitored for further improvements.

H2O and KNS launch SuperTrack A6 60cm VSAT

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SATCOMS NEWS


www.iridium.com

Iridium has announced that its completesuite of Iridium AxcessPoint products andservices are now commercially available,including the Iridium AxcessPoint Wi-Fihotspot accessory, free IridiumAxcessPoint Mail & Web optimisationsoftware, and the Iridium AxcessPointConnect downloadable application.

“This innovative suite of IridiumAxcessPoint products and services enablessmartphones and laptops to work any-where in the world, easily and efficientlyover the Iridium network,” says JoelThompson, vice president, product man-agement, Iridium.

“These new products, which are a first for the industry, are the epitome ofour recently-unveiled Iridium Forcevision. This is a terrific example ofIridium’s commitment to enhance per-sonal communications.”

“We are making the world’s furthestreaching network more accessible andcost-effective through devices that cus-tomers already use daily.”

Iridium AxcessPoint Connect is adownloadable application that can turnWindows laptops into global Wi-Fihotspots when connected to an IridiumExtreme or Iridium 9555 satellite phone.

www.globalstar.com

Globalstar has had an order it placed withThales Alenia Space for an additional sixsatellites, to be used in its second genera-tion satellite constellation, rejected by thesatellite construction company, as ongoingdisputes between the companies continue.

This new order was to be in addition tothe 25 satellites already ordered under a2006 contract. Globalstar had hoped to havethese six new satellites delivered, at a cost ofapproximately €55 million, by mid-2013.

Globalstar argued that such a speedydelivery date had been agreed upon whenthe contract was signed in 2006, due to thefact that it had previously purchased €12million in “long lead items.”

The company said that it had alreadyprepaid over €53 million as part of its 2009COFACE financing arrangement, which,combined with the €12 million long leaditems, meant that Thales has already

Globalstar satellite order rejected received approximately €65 million forthese satellites.

Globalstar said that further paymentswould not be made until Thales AleniaSpace initiates the manufacturing process– which seems redundant now that Thaleshas rejected the order via a written notice.

Globalstar, in an SEC filing, said that ithad previously filed a demand for arbitra-tion against Thales to enforce certain rightsfor the construction of these satellites.

Furthermore, Globalstar has contendedthat “if Thales is correct in their assertionthat Globalstar has lost rights to place anorder, then Globalstar should be entitledto an award of at least €395 million.”

This news was followed by anotherannouncement that Dirk Wild, chief finan-cial officer of Globalstar, was resigningfrom his position effective November 11,2011, though it was stated that his resigna-tion was not the result of any disagree-ment with the company.

Iridium AxcessPoint Connect enables Wi-Fi-compatible devices to synchronise andrespond to e-mail or use the internet overthe Iridium network.

The AxcessPoint is a Wi-Fi hotspotaccessory that connects to the satellite net-work using an Iridium Extreme or Iridium9555 satellite phone. The company’sAxcessPoint Mail & Web software is avail-able at no additional charge for use withthe Iridium AxcessPoint Wi-Fi accessory.

AxcessPoint Mail & Web enables e-mailand internet services and aims at optimis-ing the user’s time on the Iridium networkby managing the data connection andimproving the effective speeds.

The software allows for offline viewingand composition of e-mails, configurationand filtering of large data files and attach-ments, and mid-file restart of attachmenttransfers if required.

Iridium AxcessPoint Mail & Web auto-matically disconnects after the transfer ofdata, and features built-in firewall protec-tion to block extraneous internet traffic.

Users of Apple operating system (iOS)devices, and Windows and Mac laptops,

Iridium launches AxcessPoint can register and download IridiumAxcessPoint Mail & Web software for usewith Iridium AxcessPoint.

BlackBerry and Android smartphoneusers can also register and obtain set-upinstructions for use of their devices, whileIridium says it plans to make software forApple iOS devices available by the end of 2011.

“Iridium AxcessPoint Mail & Web isoptimised for Iridium so it maximisesusers’ time spent on the network,” says MrThompson.

“This application truly providesenhanced data communications efficienciesand cost savings. It improves the effectivespeed and reduces the amount of airtimerequired to send and receive e-mails.”

“We expect existing and new Iridiumcustomers to greatly benefit from the 10-12e-mails per minute transfer rates that wehave seen when using the product.”

Iridium states that AxcessPoint willretail for less than $200 (USD).

Iridium users can download IridiumAxcessPoint Connect and IridiumAxcessPoint Mail & Web free of charge.Subscribers are required to use the servic-es with an Iridium 9555 or IridiumExtreme phone.

The AxcessPoint can turn an Iridiumphone into a Wi-Fi hotspot

www.thrane.com

Thrane & Thrane has launched its upgrad-ed SAILOR 90 Satellite TV World antenna,which has undergone an internal upgradeprogramme and offers satellite TV recep-tion for vessels sailing globally, withoutthe need for reconfiguration or manualintervention.

“A key challenge for maritime satelliteTV has always been the differing signaland polarisation types used around theworld,” says Casper Jensen, VP maritimebusiness unit, Thrane & Thrane.

“The various signals require differenthardware and software, and the costsassociated with this mean that, generally,vessels sailing globally have not providedsatellite TV for crew welfare purposes.”

Ku-band satellite TV transmits in eithercircular polarisation or linear polarisation.Circular polarisation is mainly used in theUSA, parts of Central and South Americaand parts of Asia. Linear polarisation isthe standard in Europe, the Middle Eastand Asia Pacific.

The two polarisation forms are incom-patible, thus conventional antennas haveto be manually configured by substitutingthe feedhorn or LNB to receive either oneor the other.

Thrane has developed an automaticdepolarisor for the SAILOR 90 Satellite TVWorld that allows automatic switchingbetween polarisations in, as the companyclaims, a matter of seconds.

The company says that the depolariserprovides switching without loss of band-width or signal strength, or changingparts, and that the system does not useextra motors or actuators.

The antenna features a satellite library,which contains information on whether thedesired satellite is linear or circular so thatusers do not need to know where they are.

The upgraded SAILOR 90 Satellite TV

World further covers different broadcaststandards in different regions, such as DVB-S and DVB-S2 as well as ATSC and ISDB.

The antenna has a built-in DVB-S2decoder so all SD and HD programmingcan be viewed.

An ‘Adjacent Lock Function’ alsoenables the viewing of content from satel-lites using alternative broadcast stan-dards. It enables the antenna to lock on toan adjacent DVB-S or DVB-S2 satellite andthen turn ‘X’ degrees to receive a signalfrom the non DVB-S or DVB-S2 satellite,because it knows how the two satellitesare placed relative to each other.

This function essentially makes theantenna independent of broadcast stan-dards and is a key factor for a global satel-lite TV solution.

“The SAILOR 90 Satellite TV World isgreat news for crews working on globallytrading vessels,” adds Mr Jensen.

“Until now, they have not had the pos-sibility of satellite TV due to the varyingsignal and polarisation types used by dif-ferent satellites around the world. Now itis as simple as pushing a button.”

Thrane launches global maritime satellite TV

The SAILOR 90 Satellite TV Worldantenna can receive TV signals in different

global regions

Thales has rejected an order to build six more second generation satellites for Globalstar. Photo: Thales

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SATCOMS NEWS

www.vizada.com

Vizada has launched the Crew PC, a dedi-cated computer data system for crewmembers which enables crew to send e-mails and use the internet completely sep-arately from business communications.

The Crew PC is a pre-configuredonboard PC which is connected to a satel-lite data terminal, such as FleetBroadbandor VSAT, to provide instant access to datacommunications services like e-mail, chatand internet access.

All services run over a dedicated pre-paid channel, keeping them completelyseparate from applications required forbusiness purposes.

The Crew PC provides a common inter-face resembling a standard Windowsenvironment, and provides access only todesignated e-mail accounts and applica-tions, preventing crew from downloadingheavy files or software applications whichgenerate significant bills.

It is also ‘recognised’ as a mobile devicesimilar to a smartphone, so that mobile-enabled internet sites are automaticallytriggered to reduce the number of imagedownloads. A data compression functioncan be activated to further reduce the costof web browsing.

Crew PC runs over a dedicated pre-paid line which quarantines business sys-tems from any viruses introduced by pri-vate downloads or USB devices, as well ashaving its own built-in firewall.

Vizada is providing Crew PC free ofcharge to shipping companies purchasing100 or more of its Universal Cards, the com-pany's pre-paid communications service.

Buss Data GmbH, part of the German-based shipping organisation ReedereiBuss, participated in the test phases ofcrew PC, and Swen Kleinau, IT manager atBuss Data, believes that this new crewoption has been beneficial.

"We’ve been using the service sinceMay 2011 and really appreciate the factthat it is preconfigured in a way that pro-hibits crew from installing software orchanging settings," he said.

"When they reboot the PC, the defaultsettings wipe out any changes made. It hasreduced crew comms admin to next tonothing and as a result we plan to install thesystem on more than 50 of the Buss vessels."

Crew PC to separate seafarer communications www.singtel.com

Singapore Telecommunications (SingTel)has announced the launch of a new broad-band crew experience package.

The company says that the solution willenable greater levels of control and effi-ciency for shipping companies in manag-ing crew comms, while also helping tooptimise operational costs.

SingTel’s package contains broadbandairtime and ICT components such as thecompany’s All-in-One (AIO) ConnectServices communications applications, aswell as VoIP at a level of 4 to 6 kbps. It isavailable at a price of US$2,888 per month.

Connectivity is provided via MVSATKu-band broadband, with FleetBroadbandas a back-up. Contracts are for 36 months.

AIO Connect Services’ prepaid messag-ing card can be used to provide crewaccess to SingTel’s recently launchedCrewXchange portal.

The package additionally provides fleetmanagers with access to an integrated net-

work management system (iNMS) whichSingTel says facilitates management andvisibility of the entire fleet from the shore.

This includes monitoring of deviceusage, visibility into network statistics andonline administration, monitoring, settingof online alerts, filters and mailbox man-agement, as well as crew billing for bothpre-paid and post-paid accounts.

Three voice-call settings and four pic-ture compression options are available, atdifferent quality and cost levels.

“SingTel is committed to helping mar-itime customers improve their bottom lineand efficiency while bettering the lives oftheir crew,” says Titus Yong, VP satellite,SingTel.

“This unique offering clearly differenti-ates us from the rest of the industry, offer-ing an affordable solution that is simple toimplement and manage. We are verypleased to be able to offer this suite ofservices at such a competitive price, whichwe believe will bring immediate cost andproductivity benefits to the community.”

“These days, it is normal to be hyper-

SingTel launches crew welfare package

www.satpoint.sewww.gvf.orgwww.h2osatellite.comwww.kvh.comwww.thrane.comwww.asta.net.auwww.thuraya.comwww.seatel.comwww.intelliantech.com

connected while on land. This solutionenables crew members to enjoy similarlevels of connectivity while out at sea.With these technologies, we hope to helpalleviate the stress and isolation that sea-farers experience from being away fromfriends and family for extended periods.”

www.intelliantech.com

www.speedcast.com

Intellian Technologies has announced anextension of its partnership with satellitetelecommunications service providerSpeedCast, of which Intellian is a pre-ferred supplier.

The companies are offering broadbandpackages based on Intellian’s antennasand SpeedCast’s broadband plans andglobal coverage.

“Broadband connectivity has become akey element in the successful operations ofthe maritime and offshore industries,”says Nick Dukakis, vice president,

SpeedCast Maritime and OffshoreServices.

“SpeedCast is committed to offeringoutstanding service, providing theseindustries with complete reliability,which means we only partner with companies that share our vision and pas-sion for the highest standards of qualityand service.”

“We are very pleased to be workingwith Intellian, which has developed awide range of high-quality marine VSATantennas of exceptional technical ability,which in turn allow us to deliver a ‘best-in-class’ broadband communications serv-ice to an even greater range of shipping

Intellian expands partnership with SpeedCast

www.nsslglobal.com

NSSLGlobal reports that it has increasedits satellite communications coverage forthe maritime industry with the introduc-tion of a new ‘spot beam’ on the SES NSS6satellite at 95 East.

Thuraya has appointed PatrickChenel as chief financial officer. Prior tojoining Thuraya, Mr Chenel was ChiefFinancial Officer for the real estate arm ofthe Qatar Investment Authority, QatariDiar.

H2O Satellite has appointedAmanda Couzens-Davies to the newlycreated role of head of marketing. MsCouzens-Davies is the former internation-al marketing manager for 2020 Mobileand was UK head of marketing forBrightstar Europe.

KVH has announced the opening ofits new Asia-Pacific region headquartersin Singapore, featuring a showroom, testcentre, and training centre for partnersand customers.

Thrane & Thrane and one of itsdistributors, AST Australia, have

announced the extension of their existingdistribution agreement for SAILOR equip-ment to also include the new SAILOR 900VSAT antenna system.

Chris Insall has joined Sea Tel asmanager, commercial programmes, wherehe will be responsible for new businessdevelopment. Mr Insall has worked inmaritime satellite communications forover fifteen years and joins Sea Tel aftermore than a decade with Inmarsat,where he was maritime product manager.

SatPoint has announced the appoint-ment of Magnus Hedberg as new chiefexecutive officer, succeeding MarkusSelin, who will stay on the company’sboard. Mr Hedberg brings 20 years ofexperience to SatPoint having previouslyserved as CEO for Marratech. MrHedberg will further continue to serve as

CEO for GroupTalk, which wasacquired by SatPoint.

Intellian Technologies hasappointed Olaf Eikelenboom as EMEA fieldservice manager at its European sales andsupport office in Rotterdam, theNetherlands. Mr Eikelenboom has previ-ously worked with the Royal Dutch Navyas well as in the marine electronics industry.

The Crew PC is free to shipping companiespurchasing more than 100 Universal Cards

‘We believe this will bring immediatecost and productivity benefits’

– Titus Yong, SingTel

NSSLGlobal extends satellite coverage

and offshore customers.”SpeedCast’s recently expanded service

extends across 20 Ku-band beams cover-ing most major shipping lanes and off-shore regions.

“Intellian is one of the maritime indus-try’s fastest growing companies,” saysEric Sung, president and CEO, Intellian.

“We have deployed over 15,000 marinestabilised satellite antenna systems since2005 so we are pleased to develop ourpartnership with SpeedCast which is aleader in marine VSAT services. Jointly weare providing an exceptional service tocustomers in the rapidly expanding Asiaand Middle East regions.”

The new beam, which will be used to support shipping in South East Asia,will be supported from NSSLGlobal’sCyprus hub and provide additionalcapacity as well as beam and hub redun-dancy for maritime users. This willenhance NSSLGlobal’s existing coverage

in the area. NSSLGlobal operates a DVBS2-RCS

Network, and the company says that theaddition of this new beam is part of itsprogramme of continued technologicalinvestment in the service and reach of its network.

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SATCOMS NEWS


www.inmarsat.com

Inmarsat reports that it has successfullycompleted the Critical Design Review for the Inmarsat-5 satellites, under contractwith Boeing, which will form the backboneof its Global Xpress Ka-band network.

During this review the spacecraft designand operation were examined by Inmarsat'sengineering and operation teams, as well asby a Boeing independent review team.

Inmarsat says that progress has beenmade on the manufacturing of key elementsof the first spacecraft, including structure,propulsion systems and flight hardware.

As such the company is confident thatthe Inmarsat-5 F1 is on schedule for com-pletion and launch in 2013.

In parallel, plans for construction of the Proton launch vehicle which will liftInmarsat-5 into orbit will be discussed at ameeting with ILS and the vehicle manu-facturers Khrunichev in early December.

"This is a fundamental milestone andmarks the transition of the project from adesign and engineering phase to a manu-facturing, integration and test phase," saidFranco Carnevale, Inmarsat vice-presi-dent, space segment.

"The review was completed earlier thanscheduled, and the conclusion of the CDRboard was that the design is mature andthere are comfortable margins with all keyperformance parameters."

Design Review completedfor Global Xpress 1,000th Ship Equip VSAT goes live

www.ship-equip.com

Ship Equip reports that it has reached themilestone of having 1,000 VSAT systemsnow in operation, an announcement thatcoincides with its first deliveries ofXpressLink systems, which include a freeupgrade to Inmarsat's Global Xpress Ka-band service when it is launched in 2013.

The flat fee XpressLink service delivers512 kbps/512 kbps bandwidth speeds, witha minimum average data rate of 128 kbps.

Ship Equip had already announced the 1,000th order for its VSAT services in June of this year, with that system

now operational. This has been achievedin approximately eight years since thecompany was launched in 2003, beforebeing acquired by Inmarsat in 2011.

“As the acceptance of VSAT caught on,we took a decision to plan for large num-bers of customers,” said Ship Equip COO,Esben Flo.

“The only way to do that was to simpli-fy and standardise the product, whileallowing for customisation in the setup.”

Ship Equip's approach to this was toput all the electronics into a five unit rack,with a 12 inch colour touch screen as inter-face, and standardise the set-up on one

stabilised antenna. Mr Flo believes that, asgrowth increased, this turned out to be akey strategy to handle the increase ininstallation volume.

“When the majority of our orders con-tain the same components it is much easi-er to scale the volume quickly. Theremaining challenge then to achieve a suc-cessful delivery is to get access to the shipin a port,” he said.

Ship Equip now estimates that, basedon external market reports, around 10 percent of the maritime market has alreadyinstalled VSAT, and expects that this willcontinue to increase.

www.gentay.co.uk

Gentay reports that it has agreed a con-tract to supply BP Shipping Limited withvessel based surveillance CCTV camerasutilising its iPoP – Network Solutions forVessels.

The company’s iPoP-Network Solutionfor Vessels was launched six months ago,and is used to create or expand computernetworks onboard vessels using BPL(Broadband via Powerline) technology.

This technology will be integrated withconventional internal and external CCTV

cameras, and deployed onboard ship totransmit CCTV signals into a vessel citadelfor surveillance purposes during possiblepiracy attacks.

Gentay says that the system has alreadybeen successfully deployed on bulk carri-ers, gas carriers, offshore supply vessels,car carriers, and chemical tankers.

“Installation of CCTV cameras onboardvessels for monitoring and surveillancehas been of interest to the maritime indus-try for a long time,” said Martin Nygate,director of Gentay.

“Whilst the installation of CCTV cam-

eras has become common place in landbased industries, the expansion of CCTVcameras into the maritime industry hasalways proven to be prohibitively expen-sive due to the need to supply networkequipment.”

“By combining the low cost iPoP-Network Solutions for Vessels with CCTVequipment, it is now very affordable toprovide remote real time CCTV monitor-ing to the Master and office.”

Gentay also notes that it has opened anew office in Singapore, as it looks toexpand its activities into Asia.

BP agrees CCTV powerline network deal

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www.spectec.net

SpecTec has signed agreements with two companies for the use of its AMOSsoftware package, with Kuang MingShipping Corp of Taiwan and GungenMaritime and Trading of Turkey bothagreeing new contracts.

AMOS software and related services willbe supplied to Kuang Ming’s head officeand on the company’s bulk cargo ships.

Kuang Ming operates a liner serviceand currently runs dry bulk cargo servicesworldwide with its 14-strong bulk fleet. Itis scheduled to have a bulk fleet of more than 20 vessels by 2013 and aimsto become a competitive operator ofPanamax bulk vessels.

Kuang Ming has been using the fullAMOS Suite on the vessels KM HongKong and KM Sydney since 2010, and willnow deploy the AMOS Maintenance andPurchase module at its head office.

AMOS is expected to provide automat-ed monitoring and control of the fleetmaintenance work and costs, stock controland purchasing, as well as providing sav-ings and cost analysis.

Ships’ data will be transferred automat-ically between head office and vessels,providing real-time updates.

“SpecTec is honoured and proud tohave been chosen to facilitate Kuang MingShipping Corp,” says Ben Fan, SpecTec

Hong Kong managing director. “We are aware that the customer has a

choice of who they select as theirPartner/Vendor, and SpecTec’s local sup-port and over 26 years of experience hasplaced it at the forefront of the selectioncriteria, and we are very pleased to havebeen selected.”

In Turkey, Gungen Maritime andTrading signed a contract for the migra-tion of its AMOS BS system to the latest version of AMOS2 EnterpriseManagement.

The agreement will see the shippingcompany introduce the latest AMOS prod-uct to its offices in Ankara and Istanbul, aswell as onboard its fleet of vessels.

This includes a number of Suezmax(150,000 dwt) crude oil tankers, two vesselswhich Gungen already owns and operates,the Ottoman Nobility and Ottoman Equity,and two vessels soon to be delivered, theOttoman Integrity and Ottoman Tenacity.

One factor that is of particular interestto Gungen is the implementation of theupgraded AMOS2 Staff Managementmodule. This module includes a new TimeSheets functionality, to manage the watchkeeper schedule onboard.

SpecTec says that this module has beendeveloped to assist in human resourcesmanagement and support conformity withregulations concerning crew management(STCW 95/2010, MLC 2006, OPA 90).

www.mirtac.nl

Anthony Veder has expanded its use ofStar Information Systems’ StarIPS soft-ware package to its newly acquired ships.

The Rotterdam-based company hadbeen using StarIPS for the last four yearson approximately 15 vessels, and hasagreed with supplier MirTac to extend thisusage to its latest vessels.

Anthony Veder uses StarIPS to man-age onboard processes and procedures,such as maintenance planning, stock control, vessel administration and docu-ment control.

The vessels transfer data to and fromthe onshore office to bolster fleet manage-ment, whilst meeting all safety, environ-mental, health and customer regulationssuch as ISM and ISPS.


SpecTec wins two new contracts

Anthony Veder’s newbuilds will implement StarIPS

Anthony Veder to implement Star software on new vessels

SOFTWARE NEWS

cial pilot, before a more complete rollout is planned.

“If you extrapolate this single measure-ment/efficiency project across the mar-itime sector, the cost savings run into tensof billions of dollars,” says Ecodesk CEORobert Clarke.

“Maritime companies like Maersk, BP,Mitsui and Hanjin are making huge sav-ings by undertaking sustainability strate-gy. It starts with measuring energy andcarbon emissions – which gives a wholenew set of metrics to run cost efficienciesinto modelling programs. We have discov-ered literally thousands of companiesworldwide making savings through effi-ciency programs like Ecofloat.”

“Ecodesk.com is about helping busi-nesses realise these savings by providing aplatform for measurement guidance andpublishing. We support all the most promi-nent standards of excellence and activelypromote BSI, GRI, WRI in their efforts toprovide strong measurement criteria.”

www.ecodesk.com

Ecodesk, a public, sustainability databaseof carbon, energy, water and waste, withdata on over 17,000 global organisations,has announced the signing of an agree-ment to deliver the first version of itstraining course, Ecofloat, to Maersk sub-sidiary Svitzer Australia.

Ecofloat 1.0 is a new, interactive digitaltraining course specifically designed forthe maritime industry. The course com-prises ten specific lessons with exercisesfocused on tug operation specifics such asspeed and acceleration, using tide and cur-rent and planning ahead, as well as settingout practical steps to reduce fuel costs andcarbon emissions via idling time and gen-erator load.

Ecodesk aims at delivering a series ofbenefits with Ecofloat, such as reducingfuel consumption by over 15 per cent,reducing GHG emissions, facilitating com-pliance with legislation, as well as boost-ing crew morale.

“I’m really impressed with Ecofloat 1.0,the visuals, the content, and specificallythe way the lessons build up before thefinal summary,” says Gary Vink, engi-neering manager for Maersk.

“We expect this will have a tangible effectwith our crews, as part of the nationwideefforts to save fuel and carbon emissions.”

Svitzer Australia, a subsidiary ofMaersk, is the first to take delivery ofEcofloat which will be deployed in portfacilities across the country as a commer-

buying decisions. Around 50 per cent ofpurchasers begin the majority of theirbuying processes on the internet by usingsourcing tools such as Google or ShipServPages.

Another finding was that one of thebiggest obstacles to adoption of e-com-merce remains a lack of trust. However,the survey found a noticeable decrease inthis metric since 2010.

“This survey is unique in the shippingindustry and it highlights not just theincreasing usage of the internet but alsothe tangible benefits it brings to end-users,” says Mark Warner, business devel-opment director, ShipServ.

“While we expected to see the uptakeof e-commerce grow, there were somewelcome new developments. For example,there has been a fundamental shift in atti-tudes over the last 12 months as shippingindustry users adopt the tools and meth-ods of social media – such as mobile apps,reviews and ratings – into their daily busi-ness practices online.”

The survey collected opinions bothonline and offline from purchasing managers and suppliers from shipown-ers, managers and suppliers during and after the IMPA 2011 exhibition andconference.

“We have seen a very noticeable shiftin attitude in the understanding of thebenefits associated with e-commerce.People are no longer asking why theyshould use it but asking how they can useit to gain the biggest advantage. This is aseismic change,” adds Mr Warner.

Ecodesk signs Maersk subsidiaryto Ecofloat

www.shipserv.com

ShipServ has released the results of its‘2011 Internet Use in Shipping Survey’,an annual survey into the use of the inter-net and e-commerce in the shippingindustry with the aim of building anunderstanding of how trends in business-to-business e-commerce are impactingthe maritime sector.

The company says that results of thisyear’s survey show a quickening ofobservable trends in internet use, withmany respondents adopting new toolsand working methods to adapt to chal-lenging shipping market conditions.

The survey has shown that many moremarine buyers and suppliers are using theinternet to source and transact, with a sig-nificant (15 per cent) increase in usagebetween 2010 and 2011.

In addition, users consider peerreviews on suppliers and the selection oftrusted websites as the two most impor-tant factors in influencing a purchasingdecision from an internet-based provider.

Respondents also said that faster trans-action speed was the greatest benefit ofdoing business over internet.

Moreover, 75 per cent of respondentssaid, in the biggest shift since 2010, thatthey would increase their use of socialmedia in a business context.

Over 50 per cent of respondents saidthey use the mobile internet or a mobileapplication every day.

The survey further highlighted thatinternet search plays an increasing role in

Shipserv releases survey results

Ecofloat could help to reduce fuelconsumption by 15 per cent

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www.dnv.com

Det Norske Veritas (DNV) has announcedthat the 2,000th certificate for its Navigatorsoftware system has been issued, for aninstallation on the 3,500 TEU containervessel HS Chopin at the port of Hamburg.

DNV’s Navigator is designed to simpli-fy port clearance procedures and to ensurethat the crew have the information neededfor any port in plenty of time before theship arrives at it.

“Ever since the tool was introducedback in 2002, our intention has been toease the process of port clearance.Navigator is ‘an all in one’ system reduc-ing paperwork with more than 90 per centrelated to port arrival and departure,”says Odd Arne Haueng, head of DNVMaritime Partner.

“The captain and his crew’s main focusshould be on safe and sound navigation –not on paperwork and bureaucracy.”

DNV says that, based on almost tenyears of experience and ships of all typesand sizes using the tool, it has been shownthat the amount of paperwork is reducedby up to 90 per cent.

Information about main ports and ter-minals is updated in the software, withmore than 1,200 port clearance forms con-taining ship information pre-filled.Navigator also contains checklists, a nauti-

BMT Asia Pacific, a subsidiary ofthe BMT Group, has appointed Per Røedas its managing director. Mr Røed was for-merly head of Vessel Newbuilding at APMoller–Maersk in Singapore. In addi-tion, BMT has also promoted Anil Thapar,who has been with the company for nineyears, to deputy managing director.

Veson Nautical has appointed JohnCarver as its new regional manager for theAsia Pacific Region. Mr Carver will leadVeson’s Singapore office and team, havingpreviously worked at Oracle and SunMicrosystems.

David Hardy has joined ShipServ aschief marketing officer. He comes toShipServ from UK digital marketingagency bigmouthmedia, where hewas group marketing director for threeyears, and has also worked at Marks andSpencer Money, Hilton Hotels, HSBC andAmerican Airlines.

Videotel Training Services hasbeen awarded UK Maritime andCoastguard Authority (MCA) andLiberian Flag (LISCR) approval forHygiene Training across its computerbased training (CBT) programs for ships'cooks and galley staff, as detailed in para-graph 2 (C) of Standard A3.2 of theMaritime Labour Convention 2006.

SOFTWARE NEWS


www.nykline.com

Japanese shipping company, NipponYusen Kabushiki Kaisha (NYK), hasannounced that it has developed a CO2 e-calculator in cooperation with YusenLogistics.

The NYK Group CO2 e-calculator(where the ‘e’ stands for both ‘electronic’and ‘emissions’) is now available ongroup websites.

The system, a first for a Japanese shipping company, calculates the approx-imate amount of CO2 emitted during cargo transport by a containership or airfreighter.

The NYK Group CO2 e-calculator hasalso received third-party verification fromLloyd’s Register Quality Assurance

(LRQA) Japan to certify its accuracy.NYK, having previously responded

individually to inquiries from customersregarding data on the environmentalimpact of cargo transport, especially CO2emissions, decided to develop a tool thatcould allow end users to conduct thesecalculations themselves.

The English e-calculator interface isnow available on group websites andincludes functions to determine CO2emissions from cargo transport through-out an entire route, from loading tounloading, and from the place of cargoacceptance to the delivery destination.The calculated CO2 emissions results canalso be downloaded.

The system can be accessed atwww.nykgroup-e-calculator.com.

“I’m really looking forward to usingthis impressive tool. The tests we havedone and the experience we have gainedhave been very positive. I found this pro-gram to be the best of its type that I haveseen,” says Lawicki Marek, master of theHS Chopin.

NYK launches CO2 e-calculator

The CO2 calculator can be accessed via the NYK website

cal library, data logs for the reporting offorms, environmental documentation andreferences to regulations.

The HS Chopin will also use the passageplanning and work and rest hours reportingfunctions, which are the latest additionalsupport tools available through Navigator.

DNV deploys 2,000th Navigator

The container vessel HS Chopin was issued with the 2,000th certificate for the DNV Navigator software system

www.bmtasia.com.hkwww.veson.comwww.shipserv.comwww.videotel.com

www.videotel.com

Videotel has announced the launch of itsnew programme, Boarding and Leaving aVessel at Sea. The programme is designedto mitigate the dangers of boarding andleaving a vessel at sea or anchorage wherea missed step can mean fatal accidents.

This programme has been designed inconjunction with BG LNG Services andaims at raising contractor awareness ofsafety standards and other issues, andensuring a more consistent quality of serv-ice among third-party suppliers.

Videotel’s new programme is targetedat all maritime professionals needing toboard or alight from a vessel at sea but,addressing a range of maritime safety reg-ulations, it is expected to be especially

valuable for those joining a ship for thefirst time.

Boarding and Leaving a Vessel at Seafeatures six stand-alone sections on theboarding process and is available inVHS/DVD, via interactive CD-ROM andon Videotel’s computer delivery systemVideotel On Demand (VOD).

“Seafarers often have to deal with haz-ardous situations before they even getonto a vessel,” says Nigel Cleave, CEO ofVideotel Marine International.

“Not only is the actual boarding itselfsometimes difficult and hazardous, but theequipment – from the launch itself to thepersonal protective equipment (PPE) sup-plied – may not meet required standards.This is especially hard to control when con-tractors and third parties are involved.”

Videotel launches new training programme

www.grc.qinetiq.com

Keel Marine is to replace its in-housedeveloped ship design software with theParamarine system, developed by QinetiQGRC.

An updated version of Paramarine hasrecently been launched, which the compa-ny says will help to extended the soft-ware’s functionality with improvementsto its reporting, concurrent design anddocumentation capabilities.

"Migrating from our in-house devel-oped software and selecting the most

effective and efficient ship design pack-aged software has been a decision of fun-damental importance to Keel Marine,"said Paul Read, technical director, KeelMarine.

"Following an exhaustive review of themarket we selected Paramarine because itprovided us with all the functionality wewere looking for in the design of commer-cial vessels."

"Paramarine is easy to use, fully inte-grated, fast and built on a modern plat-form and is supported by a comprehen-sive range of services."

Paramarine for Keel Marine

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SOFTWARE NEWS

www.tsb.co.kr

Total Soft Bank (TSB) has announced thatthe company has signed a contract withMediterranean Shipping CompanyTerminal Valencia (MSCTV) to supply itsCATOS solution.

Valencia is the busiest container sea-port in Spain and MSCTV is the secondlargest container terminal in Valencia,having passed 1,200,000 TEUs in 2010.

CATOS will replace the MSCTV’sexisting terminal operating system (TOS).The newest version of CATOS includes

localisation support and uses web appli-cation interfaces to speed up workprocesses.

“We are delighted to enter into anothernew business with MSCTV through ourflagship product, CATOS,” says J.S. Choi,CEO and president of TSB.

“Making the best use of our abundantexperiences in Spain, we will not spare ourefforts to help MSCTV reach the targetedgoal of operational efficiency and level of customer service in coping with thecontinuous volume increase over the yearsto come.”

www.marinesoftware.co.uk

UK-based Marine Software hasannounced that the company has won acontract with Dutch owners and operatorsof specialist heavy lift dry cargo ships,C.T. Drent Beheer B.V.

Under the agreement Marine Softwarewill supply the Dutch customer with anintegrated Marine Safety & Document

Manager (MSDM) software package.The software has already been installed

at Drent Beheer's Delfzijl Netherlandsoffice and will further be installedonboard the vessels MV Kent Sunrise andMV Kent Sunset (DWT 12,000) after directdatabase uploads from existing Word,Excel and PDF document formats hastaken place.

All controlled documents and safety

BIMCO releasing first version of the EEDI Calculator

Valencia container terminal to use TSB’s CATOS

Marine Software supplies MSDM to Drent Beheer

www.seagull.no

Consolidated Marine Management(CMM) has agreed a deal to implementthe Seagull Training System (STS) acrossits tanker fleet, as well as at its head office in Greece and manning office inthe Philippines.

CMM, operating a fleet of product and gas carriers and also running a new shipbuilding programme, said that

the adoption of the training package was part of its focus on quality, integrity,safety, health and protection of the environment.

The STS can be delivered as a laptop ordesktop computer which is pre-loadedwith a package of training tools, includ-ing a Computer Based Training (CBT)library and the Seagull TrainingAdministrator.

The complete STS package is availableonline and can be integrated as anonboard and online software solution.

CMM will also be using Seagull’sCrew Evaluation System (CES) Online in their offices in Greece and thePhilippines. CES is a computer basedknowledge evaluation tool that consistsof a database of several thousand ques-tions, which can be used to assess thebackground knowledge of crew members(Deck, Engine and General Services).

CMM will customise the CES ques-tionnaire to the requirements of its ownsafety management system.

CBT will be made available across thetanker fleet

www.emsysmarine.com

UK-based provider of maritime navigationand communications equipment, W RSystems (WRSystems), has announced thesigning of an agreement with AP Moller-Maersk for the supply of its Emsys laser-based Emissions Monitoring System (EMS).

The EMS is supposed to supply the APMoller-Maersk vessel Maersk Kalmar withemission verification in support of on-goingfuel trials onboard. The installation is partof a wider project between Maersk and theUS Navy to test biofuels on their long-termsuitability for maritime applications.

The agreement is result of successful trialinstallations on two US-based Maersk con-tainer vessels, which were used to provesystem efficacy and aid the marine TypeApproval process under the supervision ofthe American Bureau of Shipping (ABS).

The Emsys system will collect emis-sions and Particulate Matter (PM) data.This data will be included in a perform-ance report to be prepared by Maersk and

audited by Lloyds Register (LR). Data collected will include Nitrogen

Oxides (NOX), Sulphur Oxides (SOX),Carbon Dioxide (CO2), and PM.Additionally the report will detail find-ings on the effects of biofuels on theengine’s fuel system performance and nor-mal wear and tear.

The Emsys system measures emissionsby Quantum Cascade Laser (QCL) tech-nology. PM measurement takes place out-side the stack, which allows a single opticto measure multiple stacks.

WRSystems says the system is ‘mainte-nance free’ and that measuring theexhaust gas ‘hot and wet’ also removes therequirement for costly gas conditioningequipment.

The system carries full Type Approvalfrom ABS for MARPOL Annex VI NOxand SOx regulations. It has been testedand Type Approved for the measurementof PM, Mass Emissions, and the CO2Operational Index, as detailed in IMOCircular MEPC 471.

WRSystems signs Maersk for Emsys

The Kent Sunrise will implement the software package

www.bimco.org

The Baltic and Maritime InternationalCouncil (BIMCO) has announced thatdevelopment and verification testing forthe first version of the BIMCO EEDICalculator is now completed.

BIMCO has developed this calculatorfor the Energy Efficiency Design Index(EEDI) to assist its members calculatingEEDI and plotting a ship’s index againstthe relevant ship type specific regulatorylimits imposed by MARPOL Annex VI.

The EEDI Calculator is an implementa-

information will reside in the main sys-tem index, where data transmissionexchanges between ship and shore willensure the latest document revisions are immediately available on board thevessels.

Audit trails are displayed for each trans-mission which ensures office and ship per-sonnel are in control of their safety man-agement documentation.

CBT for Consolidated Marine

www.nautissim.com

www.vstepsimulation.com

VSTEP has announced further enhance-ments to its simulator software, NAUTISNaval Task Force, designed to provideanti-piracy training as well as criticalresponse training to possible piracy scenarios.

NAUTIS Naval Task Force can be usedfor identification of suspicious behaviourof approaching vessels (using visual iden-

tification, AIS and ECDIS) as well as pirateresponse training.

VSTEP says that the software’s scenario editor allows for the addition of different types of motorised piratevessels and a fully adaptable approachroute.

The program enables crew to deter-mine and train navy and target vesselresponse strategy, with helicopters and arange of different navy and coast guardintercept vessels available for simulation.

VSTEP enhances anti-piracy training

tion of the calculation guideline containedin IMO Circular MEPC.1/Circ.681. Thecalculation guideline is still beingreviewed by MEPC, and BIMCO will issueupdated versions of the EEDI Calculatoras amendments are published in thefuture.

It hoped that the EEDI calculator willmake EEDI performance of known shipdesigns more visible, as well as providingan easy way to assess changes in EEDIwhen design parameters are altered.

The EEDI Calculator is available fromthe BIMCO website for download.

Shipadmin software for two shipswww.shipadmin.com

The offshore supply vessel REM Fortress,operated by REM Offshore, and AkerBioMarine's M/T Saga Sea are to imple-ment the Captains Secretary software sys-tem from Shipadmin.

Measuring 85m by 20m and having adeck space of more than 1000 squaremeters, the REM Fortress is the latest addi-tion to the REM Offshore fleet.

This Wärtsilä VS 485 designed vessel is

a sister ship of the REM Commander,which was delivered in June of this year.

M/T Saga Sea is one of AkerBioMarine's krill trawlers operating in theAntarctic. The vessel employs a new har-vesting technology for krill harvestingchallenges, called Eco-Harvesting.

Eco-Harvesting allows the fishing net tostay under water during the entire operation,with the krill then filtered at the end of the netand pushed upwards through a flexible hose,with air injection creating the upward lift.

p10-25:p1-14.qxd 04/11/2011 13:03 Page 5

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From ship to shore,simplicity is the key to success.

Visit www.marinesoftware.co.uk or email [email protected]

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II n September 2011 shipping compa-nies from all over the world flockedto Houston, Texas, to engage in an

intensive three day exchange of ideas,experiences and recommendations in thefield of maritime software at the ABS Nau-tical Systems (NS) annual user conference.

This user conference has been runningfor 12 years and serves a dual purpose ofintroducing changes and innovations tothe ABS NS5 system to the users, whilealso using the opportunity to draw onthose users’ experiences, criticisms andsuggestions for further improvements.

This year’s conference saw NS intro-ducing its new NS5 Enterprise version. Inthe course of development of this latestedition of the application, NS took a newapproach to usability – instead of testingthe software in-house, NS hired a usabili-ty research company to test the softwarewith NS customers.

The company believes that thisapproach has helped to focus developmenton how a user would employ the software,rather than a software engineer. During thevetting phase, a potential user would, forexample, be shown an interface and askedwhat a certain button should do in order toaddress his actual needs and experience.

So software users have been a majorfocus of ABS-NS’ latest software project –but how have those users’ experiences ofthe previous generation of the softwareshaped their shipping operations to date?

Bernhard Schulte, APL, Seaspan andHumboldt are long standing customers ofNS, and have watched the company growand the software mature.

Due to the companies’ varying opera-tions, they all have diverse needs andapproaches to using the systems, and thesestories and experiences are exchangedonce a year at the ABS user conference.

Romuald Wojtaszczyk of BernhardSchulte, Chris Rodenhurst of APL, DavidKramer of Seaspan and Carlos Beeche ofHumboldt told Digital Ship about theirexpectations and demands for shippingIT, and the benefits and challenges thesesystems provide.

Bernhard Schulte Hamburg manages over160 vessels, and implemented an NS solu-tion when the office was first opened in1999. Starting with ABS Safenet 4, thecompany migrated to NS5 in 2006, a trans-formation that required a change of plat-form from DOS to Windows.

Except for the crewing module,Bernhard Schulte uses the whole NS5 suitefleet wide. For crewing an internal appli-cation is used, which, according to

Romuald Wojtaszczyk, PMS & ProjectManager, is being kept for the momentbecause of the complexity of the datatransfer that would be involved in movingto a new software.

It took Bernhard Schulte five months toset up the NS software in the Hamburgoffice, during which time a variety of datawere entered into the new system, such assettings, companies, vendors and ports.

To implement the software on the ves-sels, new databases, for the purchasingand maintenance module for example,had to be built. However, Mr Wojtaszczyknotes that this took only two months,because Bernhard Schulte utilised an NS5function under which sister vessels canshare information. This allowed the com-pany to copy data from existing vesseldatabases as the project developed, thussaving time.

Through the set up phase the companysays that it did experience some initialproblems, and Mr Wojtaszczyk recalls thatthey were not resolved satisfactorily for aperiod of nearly two years. However, eversince these teething problems have abatedthe suite has worked smoothly andBernhard Schulte has been very satisfiedwith its performance.

Mr Wojtaszczyk says that it takes anumber of years for one IT manager to getto really understand the NS5 system andknow how all the functions operate.Having said that, he notes that it is mucheasier for the everyday user to learn howto use the program for his work.

The company has designed a specialbriefing course for its seagoing staff,which is conducted by Bernhard Schulte’ssoftware experts. Any new master or chiefengineer has to undertake this course (aone day course for a master, with two fulldays needed for the chief engineer).

A special training room at theHamburg office features a set of comput-ers identical to the ones used onboard forthis purpose.

Despite these efforts in this area, in Mr Wojtaszczyk’s experience constantlychanging crews still make it difficult tokeep seagoing staff up to scratch with NS5.

“Using the suite efficiently does not justrequire a good knowledge of the software,it also requires a certain change in usermentality, the change of habits and frameof mind,” says Mr Wojtaszczyk.

To speed up the learning processBernhard Schulte is forcing staff to use thesoftware. One method is that the companyhas made all print-outs traceable. This sys-tem has reduced the paper use by half. Ithas further ensured that the crew fullyutilises the software instead of reverting totraditional print-outs.

David Kramer, SeaspanShip Management

Seaspan first implemented NS softwareeight years ago, and has now deployed thesystem across its entire fleet. The companyuses all of the standard modules that comewith the primary package, which areMaintenance & Purchasing, Dry-dock,Quality & Compliance, Crewing & Payroll.

Seaspan is further planning to imple-ment the Document Manager modulewhen a working version is released, and iscurrently also evaluating the HullInspection (HIMP) module.

The Maintenance & Purchasing modulein particular took the company two yearsto fully implement. David Kramer, FleetManager, recalls that this delay was due tothe fact that they didn’t have the rightguidance, either in-house or from NS, dur-ing the first phase. Even though the shipswere up and running, Seaspan was notfully maximising the software’s functionsuntil after the teething period was over.

Having said that, the company empha-sises that this has now changed signifi-cantly, and Mr Kramer notes that there hassince been a strong Seaspan/NS relation-ship that has helped the company to max-imise its use of the product.

Today it only takes a single day toimplement NS5 when a new ship isbrought into service. The company haslearned to save time by creating the data-base beforehand, which usually takesbetween two and four weeks. Seaspan alsoutilises the earlier mentioned NS5 featurethat allows for cross referencing of sistervessels, thus saving further time.

NS5 is used widely in the office and byall levels of personnel, such as assistants,superintendents, and managers. The soft-ware allows different profiles to be set upfor different job functions and users.

Onboard, NS5 is used by officers,whose profiles are set according to theirrank. The different profiles are used toassign levels of visibility as well as specif-ic user rights.

Seaspan runs a training office in Indiawhere staff are sent for initial trainingprior to using NS5 extensively. A superin-tendent, for example, is expected to be a‘power user’ of NS5 and will be sent to thetraining office for three to four days.

Sea going staff, on the other hand, learnto use NS5 in a day and a half. The train-ing is a mix of instruction and self-learn-ing. They are given a CD with NS5 Notes,detailed instructions on specific aspects ofthe software, and Seaspan’s own ‘SeaspanShipboard User’s Manual for Maintenance& Purchase and Crewing & Payroll’.

Seaspan also makes use of NS’ compli-mentary training, but insists that the train-ing is tailored to Seaspan’s specific way ofusing the software. Mr Kramer notes thatthis also creates a good relationship betweenthe instructor and a Seaspan power user.

“Now that this has been done, the flowof software usage is in place,” he says. “Ina way, you have to enforce it in the begin-ning and make people use NS5 rather thanthe old paper work, but step by step it allfalls into place.”

Chris Rodenhurst, APLAPL decided to install NS5 across itswhole fleet in 2005 and is, for the timebeing, only using the Crewing, Payrolland Maintenance modules.

Onboard, APL officers use NS5 accord-ing to their rank. A restriction to onlyallow users from the second mate up hasbeen imposed to prevent potential acci-dental changes in the data.

APL utilises the NS5 feature that allows

Saving time and money are amongst the key factors when shipping companies buy ship management software.Four shipping companies from around the globe shared their insights and experiences

of using ship management software to improve their businesses with Digital Ship

Years of experience with ship management software

‘You have to enforce it in the beginningand make people use NS5

rather than the old paper work’ – Seaspan Ship Management


SOFTWARE

‘Using the suite efficiently requires a change in user mentality’ – Romuald Wojtaszczyk,

Bernhard Schulte Shipmanagement

Romuald Wojtaszczyk,Bernhard SchulteShipmanagement

p10-25:p1-14.qxd 04/11/2011 13:03 Page 7

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SOFTWARE


for cross-referencing inventories andequipment between vessels. This allowsthe company to interchange spare partsand save money on unnecessary requisi-tions. However, Chris Rodenhurst, FleetTechnical Information Coordinator, notesthat this also means that pressing a wrongbutton can tamper with the whole system.

New APL masters or chief engineersvisit the APL office to learn all they needto know about NS5. Mr Rodenhurst saysthat, over time, the training period hasbeen shortened to just one day because thesolution has become more intuitive.

He further notes that: “NS5 has almostbecome a standard for this kind of pro-gramme. Applying staff put on theirresume that they are NS5 trained.”

Mr Rodenhurst has recently designed acomputer based training course (CBT) forNS5. This, he says, is a result of his previouswork as an auditor, during which he foundthat there were people who didn’t have aclue what their maintenance program did.

“For my staff to know what they aredoing makes my job easier,” he says. “Iwon’t get phone calls in the middle of thenight with people complaining they can’tdo their payroll and it turns out they justmissed a little tick somewhere.”

Carlos Beeche, HumboldtShipmanagement

The Chilean shipping company, Humboldt,has been using the NS5 Maintenance andRepair modules since 2004, and is currentlyplanning to implement more of the soft-ware package’s functionality.

Carlos Beeche, Maintenance Engineer,notes that moving to the NS5 Purchasingmodule will require a huge data transferfrom the company’s previous solution and expects this to take a long time.Nevertheless, he says, this will be doneinternally and without the assistance of NS.

At present, Humboldt operates 18 ves-sels using NS5 but will deploy the soft-ware on another 25 ships before the end of2011, thus uniting the entire fleet under

one management software.The implementation of the NS5 mod-

ules took five years says Mr Beeche, whois solely responsible for the IT system.

“NS5 is easier than Safenet, which weused before, and I do not feel that fiveyears are a long time for one person tolearn about all the different functions andpossibilities of NS5,” he notes.

For new Humboldt crew, such as a mas-ter or a chief engineer, it takes 15 daysonboard to learn what they have to knowabout NS5.

“I make a trip onboard and after 15 days,it is operating completely, including all thedata input and updates,” said Mr Beeche.

Software discussionTo further examine and compare the vary-ing software experiences of these differentshipping companies from Germany, theUS, Canada and Chile, Digital Shiparranged a question and answer sessionthat would allow each company to give itsviews on particular aspects of operationwith these applications.

Below are the answers that each ofthese companies provided during the dis-cussion – for a key to the abbreviatednames used, please see the ‘Who’s who:The Panel’ box above.

DS: What were the reasons to changefrom a conventional – paper-based – shipmanagement system to a software-basedsolution, and why did you chooseNautical Systems?

RW: There is no unified software sys-tem throughout the Bernhard Schulteorganisation and the different centres usea wide variety of solutions. The Hamburgcentre was set up for the KG business, aGerman tax efficient form of investment,whereby only German investors, such asbanks, jointly own vessels that are entirelyoperated from Germany.

Nautical Systems was chosen by theowners’ office after a market evaluation in1999. The evaluation took into account

aspects such as availability and quality ofsupport as well as growth of the softwaresolution. The decision fell on ABS becauseit was regarded the best for support andgrowth over the last ten years.

We can confirm this; we have reallygood support all the time. Even though atthat time we were the only big company inGermany using the whole managementsuite, ABS opened a branch office inHamburg, close to Bernhard Schulte. Nowother big German companies such asReederei Claus-Peter Offen GmbH & Co.have bought NS5.

CB: Seven years ago Humboldt decidedto implement NS’ solution Safenet ratherthan continuing to use a paper based sys-tem. A client referred Nautical Systemssoftware to Humboldt, so we had someknowledge of the company. There wasalso generally a good feeling in the marketabout Nautical Systems.

It has been a valuable tool, helping usto get organised and get more structuredin the company. We have been able todownsize on resources especially man-power and related costs. There is also lessuse of paper and it is easier to get all theinformation organised.

DK: It is a no-brainer that you needsoftware to run maintenance, to do properscheduling, to maintain records, and tomanage crewing and payroll.

At the time when we decided to imple-ment a software solution, we felt that NS5offered a workable solution at a realisticprice.

DS: What convinced you that the ABSNautical System software would suityou better than what was offered by itscompetitors?

RW: It is things such as these confer-ences. They have been going on for 12years and I am attending them regularly.

What we are doing here in these groupsis fantastic. We make a lot of suggestions.Not all of them are possible to implement.But whatever is technically feasible isalways realised.

NS always thinks on the level of devel-opment. This means that the system iscontinuously growing and this really sets it apart from its competition.Nautical Systems really thinks about itsusers and creates its functions according-ly. You can see how they understand thecustomer’s needs and implement themwherever possible.

As part of a classification society, ABS,Nautical Systems is always informed aboutnew trends in the industry and in the clas-sification process. This is very helpful for usespecially with regards to the plannedmaintenance system (PMS) class approval,which NS5 makes a lot easier.

With NS5 the class surveyor comesonly once a year for annual class confir-

mation and everything that was done lastyear can be checked in the software. Thissaves a lot of money.

We feel that Nautical Systems is a real-ly good company and they are doing agreat job for users. Sometimes they mightnot be successful, but they think about theproblem and in the end there is always asolution.

CR: NS5 is still growing and theirexpertise is good, especially the mechani-cal part, eagle.org.

The fact that Nautical Systems isbacked by a classification society, ABS,makes them preferable. A lot of peopledon’t know what a ship is. So if you havea strictly software program that is built onshore and the developers have never seena ship then it is difficult to get it right.

And you notice if the writer of softwarehas been on a ship and knows what he isdoing. We ripped the software apart bit bybit and had a good look at it. You couldtell that it was done in teams. And someteams maybe knew what a ship was butthen the other team didn’t. So, yes, beingassociated with a classification society isvery helpful.

You have to have a maintenance part-ner by international laws. With NS5 thework flow has become a lot easier and todo it on a piece of paper would be proba-bly more costly. A superintendent, perhour, costs a lot of money. We save onman-hours and also in general. That is thebottom line, it saves us time.

DK: NS5 might not be the best softwarebut it does what it needs to do, it covers allthe essentials of the business process andwe make the best possible use of NS5 as aone-stop-shop solution.

Nautical Systems portrays an objectiveof understanding the client, and as best aspossible, meets the client’s needs. Thecompany has been willing to listen to feed-back and has been very good at improvingand at taking in new ideas and concepts.

Change and improvement has alwaysbeen on the agenda. However, sometimesthese changes haven’t been fast enoughand they have tried to grow too quicklywhich resulted in them not getting thebasics right in some cases.

Having said that, in the more recentpast, they have got on top of faultlessdevelopment and they now manage thedevelopment in a far more mature man-ner. Now they develop new featureswhilst at the same time making sure thatthe existing features remain operational.

They are affiliated with a classificationsociety, ABS. That’s a unique position, fora provider of ship management software.The difference is that a classification socie-ty is under no circumstances going to dis-appear. The classification society willensure that NS grows as should NS5 col-lapse, the classification society will lose aSeaspan’s seagoing staff learn to use the software system in about a day and a half

The panel consisted of (abbreviations in brackets):(RW) - Romuald Wojtaszczyk, PMS & Project Manager, Bernhard Schulte

Shipmanagement, Germany(DK) - David Kramer, Fleet Manager, Seaspan Ship Management, Vancouver(CR) - Chris Rodenhurst, Fleet Technical Information Coordinator, APL,

United States(CB) - Carlos Beeche, Maintenance Engineer, Humboldt Shipmanagement, Chile(DS) - Digital Ship

Who’s who: The Panel

p10-25:p1-14.qxd 04/11/2011 13:04 Page 9

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SOFTWARE


number of its clients. It gives credibility toNS5 and it gives certainty to the clients.

DS: How has using software helped toimprove your company’s operations?

CB: Implementing NS5 has primarilyhelped us to better organise ourselves.Another advantage is that some nationali-ties, especially the Russians, more easilymanage their vessels with NS5 than without.

Humboldt is part of Ultragas, a subsetof companies that manage different typesof vessels in their fleet. With NS5 theorganisation has a common operating sys-tem that allows us to interchange informa-tion within the organisation on the differ-ent vessel types. So that makes it easier forall the companies.

NS5 has a function that allows to cross-reference information between sister ves-sels in the database. We are able to trans-fer information within Ultragas when ves-sels change ownership or managementwithin the organisation. It is a time andmoney saving process.

For example, we have four Panamaxvessels and we have been able to take theinformation from one vessel to the other.The same applies to the gas tankers.

DK: NS5 has helped to reduce ourpaperwork. We have more control and thevisibility is much greater. It is much easierto find documentation and to manage theships. The benefit with the software lies inbeing able to measure efficiency, improv-ing visibility, the ability to find informa-tion more rapidly, to track problems, andto manage projects more efficiently.

Also, having one main software solu-tion allows us to become more proficientin the NS software than if Seaspan had anumber of different software solutions.The software is saving Seaspan time aswell as keeping the head count down.

NS has put more focus into the mainte-nance and purchasing module, that is themost mature part of the software. Thecrewing & payroll module has also addedgreat benefit to us. There were areas in thecrewing module which needed a lot ofattention, but NS has given the crewingmodule the necessary attention andnumerous fixes have been released.

The next module that we will be usingin a greater scope than we presently do isthe quality and compliance module. Thismodule needs further refining in the logicand process flow. It seems that more theo-ry was applied than actual usability indeveloping this module.

The dry-dock module has also addedconsiderable benefit in improved dry-dockmanagement, from the job descriptions, tofinancial management and reporting.

It is difficult to determine a return oninvestment (ROI) as Seaspan wasn’t usingany software before NS. It is clear thoughthat companies that run a paper-basedsystem need more staff in the office tomanage the business process, tracking,and paper flow.

The use of software is often a catch-22between what is needed and what can bedone. This is because it is easier to dorecord keeping, tracking, statistics, etcwith software than a manual process andhence more is demanded from the soft-ware than the manual system.

With respect to savings, I would saythat better business processes have given

savings on time and personnel.CR: We didn’t have a choice. Prior to

what I do now, I was a senior marineinspector to the government. I would toaudits on maintenance programs and theywould simply not work. NS5 is one of thebetter off-the-shelf programs available.You can get a better custom program, butnot by much.

RW: For us, the Purchasing module hasthe greatest impact. In Germany, man-power is very expensive and the costs fora purchaser in a lot of other BernhardSchulte centres are about 50 per centlower. On top of the salaries come the highGerman social costs, a position that is a bigfactor for a company.

With NS5, our purchasers can operateten vessels at the same time without doingovertime, whereas before they could onlyoperate four, maximum five.

We combine NS5 with ShipServ’s pro-curement system. We have tested this andit is working perfectly together becauseany changes in the interface are, asShipServ is a strategic partner of ABS,done at the same time and in tune withNS5 and never affect the user.

Quotes, requested through ShipServ’ssystem, for example, are automaticallyand seamlessly uploaded into NS5. Also,vetting inspections are no problem withthis fully electronic system.

Another huge advantage is that there isno paperwork anymore. Everything isdigital. If you come into the office inHamburg, all you will see on the shelvesare the vessel manuals. And we do some-thing for the environment.

It is also smaller things that help us.NS5 features an export option supportingall conventional formats. This helps us alot since we use three different financialsystems; our group system, Navision andour old accounts system, and are thus ableto export our financial documents in achosen format.

No other system on the market sup-ports this variety of formats and usuallyonly one export format is offered. It meansthat one has to build a system to convert tothe needed format. This is useless becausetoo many conversions make room for mis-takes and data loss.

Through the implementation of thePurchasing module there is a very fastROI. It allows us to substantially save onmanpower. With NS5 we have been ableto reduce the amount of purchasers perfleet from 6 to 3, which is a reduction by50 per cent.

We do not even need backup staff foremergencies or to cover holidays sinceunder NS5 our purchasers are able to takeover the vessels of another purchaser onthe short term. This has saved us a lot ofmoney and it is really working well.

DS: To what extent has your companychosen to customise the software, and hasthis been done to your full satisfaction?

DK: Customising software is probablythe most costly thing you can do to a pur-chased software package. If you want to cus-tomise the software, then why buy some-body else’s software? You will be paying forany little change that you want to be done tothe software, which makes upgrades of thatsoftware harder as well. You are goingdown a very slippery road with customisa-tion and to me it just never stops.

Seaspan does customise, but in a differ-

ent way. We look at the software, find outwhat tools there are, and look at ways inwhich the software and tools can beapplied so as to use them to their fullpotential. We are using parts of NS5 tomake them cover work processes otherthan those that they were originallyintended to do, to suit Seaspan’s needs.

We are using one part of NS5 in fivedifferent ways to serve five differentneeds, instead of five different customisedsoftware packages or paid for updates toNS5. This requires us to think more and tosee the concept behind the functions. Inthis way, customisation doesn’t cost.

As an example – NS5 calls a particulardocument a ‘work order’. We find out ifwe can rename that document or use thesame format for a different purpose fromwhat the software designers intended. Inmost cases the answer is yes.

CR: We have customised the softwarein the replication cycles. And I wrote somespecial scripts that we wanted. The under-lying piece of the software we don’t playwith. That's because it is very risky to

change things, lest you might break them.Also, if you do, every upgrade has to bechanged as well. And if you break it youmight as well find another job.

RW: We are mainly customising whatis done outside NS5. We prefer to stayclose to the original NS5, since the admin-istration for our more than 200 vessels isdemanding, especially if every new patchhas to be specially configured.

There are several examples of how wecustomise around NS5. Having said that,Nautical Systems has also done some cus-tomisation for us.

As an example – prepayments must beregistered on a dedicated prepaymentaccount and not on the equipmentaccount. Only after the final invoice hasbeen received the whole amount is to beregistered on the equipment account,whereas the prepayment account has to bereset to zero. For that Nautical Systemshas created a hotfix for us allowing us toadd negative amounts to our documents,thus solving the prepayment problem.

NS5 has given us about 90 – 95 per centflexibility to change modifications of thesystem and make it fit for what we do andneed. The remaining 5 – 10 per cent cannotbe modified because it is an out-of-the-boxsystem.

DS: Nautical Systems has run user con-ferences for the last twelve years, encour-aging customer feedback. How well andto what extent has your feedback beenimplemented?

CB: We have many relevant examplesof Nautical Systems integrating our feed-back. I go to the user conference regularlyand give plenty of suggestions.

One particular one is a port categorylibrary search within NS5 which I suggestedin 2009. And in NS5-5 that changed and wasimplemented by NS. I was satisfied withthe speed of the implementation as well.

DK: NS has user committees and a webbased reporting tool for problems andsuggestions. In software development, it isimportant to see that the clients under-stand the intended direction/course of thesoftware and that this will meet theclients’ needs.

NS makes the effort to achieve this. It isan aspect that they have improved on andthey are making sure that they are gettingthe user feedback. NS takes a beating atthe user conferences with a smile andgives constructive feedback as to how theyintend, or don’t intend, to move forwardon specific issues. There is a good devel-oper/client interface which benefits bothparties. I do not know of another shipmanagement software developer that doessimilar user conferences.

As to Seaspan’s suggestions orenhancement requests to the software, Icould talk about all modules and say thatSeaspan has played a part in the enhanc-ing/fine tuning and input to specificaspects of the software in numerous areas.

The Dry-dock module is a good exam-ple of where NS worked with a client teamand implemented clients’ suggestionsbefore and after the software was released;Seaspan played a part in this.

There is a feature all over NS5 where alittle screen is pulled up when you click ona black arrow on the right hand side. Ifyou click over the arrow, whatever is on

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SOFTWARE


that screen list can either be printed toPDF or screen, or exported to Excel.Basically you can get a list of informationinto Excel. This seems like such a simplefeature but it has given greater manipula-tion in reporting aspects.

Some of the updates/enhancements arevery small, like an extra column. NS maycome back to us and say that that enhance-ment is just too small and that no otherclients want this update, or they comeback to us and appreciate that somethingwas identified which nobody else hasidentified, but which actually makes a lotof sense for a variety of users and thus itwill be implemented.

Sometimes they come back to us andsay, if you want a particular enhancementthen there will be a charge for it, and atother times they implement it becausethey see it will improve their softwaresuite for a lot of other customers. That’s avery fair relationship.

RW: In the new NS5 Enterprise versionthere is a very large enhancement. It is afunction for budget control, especiallyintroduced for ship management compa-nies. We worked on this with NS.

For ship management companies thevessel operation costs are limited to the feethey get from the owner. Therefore thesecosts have to be closely monitored.

NS has implemented a very strictapproval process for us. According to rankof the staff there are limits up to whichthey can approve of orders. A superinten-dent may be entitled to approve of invest-ments of up to $10,000 USD, a fleet man-ager of up to $20,000 USD and everythingabove goes straight to the financial man-ager, who controls the cash flow and hasan overview of the fleet’s expenses.

This implementation was done for us

by NS without any additional costs,because they realised how essential thisfunction may be for their other customers.

CR: NS does a good job cataloguing it.You hear a lot of “I told you this last yearand the year before”. They do a reallygood job of collecting but we have rarelyseen anything happening after and it takestoo long.

They know what we want but theyhaven’t always been able to implement it.But this is something they are changingnow. They are bringing in an extra BETAtesting step before the software is releasedto the clients and they have also changedtheir customer service

NS is also employing additional staff,which raises our hopes that in the futureour suggestions will be addressed andimplemented faster.

DS: How has the crew reacted to switch-ing from conventional paperwork to asoftware based solution?

RW: It has been the same than with anysystem. There are some people who arevery happy and there are some who arenot happy. In general we have no problemwith highly educated seafarers.

Usually it is easier for younger people.But it seems to be dependent on age aswell as on the cultural background. In ourEastern European offices we have verygood old engineers, but with regards tothe computer-related tasks we had to starttraining them from scratch. A few yearsago some even didn’t know how to use themouse. But we found a way to train themso all of them are able to use NS5.

There are, however, problems with thecrews being educated on courses only. Wehave extended the training for them and itworks well now. We have noticed that we

need for them to implement whateverthey learn into reality. Then they remem-ber. After the extensive training we havegood results with them in NS5.

CR: In the beginning some were resist-ant but after a couple of months every-body was ok. Now they like it in general.There is a huge difference betweenyounger and older staff though. Oldercaptains only do enough to do what needsto be done. Younger guys like to play withit and want to make it better and that’sscary, because it risks the whole system.

DK: For the crew the software system isnot an issue. It has happened over years.Software on ships has been around formore than fifteen years in various formsand there has been a gradual change fromconventional paper work to electronicwork. There is no real resistance to it.

In the early days of software imple-mentation there was some duplication ofwork, but 90 per cent of the duplicationhas been cut out. The approach to adoptneeds to be, “If you do it NS5 then youdon’t do it anywhere else”.

Personnel ashore and at sea in today’sworld have to use software whether theylike it or not. Most have adapted or haveaccepted it without question. It is what itis, get on with it, or don’t work here.

Most personnel see the advantages ofusing software and in many ways theywould like to see more things in NS5. Oneof the aspects to deal with is that NS is avery big system with many functions, sothere is only so much you can train yourstaff and only so much that can be expect-ed from them.

It would be great to do everything inthe software but it’s just not realistic.Seaspan’s focus is on the core aspects andthe core functions that are needed by shipstaff and office personnel and it is ensuredthat they do those core functions.

DS: How do find the Nautical Systemssupport and, if you had problems, howhave they been dealt with?

DK: Support has generally been good.It has gone in waves because NS havebeen busy trying to release a new versionof the software. However I find thisunderstandable. Occasionally the slowsupport has had an impact on work flow,but when we have had a real issue, sup-port has not been lacking and they havebeen quick to resolve the issue.

If there has been a problem that hasstopped us working in the office then theyhave been there on the day, either on thephone or physically at our office whenneeded. They have worked with us toresolve the problem. This interactive sup-port has been great.

As with any software, you might get afix or a release that actually doesn’t fixthings but breaks something, in thesecases a hotfix has been released the nextday or very quickly.

We haven’t had anything that hasstopped us working completely, but therehave been issues that have caused usheadaches. NS has been quick enough torespond and they haven’t left us dead inthe water.

RW: I am happy with how fast the sug-gestions are implemented. We had prob-lems with a part of the software, whichwasn’t working well after an exchange of

software versions. But ABS manages tofind a solution very fast. Generally wedon’t have huge problems.

CR: There are a few things the softwareis lacking and we haven’t seen these beingdealt with very quickly. The software ingeneral is a good snapshot of what needsto be done.

We had problems with how NS imple-mented changes. In the past NS would puta package or upgrade out that was notproperly vetted. It would come to the cus-tomer almost as a BETA and it would beup to us to complain and change things.This is manpower intensive.

Nautical Systems has announced thatthey are going to change this now. Thereis to be a third party testing before thesoftware comes to the customer, whichwe welcome.

DS: What trends do you foresee for the middle-term future of softwaredevelopment?

DK: NS has rethought its focus on howthey are doing things. They have broughtin a different team which is a more experi-enced and mature in the software. Nowthey are looking at the development andquality of the software in a very focusedmanner.

NS have now set up real testing beforethe software goes out to the customer. Theylook at how a user would test somethingand not how a software developer wouldtest something. This is a very big differencein this approach to the earlier years.

They have also redistributed responsi-bilities for the various modules of the soft-ware, which gives ownership and credibil-ity. So somebody is on the line if theirmodule of the software isn’t working. Thishas all helped in improving the directionNS is taking and I hope and believe thatthe development is going to be even betterin the future.

The software isn’t young anymore, theyhave a lot of clients, and they cannotafford to lose them. I expect the ABS-NSsoftware to continue improving fromwhere it is today.

CB: The program is very big. Thereforeit has a lot of entry ways for a small com-pany like us and offers a variety of differenttools. We pick the modules and the func-tions within the modules that we want touse and little by little adapt the functions tohow we run our business. ABS has beenchanging and improving rapidly and I amcertain there will be more tools.

DS: What are, in your opinion, the keyissues to focus on when choosing newmanagement software?

RW: It is not so easy to answer. Firstly,the structure of a company has to beanalysed and understood. Not everyoperation method fits in with every soft-ware solution.

You have to find out if the software canbe adapted to your needs or if you are pre-pared to make changes in your structure.Software implementation always requiressome changing of existing procedures.

DK: Any company looking at new soft-ware has to decide on what are their coreneeds and what do they expect out of soft-ware. If maintenance and purchasing isyour major focus then a different solutionmight be more favourable than if you are

At the 2011 user conference, NS intro-duced the new version of its softwaresuite, NS5 Enterprise. The companysays it has made some major improve-ments and the next generation versionis all about user experience, easy navi-gation and getting information fast.

Enterprise features a new user inter-face, which has been designed accord-ing to research done by a usabilityresearch company hired by NS in 2010.

This company worked with a broadselection of new and existing NS clients,gathering their feedback on numerouscritical software performance elements,such as user experience, navigation,speed and reporting, which was used inthe development of the new application.

NS says it regards the user interfaceas the ‘business card’ of the softwarethat can make it or break it, and hastherefore tried to make it as intuitiveand attractive as possible.

The Enterprise version is more per-sonalised than previous versions andallows the client company, as well asthe individual user, to make their ownmark on it.

Every user has a personal user pro-file. When they log-in they see a dash-board that only displays the parts of thesoftware that they need to use and are

allowed to access. The dashboards alsoallow users to examine Key PerformanceIndicators (KPIs), including fleet-widedata for maintenance, supply chain,safety and personnel records.

This personalisation is hoped tomake the user interface easily manage-able and less crowded, thus reducingthe time it takes to get to grips with thesoftware. The user profiles stay thesame when crews change vessel, againreducing the amount of time spent onfamiliarisation.

This way, functionalities can also beadded at a later stage, when the user hasbecome familiar with the basic interfaceor takes on additional responsibilities.

Another addition in NS5 Enterpriseis the ‘workspace’ function. This is acompilation of jobs that need to be doneand are specific to the user profile.Items from all modules can be draggedand dropped into the workspace.

Further new functionality allows theuser to access the latest available busi-ness intelligence data and drill downinto vessel specifics from a graph or a chart.

With Enterprise now available, NSsays that the next stage of developmentit is currently focusing on is the intro-duction of a mobile version of NS5. �

Launch of NS5 Enterprise

p10-25:p1-14.qxd 04/11/2011 13:04 Page 13

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SOFTWARE


just looking for software to manage quali-ty and compliance.

Then they will have to check if the com-pany providing the software meets thecore needs and if they are met, then whatother advantages might the software havethat adds benefits. In a sense these arebonus points.

NS5, like most other products, is betterin certain modules than in others, they arenot all as good as the other. NS5 is an all-encompassing software which can meetmost clients’ needs if used correctly.

For us the fact that ABS has been verywilling to work with the client has beenvery important, as has the fact that thesoftware has continuously developed.

ABS listens to its clients. They do notalways implement, but they give logicalexplanations as to why not. In generalthey find a suitable solution to their cus-tomers’ needs.

Within six months a company, who hadnot previously been using ABS, couldhave a very good implementation done ona number of vessels but it all depends onthe commitment in the company. It has tobe top down with full support. It is imper-ative that a fully thought-out user manualis developed for the company on theirusage of the software, this will shorten theimplementation phase.

CR: Importantly, a company lookinginto software should make sure it makes

information viewable by the office and theship, if possible within very close timeframes. We replicate via e-mail, which isalmost real time.

If the chief officer on the ship changessomething in the system, you want it to beviewable in the office straight away orwith as little delay as possible. This isespecially important for emergency pro-curements, where near real time transfer istime and money saving.

Another issue when deciding on newsoftware is that training does take sometime. And the more complex the program,the more training is needed. A companyneeds to have enough time to do this. Thathas to be considered.

CB: For an IT officer who looks into anew system it is important to find a com-pany that offers good support. With suchan extensive suite a lot of the work timewill be spent with the same people at thesupport end and it is important that agood relationship can develop. I spend alot of my work time, probably 15-20 percent, on the software solution.

NS provides this good support. For themaritime industry ABS provides a safeand secure tool. NS5 saves time and cre-ates a more efficient environment, crewscan manage more efficiently within theirvessels and they can exchange informa-tion quicker. This makes operations moreefficient.

www.bassnet.no

Norwegian provider of fleet managementsoftware, BASS, has announced the sign-ing of two new agreements with Dutchcompany Fairstar Heavy Transport NV(Fairstar) and Philippines-based SandiganShip Services.

Fairstar, a provider of marine heavytransport solutions specialising in high-value cargoes for the offshore and onshoreenergy and construction industries, willuse the software for maintenance, pur-chasing, safety- and risk management, aswell as crew management.

“The system is DNV (Det NorskeVeritas) approved. The latest version ofthe system has been very well received inthe market. This system will help Fairstarin executing her ‘Red Box’ strategy,” saysFairstar fleet director, Willem Out.

Fairstar’s ‘Red Box Strategy’ is aresponse to the drop in day charter rates,and the current oversupply of convertedoil tankers into semi-submersible heavytransport vessels that has disrupteddemand for the last two years.

“After careful consideration and com-parison, Fairstar has chosen BASS to imple-ment a Fleet Management System that with-stands global demands for safe, optimised,reliable and profitable ship operations,”says Fairstar’s fleet manager Gerhard Quist.

“The integrated BASSnet suite enablesFairstar to remain in compliance withexisting and emerging maritime regula-tions, and fulfils the most demanding

requirements of our customers and audit-ing organisations.”

Meanwhile, in the Philippines SandiganShip Services has signed up with BASS forthe delivery of BASSnet Maintenance(PMS) software for its fleet of vessels.

To date, BASS’ PMS (PlannedMaintenance System)/ Inventory controlmodules have been installed on 11 ofSandigan’s ships, with another 16 vesselsslated for installation by December this year.

The contract was agreed following aselection process featuring BASS and fiveother marine IT companies.

BASSnet Maintenance is built onMicrosoft .NET technology, and will oper-ate as a planned or structured maintenancesystem which handles Sandigan vessels’components, spare list and job maintenanceprocedures, verified by a superintendent.

Vessel maintenance information isreported and accompanied by relevantdata, including lists of spare parts, andtransfers of materials and maintenancejobs impacting ships, as it is fed into thesystem. Additional information includingphotographs, measurements and reportsare also attachable.

Once the vessel has carried out updateson the jobs completed, a replicator is runand all information is automatically trans-ferred to the company’s office database,providing a maintenance history of thevessel accessible to both personnelonboard as well as in the office.

With the use of a planner filter, jobs can

be separated based on their importanceranking, and a Planner screen displays anoverview of the maintenance tasks ahead,showing the scheduled jobs based on thefilters that are specified.

Once a job is concluded, the reportingsystem offers an option to move the justconcluded job to history. This 'move tohistory' option is controlled by theMaster/Chief engineer onboard a vessel,or superintendent in the office whoreviews the job reporting and makes anycorrections/additions as required.

The system also offers a sub-compo-nent function, for equipment that is mov-able, and has its own life cycle and main-tenance programme. This sub module willplan the maintenance programme for thatequipment by keeping track of runninghours separately, in the case of things like,for example, main engine pistons andexhaust valves.

“The BASSnet fleet management systemhas many features which will enableimproved decision-making throughout ouroperations and achieve greater transparen-cy, for internal review, follow up, reporting,and business improvement, as well as forreporting to external parties and our stake-holders,” said Capt Tomoyoshi Yanagita,president of Sandigan Ship Services, Inc.

“More automated processes, lessadministrative paperwork, compliance,and a better understanding of how theentire fleet is run with BASSnet fleet man-agement systems are what we hope toachieve in the long term.”

www.abs-ns.com

ABS Nautical Systems has announced thatit has been selected as the asset manage-ment software provider for the StarClippers cruise line, based in Monaco.

Star Clippers will implement theMaintenance & Repair, Purchasing &Inventory and Crew Management mod-ules, as well as the accounts payable andpurchasing accrual interfaces from ABSNautical Systems’ software suite, NS5.

The new system will be implementedon all three of its sailing vessels and at acentral office, replacing Star Clippers cur-rent paper-based and Microsoft Excelmanagement system.

The NS5 modules, says ABS NauticalSystems, will assist Star Clippers in record-ing, scheduling and managing aspects ofmaintenance work for the sailing ships, aswell as managing transactions related topurchasing, inventory, vendor cost com-parisons, and recording data pertaining toits current and past workforce.

“Our software solutions will give StarClippers a range of improved manage-ment functions – from basic businesstransactions to the essential maintenanceof its ships,” says Karen Hughey, presi-dent and COO of ABS Nautical Systems.

“We are pleased to be expanding ourinvolvement in the specialty cruise indus-try and look forward to a long relationshipwith Star Clippers.”

Fairstar and Sandigan go for BASSnet ABS Nautical Systems in

Star Clippers deal

DS

p10-25:p1-14.qxd 04/11/2011 13:04 Page 15

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The fact that these exercise objects canchange their threat status from simplefishermen to aggressive attacking piratesduring a scenario will help the trainingorganisation to provide situational aware-ness training, from the early radar obser-vation to the final visual identification.”

“Our Navigational Simulator can alsoprovide naval ships and helicopters asescort objects for Convoy sailing and com-munication procedure training. This is onlya first start of a series of planned function-ality, as we see the piracy problem and itsharm to commercial shipping unfortunate-ly not as a short term threat only.”

The Anti-Piracy solution has alreadyfound its first users: the US MerchantMarine Academy, Malaysia InternationalShipping Company and Akademi LautMalaysia have already started coursesusing this new Transas development.

www.veripos.com

Veripos has announced the signing of anagreement with Alphatron Marine BV ofRotterdam, whereby Veripos will provide20 of its LD3 modular integrated mobilepositioning units to Alphatron, which willdeploy the units aboard a series of DP ves-sels currently being outfitted on behalf ofa number of operators.

The LD3 modular integrated mobilepositioning units have been designed togenerate positioning from metre todecimetre accuracies and can also be usedas sensors to output received data andGNSS measurements to external process-ing or quality control software.

They can be operated with both highand low-power satellite transmissions,given appropriate antenna configurations.

Alphatron Marine has outfitted over415 seagoing new build vessels of all typeswith marine electronics equipment.

“This contract further demonstrates thatour products meet the demanding require-ments of the marine market whilst remain-ing commercially attractive,” says Veriposmanaging director, Walter Steedman.

“We are proud to supply AlphatronMarine and look forward to serving theend users with our range of position solu-tion services in the future.”


www.transasmarine.com

Transas has developed an Anti-Piracysolution that will support maritimeschools in performing relevant training.

The Transas Anti-Piracy package simu-lates a mothership, a smaller mothershipand four fastboats with different speeds.The look of all vessels is typically ‘pirate’:badly maintained and rusty.

The fastboats have four different visualstates that can be triggered during exercis-es to increase the threat by escalation lev-els from ‘fisher’ to ‘aggressive pirate’ state.

The goal is to help trainees understandwhat effect their avoidance manoeuvreswould have and give them practice inencountering potential hostile targets,evasion techniques, communication, mak-ing contact and engaging.

During an exercise, trainees learn how todetect a hostile pirate vessel using ECDIS,radar plotting, AIS information, visualsightings (by fuel barrels on deck, weapons,type and number of crewmembers etc) andby comparison of target data with knownbehavioural patterns of pirate vessels.

Evasion techniques for merchant shipsinclude avoidance of contact with poten-tially hostile vessels or keeping out ofrange of known hostile vessels’ weaponsusing course and speed changes.

Finally, preparations, best angle ofapproach and practising of best courseand speed decisions are included.

If the simulator configuration compris-es more than one bridge, both attackedmerchant ship and assaulting pirate vesselcan be loaded as own ship.

Pirate vessels as own ship can be con-trolled in a more realistic way to simulatetypical attack patterns. This allows thebridge team to understand what effecttheir avoidance manoeuvres would haveif the scenario is observed from thepirate’s view.

“Anti-Piracy training is all about earlyreconnaissance and recognition and thenabout initiating the countermeasures andbest management practice at the earliest”says Ralf Lehnert, Transas MarineSimulation Business Unit director.

“That’s why we put a lot of effort intomaking those typical piracy attack vesselsvisually very close to reality and also pro-vide realistic manoeuvring characteristics.

Transas develops Anti-Piracy training solution

ELECTRONICS & NAVIGATION NEWS Digital Ship

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p26-44:p15-25.qxd 04/11/2011 13:37 Page 2

ELECTRONICS & NAVIGATION NEWS


www.martek-marine.com

V.Ships, via its Seacom Electronics sub-sidiary, has agreed a contract with MartekMarine for the supply of a Navgard BridgeNavigation Watch Alarm System(BNWAS).

The initial order is for a NavgardBNWAS compliance package comprisinga Navgard panel with two weatherproofexternal resets, an internal reset, threecabin alarms and four high intensity audiovisual alarms.

Martek will also deliver an illuminatedpush-button reset for the bridge, a bridgewing reset button, officer cabin alarm anda high intensity corridor audio-visualalarm.

Martek says that it expects the initialcontract to be followed by orders for fur-ther packages to be installed on V.Ships’vessels during the next three years.

The Navgard system comprises either abulkhead-mounted or console-mountedcontrol panel with an onboard PassiveInfra-Red (PIR) movement detector with a10m range.

Martek says that Navgard is theworld’s first BNWAS system fully typeapproved by all major classification soci-eties, and that this was a particularlyimportant factor in Seacom’s decision toopt for the technology.

“This saved us from the hidden costsand risks associated with getting addition-al approvals,” added Neil Sayce, manag-ing director of Seacom Electronics.

Imtech to supplySeaspan

www.orbcomm.com

ORBCOMM has announced the successfullaunch of VesselSat1, an AutomaticIdentification Service (AIS) enabled satel-lite built by LuxSpace Sarl.

VesselSat1 launched from the IndianSpace Research Organization's (ISRO)launch pad at Sriharikota in AndhraPradesh near the Bay of the Bengal. Thesatellite successfully separated from thePSLV launch vehicle in a proper equato-rial orbit.

ORBCOMM is the exclusive licensee forthe AIS data collected by VesselSat1.

After successful completion of in-orbit

testing and check-out, VesselSat1 willexpand the coverage of ORBCOMM's satel-lite AIS service in the equatorial region, andprovide additional capacity, higher refreshrates and improved message deliveryspeeds for ORBCOMM AIS users.

In addition, VesselSat1 and VesselSat2,which is planned to be launched later thisyear, will supplement ORBCOMM's nextgeneration (OG2) constellation of 18 AIS-enabled satellites that are currently underconstruction.

These two AIS-only satellites will haveequatorial and polar orbits respectively,and complement the OG2 constellation.

"The successful launch of VesselSat1

ORBCOMM launches AIS satellite

Kongsberg Maritime has com-pleted the acquisition of Evotec AS,originally announced in July of this year.Evotec AS develops technological man-agement systems for the seismic, subseaand supply markets, among others.

Kongsberg Maritime has alsoreceived system Type Approval fromGermanischer Lloyd for its BearingWear Condition Monitoring (BWCM) sys-tem, meaning it is now approved for useto help in avoiding open-up inspections.

The UKHO’s chief executive, MikeRobinson, has stepped down after fiveyears at the head of the organisation. Ian Moncrieff, currently chief operating officer and former UK NationalHydrographer, will assume the role ofchief executive with immediate effect.

The UK Hydrographic Office(UKHO) has also appointed GarethLewis as non-executive director on theHydrographic Office Board (HOB).

Imtech Marine is opening a newoffice in the Algeciras-Strait of Gibraltarregion, Spain. The office is the 74thlocation in the company's global servicenetwork.

Comark Corporation has appoint-ed Rick Smudin as director of military andmarine sales. Mr Smudin was previouslywith Sun Microsystems and AMD,and is a Lt. Colonel in the US Army.

into an equatorial orbit is a significantmilestone in providing broader coverage,expanded data collection capabilities andhigher detection rates for ORBCOMM'sAIS service," said Marc Eisenberg, CEO,ORBCOMM.

"We look forward to once again deliv-ering AIS users the most comprehensiveand near-real-time coverage of any satel-lite system in the market and to improvethe visibility of vessel activity worldwideas we continue to enhance the functionali-ty and performance of our network."

VesselSat1 is now undergoing initial in-orbit testing and is expected to enter intocommercial service before year end.

www.imtech.eu

Imtech Marine has announced the signingof an agreement for the supply of technol-ogy systems to Seaspan VancouverShipyards.

Under the contract, Imtech will be atechnology partner of Seaspan and as suchinvolved in the realisation of the Canadiangovernment's National ShipbuildingProcurement Strategy (NSPS) programme.

This programme involves the construc-tion of a large number of navy, coastguard and research vessels. Imtech will beinvolved in the programme's 'non-combat'section and expects to work on a total ofeight vessels.

Investment in this part of the pro-gramme amounts to 8 billion euro. Imtechwill supply Seaspan with ships' platformautomation, electrical solutions, electricpropulsion and air conditioning and cli-mate control systems (HVAC).

“We would like to congratulateSeaspan Vancouver Shipyards, who haveinvolved us as a partner in this major pro-gramme and who have presently beenselected as the shipyard for the 'non-com-bat' vessels of the Royal Canadian Navyand the Canadian Coast Card,” says Renévan der Bruggen, CEO Imtech.

“Seaspan is renowned for the solidexpertise that it can exploit in the realisa-tion of world-class ships. And naturally, ina shipbuilding market that is still charac-terised by reserve due to the economic andfinancial crises, this is also good news forour Marine division.”

The 'non-combat' section of the pro-gramme is expected to comprise a 140-metre long polar icebreaker that can beconsidered the 'crown jewel' of the newCanadian fleet as well as two JointSupport Ships (JSS), which will each havea length of 175 m, with the option torealise a third vessel.

Furthermore, an 85-metre OffshoreOceanographic Science Vessel (OOSV), aswell as three Offshore Fisheries ScienceVessels (OFSC) will be constructed.

Under the agreement, Imtech will sup-ply these vessel types with onboard tech-nological solutions that are designed towithstand extreme weather conditions. Viaits subsidiary, Groupe Techsol Marine,Imtech has access to a recently completedproduction centre in Quebec, where thecompany will be producing the onboardelectrical solutions for these orders.

“Seaspan will be working together witha number of partners, in which Imtech is itsintended partner for the ships' automation,electrical infrastructure, electrical propul-sion and air conditioning and climate con-trol systems, as well as their integration onthe basis of high-tech platform system inte-gration,” says Mr van der Bruggen.

“Our acquisition of Groupe TechsolMarine in mid-September 2011 and the localpresence of our marine subsidiary RadioHolland Canada have contributed positive-ly to our current position. All the more sosince the Canadian government aims toboost local employment with this new ship-building programme. Imtech wishes toactively contribute to this objective.”

Evotec’s technology will now be available to Kongsberg Maritime

V.Ships toinstall BNWAS

www.ukho.gov.ukwww.imtech.euwww.comarkcorp.comwww.km.kongsberg.com

www.furuno.com

Furuno has opened its INS TrainingCentre Singapore (INSTC), to providedeck officers with type specific training onFuruno ECDIS.

The ECDIS training at the INSTC willtake two days.

This new facility joins Furuno INSTCDenmark in being able to offer this typespecific training, while the Danish facilityalso provides 5-day combined generic andtype specific ECDIS training as well as

Ship Resource Management training, aDNV-certified IMO ECDIS Model Course1.27 and a DNV certified IMO IBS/INSModel Course 1.32.

“When ship owners invest theirmoney and have their deck officers sentto the training centre for training, wehave to give them satisfactory level ofreturn of investment,” says Ken Jensen,training manager of FURUNO INSTCDenmark.

“Type specific ECDIS training has twogoals. One is to provide the safe opera-

tion of the equipment by giving the oper-ator proper and thorough knowledge onthe user interface and operation ofFURUNO ECDIS.”

“The other is to allow the operator tolearn about all the functionalities and val-ues provided by ECDIS, and how toutilise them in the daily work and shipoperation. This allows the navigator toconduct his navigation tasks more effi-ciently. It generates a better return on theship owner’s investment in ECDISequipment and training.”

Furuno opens INS Training Centre Singapore

p26-44:p15-25.qxd 04/11/2011 13:37 Page 3


Digital Ship

www.dttas.ie

The director general of Maritime SafetyDirectorate, Department of Transport,Tourism and Sport, Ireland, has pub-lished a notice that clarifies which genericand ship specific equipment ECDIS train-ing is acceptable for Irish Flagged vesselswhich have ECDIS as their primarymeans of navigation.

For the ECDIS generic training, Irelandhas recognised: NARAS Operationalcourses completed after 1st January 2005;ECDIS programmes based on the IMOModel ECDIS course (1.27) approved bythe Irish Maritime Administration; ECDISprogrammes based on the IMO ModelECDIS course (1.27) approved by theMaritime Administration of an EUMember State or by a country which isrecognised by Ireland under STCW 78, asamended, Regulation I/10.

The note further states that recognisedECDIS ship specific equipment traininghas to relate to the make and model of theequipment fitted on the ship on which aMaster or Navigational Officer is current-ly serving.

This makes it necessary for a Master or Navigation Officer to complete train-ing for each different system he is expect-ed to operate.

The equipment specific training shouldconcentrate on the functionality and effec-

tive use of the system onboard, andshould at least cover the following areas:familiarisation with available functions;familiarisation with the menu structure;display setup; setting of safety values;recognition of alarms and malfunctionindicators and the actions to be taken;route planning; route monitoring; chang-ing over to backup systems; loading chartsand licenses and updating of software.

The training, the notice states, shouldbuild on the approved ECDIS generictraining, and is to be delivered by theECDIS manufacturer, the manufacturer’sapproved agent, or a trainer who hasattended such a programme.

A manufacturer’s computer basedtraining package can also be accepted forthis purpose.

The notice states further that ‘trickledown training’ (i.e. one officer traininganother) is not acceptable as it is believedto lead to incomplete knowledge of theequipment’s capabilities, and especiallythe lesser used functions, being passed on.

According to the notice, each naviga-tion officer on board an ECDIS-carryingvessel must hold documentary evidenceonboard the vessel indicating that the typespecific training has been completed forthe ECDIS equipment being carried.

The procedures involved should alsobe incorporated in the ship’s SafetyManagement System.

Ireland specifies acceptable ECDIS trainingwww.tss-international.com

Teledyne TSS has introduced its newDMS-500H motion sensor, providingheave measurement to complement theroll and pitch capabilities of the previous-ly launched DMS-500RP model.

The new sensor can now provide heavemeasurement accurate to around 5 cm, or5 per cent, and includes Ethernet connec-tivity for the delivery of power and data,as well as two independently configurableserial outputs.

The DMS-500 range of sensors incorpo-rate features for applications such asDynamic Positioning (DP), wave heightmonitoring and structural stress monitoring.

The solid state circuitry of the DMS-500H is contained within a surface-usehousing that is water resistant toInternational Standard IEC 60945 Class Bfor marine applications (IP65), and uses solid state angular rate sensors thatoffer reliability with an MTBF (MeanTime Between Failures) of more than50,000 hours.

Teledyne launches latest motion sensor

The motion sensor provides heave, pitch and roll measurements

p26-44:p15-25.qxd 04/11/2011 13:37 Page 4



www.polestarglobal.comwww.absolutemaritime.com

Pole Star Space Applications (Pole Star),Absolute Software and Absolute MaritimeTracking Services (Absolute) haveannounced that the merger of the threeorganisations has been completed.

The London-based business will pro-vide a combination of monitoring andsecurity related services to more than35,000 vessels - half the world’s interna-tional fleet.

“Our goal is to be the world’s leadingprovider of fleet management, ship securityand vessel monitoring systems to the mar-itime industry as a whole. This merger is abig step towards achieving that,” says ColinHook, newly appointed CEO of Pole Star.

“Both Pole Star and Absolute havecomplementary businesses and technolo-gies and together we can provide extend-ed, more advanced services and systemsto our clients around the globe. We areexcited by the opportunity of being able tooffer fisheries solutions to many of ourexisting government clients.”

The merged company will combinePole Star’s systems for commercial fleets,flags and maritime administrations withAbsolute’s fisheries management and serv-ices to flags and maritime administrations.

The new company will operate long-range identification & tracking (LRIT) datacentres for 40 maritime administrationsincluding Panama, Singapore, theMarshall Islands, Liberia, Australia, andCanada. It will further provide LRIT con-formance testing and certification for morethan 90 Flags.

The company is hoping that itsincreased technology resources will enablethe group to deliver its products morequickly to its customers.

“As a long time customer of Pole Star,we are excited by this merger and look for-ward to the added benefits that this willbring to us,” says Captain Jude Dias, com-pany security and safety manager atWallem, Germany.

“With the combined technology expert-ise and reach of these two organisations,Pole Star will provide us with theadvanced technological solutions that we

ally accessible than when it is presentedon an ECDIS.

The C-Vu system has been developedwith reference to studies made at CardiffUniversity that looked at the ways inwhich displays can be made more easily

www.geovs.com

Milford Haven Port Authority has begun atrial of a C-Vu 3-dimensional VTS displaysoftware system from GeoVS, with theaim of testing its affect on situation aware-ness for the port’s vessel traffic controllers.

Milford Haven is one of the world’slargest LNG terminals and is the first portin the world to try the technology.

The system transforms a traditionaltwo dimensional radar display into athree dimensional view in which, insteadof appearing as featureless radar targets,vessels on the display appear as theyreally are.

Consequently tankers look like tankersand tugs look like tugs, and their relativesizes and locations are drawn and shownin real time.

The display could be likened to a simu-lator, but the company says it is moreaccurately described as a real time inte-grated presentation of radar, ECDIS andAIS data displayed in a unique manner.

GeoVS claims that this can drasticallyreduce any risk of radar targets being mis-identified and gives port controllers animproved clarity of vision.

Automated surveillance is available

with the C-Vu’s virtual cameras that can,for example, give a port controller thesame view that would be available from adistant aircraft or from the bridge of a shipthat is being monitored.

“This will definitely be of value in inci-dent investigation,“ said harbourmasterMark Andrews.

“It will enable us to see what hap-pened from many different view-pointsand may help witnesses recollect theirexperiences more accurately. We nowhave the capacity to re-live an incident ina way that cannot be achieved by aVoyage Data Recorder and from the viewpoint of vessels that may not be equippedwith VDR anyway.”

“I also believe that the C-Vu systemwill be a useful management tool as itwill enable us to collect statistics aboutvessel movements.”

According to GeoVS, the bathymetricdata and 3D models are created automati-cally from ENC S57 charts and can be man-ually enhanced with additional featuressuch as port buildings and landmarks.

Hydographic data can also be updatedfrom a port’s own survey boats to createa display for the controller that is techni-cally accurate while also being more visu-

www.imca-int.com

The International Marine ContractorsAssociation (IMCA) has issued a guidancedocument on the use of simulators.

The new publication is designed toaddress the use of simulators in the train-ing environment and as part of compe-tence assessments.

Sections cover the definition of a simu-lator; classes of simulator; use of simula-tors in the marine contracting industry;

differences between e-learning and simu-lation; simulators in the training environ-ment; simulators in competence assess-ment; and definitions.

Additional appendices cover differenttypes of simulators used for dive control,dynamic positioning (DP) and remotelyoperated vehicles (ROVs), each describingtheir purpose.

Other appendices will be added to thedocument as they are completed.

“Guidance on the Use of Simulators

Pole star merges with Absolute

3D imaging for port traffic at Milford Haven

The 3D imaging system should help to improve situational awareness at the port

Simulator guidance paper launched

need to manage, track and protect ourfleet in line with international regulationsand compliance measures.”

In other news, Pole Star has also recent-ly reported the launch of an IndustryZones functionality to add to its FleetManagement and SSAS Alert Advancedproducts.

Industry Zones enables users to selectfrom a series of pre-defined areas thatcarry additional environmental regulatoryrequirements or security risks and applythem to their voyage management andreporting procedures.

The system provides automatic notifi-cation when a vessel enters and exits thepre-defined zone and can be configured toincrease frequency of reporting while inthe zone.

In addition to entry and exit alerts,Fleet Management users can receive auto-matically-increased frequency of report-ing via e-mail or SMS while the shipremains in a selected zone.

SSAS Alert Advanced users receiveautomatic entry and exit notification andships can be polled on demand for latest

position reports.In addition, users of both products can

establish their own Geo-Zones to providea similar level of notification on their ownchosen criteria, such as proximity to a spe-cific coastline, potentially congestedwaters or an area of known bad weather.

Once the Geo-Zone is established, userscan create notifications to alert selectedusers via e-mail/SMS when a vesselreports a position on entering, exiting andinside the zone.

"Shipowners today face both increasedsecurity threats and a greater regulatoryburden, so there is a need to simplify com-pliance while at the same time sharpeningsecurity monitoring," said Paul Morter,Pole Star director of sales.

"To manage these issues effectivelythey need tools that bring together all theinformation needed for voyage planningand execution."

"Pole Star Industry Zones provides thatfunctionality within a proven and widely-adopted system and in a single screenview, vessel by vessel, across a wholefleet."

understood by their users, and GeoVSbelieves that the availability of these 3D cartographic displays will help to eliminate any confusion or ambiguityfrom the image that an operator isrequired to interpret.

(IMCA C 014 Rev. 1) is a fundamentalpiece of work, for it emphasises theincreased importance placed by the indus-try on the use of simulators,” explainsIMCA’s chief executive, Hugh Williams.

“Simulation is proving its worth in thequest for the best way for individuals orteams to undertake a task efficiently andsafely, and is thus often used for workplanning/mission planning purposesincluding engineering development, proce-dure development, technical assessments,

research, and asset risk assessment.”“The technology has improved enor-

mously in recent years and the graphics areso good that users have a true idea of whatthey will be seeing and doing in ‘real time’when the planning stage moves to the oper-ational stage. Of course, simulators are alsovital tools in emergency planning.”

'Guidance on the Use of Simulators' canbe downloaded free of charge from theIMCA website (www.imca-int.com), withpaper copies available for a small charge.

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www.navtor.no

Newly-established Norwegian e-naviga-tion company, NAVTOR (part ofStavanger-based business, Smedvig), hassigned a distribution agreement with PRI-MAR for the supply of official electroniccharts (ENC).

Smedvig has created the new company inresponse to IMO's introduction of a carriagerequirement for ECDIS and ENCs, beingphased in from next year, which it believeswill create new opportunities to provideelectronic navigation services and for thedistribution and updating of electroniccharts and related maritime information.

Based in Egersund, a coastal townsouth of Stavanger, NAVTOR has beenstaffed with personnel with previousexperience of the maritime industry, par-ticularly in electronic chart productionand distribution, such as marketing and

communications manager Willy Zeiler,previously at Jeppesen Marine.

“A distribution agreement of officialENCs was our prime goal when NAVTORwas set up, so we are delighted to havesigned an ENC distributor agreement withPRIMAR,” said Mr Zeiler.

“When we launch our innovative ENCservice in the first quarter of 2012, I amsure it will be a major contribution to sim-plify ordering, licensing, updating and,importantly, administration of the ENCchart portfolio.”

“Up to now, the market has been slowto begin using ENC, primarily due totoday’s cumbersome solutions. However,when it’s all made easy for the navigator, Ibelieve we will experience a swift uptakein this service. Once the mandatory use ofENC comes into force, I am sure thatNAVTOR’s ENC service will be a valuablesolution for navigators on the bridge.”

ENC deal for new Norwegian company

Imtech and MSG in ECDIS training deal

www.maris.no

Norwegian electronic navigationprovider, Maritime Information Systems(MARIS), has announced the signing of anOEM agreement with Beijing HighlanderDigital Record Technology (Highlander),a company specialising in marine elec-tronics technology.

Under the contract, which extendsworldwide, MARIS will offer technicalsupport as the partners roll out a jointproject to offer ECDIS and radar systems.

The ECDIS part of the agreement stipulates that MARIS will initially sup-ply both software and hardware, with aview to Highlander developing its ownhardware manufacturing in the nearfuture, and MARIS retaining its role as

software supplier. For radars, MARIS will initially supply

complete systems, while at the same timeassisting in securing the relevant typeapprovals.

“We have already delivered more than100 ECDIS systems as part of our collabo-ration to date, but the formalised agree-ment represents a commitment to longterm cooperation from both sides,” saysSteinar Gundersen, MARIS deputy chiefexecutive (corporate).

“Combining MARIS expertise with apowerful manufacturing partner thatmatches our aspirations to deliver ourproven technology to the industry is verytimely, given the volume production thatwill be required to meet the approachingmandatory ECDIS regime.”

MARIS wins contract with Highlander

www.marineserve.dewww.imtech.eu

Imtech Marine has agreed a deal with MSGMarineServe GmbH, for the provision ofECDIS training services on a worldwide basis.

Imtech had previously contracted withMSG’s sister company, Safebridge, inMarch 2011 to create an e-learning train-ing platform linked to its own ECDIS soft-

ware, for internet delivery.This new agreement will mean that

Imtech will put all of its equipment train-ing obligations in the hands of MSG andits worldwide support organisation, ETC(ECDIS Training Consortium).

MSG will also provide course certifica-tion and trainee database services for ref-erence by Port State Control and other rel-evant authorities.

www.nautissim.com

VSTEP, in cooperation with its Koreanpartner Dongkang M-Tech, has installed afull NAUTIS Naval Task Force maritimesimulator classroom at The Korean NavalCollege in Seoul.

The classroom consists of 20 NAUTISNaval Task Force Trainee Stations and anInstructor Station, to be used for mar-itime training and preparation of cadetsand naval personnel in ship handling andnavigation.

“We are happy to add the Korean NavalCollege to our client portfolio and rejoice inthe fact that such a renowned nationalnaval college has selected NAUTIS mar-itime simulators for training of its cadets,”said VSTEP CEO, Cristijn Sarvaas.

“NAUTIS is a new generation of simu-lation technology that meets the high stan-dards of today’s maritime professionals.The Korean Naval college has evaluatedand recognised the powerful benefits ofNAUTIS, such as low cost, flexibility forthe user and superior visuals in training.”

New simulator for Korean Naval College

www.emsa.europa.eu

The European Maritime Safety Agency(EMSA) has announced that it has begunoperating the LRIT International DataExchange (LRIT-IDE), a central facilitymanaging the flow of LRIT informationbetween various LRIT Data Centresaround the world.

The LRIT-IDE acts like the switchboardof a telephone network, relaying LRITposition reports between all Data Centres,and is at the centre of a secure networkwhich spans five continents. It handlesissues such as availability and accessrights.

This system has been developed, host-ed and operated on a temporary basissince 2009 by the United States CoastGuard agency. EMSA was appointed asthe IDE Operator by the IMO MaritimeSafety Committee during its 87th session,and the transfer process has now been suc-cessfully completed.

“We are extremely pleased that thetransfer of the responsibility for the IDEfrom the US Coast Guard to EMSA hasbeen achieved successfully,” says Willemde Ruiter, executive director of EMSA.

“The cooperation with the InternationalMaritime Organization and the US CoastGuard, the former operator and developerof this system, has been very good: a posi-tive example of international collaborationaimed at enhancing maritime safetyworldwide.”

EMSA becomes LRIT – IDE Operatorwww.bmtargoss.com

www.tensiontech.com

BMT ARGOSS, a subsidiary of BMTGroup, has announced a partnership withTension Technology International (TTI) todevelop improved functionality of theOPTIMOOR mooring analysis computerprogram.

The OPTIMOOR tool, used by vesseland terminal personnel as well as portdesigners and naval architects, incorpo-

rates OCIMF recommendations and pro-cedures and includes OCIMF wind andcurrent coefficients for tanker moorings.

The new module will draw on BMTARGOSS’s operational and web-basedservices for ships and ports, as well as itswork on MetOcean data and the dynamicresponse of vessels.

It will allow OPTIMOOR to makeaccurate predictions in locations exposedto high wave energy, making the system better suited to simulation of

Partnership agreement on mooring analysis

BMT ARGOSS’ mooring tool will be improved through the addition of TTI technology

ship-to-ship transfers and exposed moor-ing locations.

"Current trends are towards mooringand trans-shipment in more exposed loca-tions where wave action is a major consid-eration," said Nick O'Hear, chairman ofTension Technology International.

"By calculating the response to waveactivity in the time domain, BMT ARGOSSwill help to bring an enhanced level ofaccuracy to OPTIMOOR that will add con-siderable value to our customers."

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www.kongsberg.com

Kongsberg Maritime has announced thesigning of an agreement with BarombongMerchant Marine College (BP2IP) inIndonesia. Under the contract Kongsbergwill supply a range of equipment includ-ing its Polaris and Neptune Simulators fornavigation and engine room training.

The contract is the result of an open ten-der and stipulates that KongsbergMaritime will perform the installations atBP2IP’s new ship-shaped training facility.

The terms of the agreement include aship’s bridge simulator, engine room sim-ulator, Polaris Crisis Management/OilSpill simulator, GMDSS trainers, instruc-tor stations, Exercise Area DatabaseCreator, full mission ERS, and target shipand own ship hydrodynamic models.

“It is a priority for the Ministry ofTransport that training centres are able todeliver world-class mariners for the globalmanning of ships and KongsbergMaritime Simulators enable us to providestudents with the skills and experiencethey need to become the best seafarers,”says M. Chairul Djohansyah, principal ofBarombong Merchant Marine College.

“The installation of this training tech-nology shows our commitment to theprovision of outstanding education at all levels.”

The Kongsberg Maritime Polaris and

Neptune simulators meet the require-ments of IMO, SOLAS and the latestSTCW Convention, and are certified byseveral maritime classification societies.

Together, they are expected to providea broad mix of training scenarios acrossnumerous disciplines, including bridgeteam management, ship-handling andmanoeuvring, radar observation and plot-ting, automatic radar plotting aids andengine resource and team management.

“We already have several deliveries toother civil and naval training centres inIndonesia but we see this as a significantexpansion to our activity in the region,”says Peter Grindem, area sales manager,Kongsberg Maritime Simulation.

“Our delivery to BP2IP covers a broadspectrum of training disciplines and we arelooking forward to providing the new facil-ity with our state-of-the-art simulators.”

In other news, Kongsberg Maritimealso reports that it has successfully com-pleted Factory Acceptance Tests for the K-Master aft bridge systems being deliveredto two Platform Supply Vessels (PSV)built at Havyard in Leirvik for ownerSartor Offshore and Supply Service.

The vessels are part of a four newbuildseries, all featuring Kongsberg K-Master,K-Pos Dynamic Positioning, C-Joy joystickcontrol and K-Thrust thruster control.

The FATs were for Havyard 103 and106, vessels number two and three in the

series, and are due for delivery to theowner in Q1 2012. Installation of the sys-tems aboard Havyard 103 and 106 willtake place before the end of the year.

The first vessel in the Havyard new-build PSV series – Havyard 102 ‘Saeborg’– is already sailing with the full

Kongsberg system installed. “These deliveries reflect our good

standing with Havyard and many otherhigh-technology vessel builders aroundthe world,” says Sven Brede Grimkelsrud,operation manager OSV/K-Master,Kongsberg Maritime.

Kongsberg to supply simulators to Indonesian training centre


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The International Chamber of Shipping(ICS) has conducted a survey of incidentreports, which is anticipated to result inthe development of agreed proposals toenhance the management of traffic in theStraits of Malacca and Singapore.

With more than 70,000 vessels eachyear (over 150 a day) transiting this strate-gically important international waterway,ICS believes it is imperative that safetycontinues to be prioritised.

While only a very small proportion ofthese transits result in accidents or nearmisses, the ICS survey has identifiedheavy shipping traffic, inappropriatespeed and the loss of situational aware-ness as significant factors that need to beaddressed.

ICS suggested that improvementscould be made to the location of pilot

boarding areas and the timing of pilotdepartures and voiced concerns about theunderstanding and use of navigation sys-tems such as ECDIS, AIS and radar, bothat sea and ashore.

"The littoral States welcomed thereport and we were pleased to hear thatmeasures are already being taken to fur-ther improve navigational services inthe Straits," says John Murray, ICS direc-tor marine.

"Malaysia and Indonesia have agreed toforward additional accident reports to fur-ther enhance the ICS study's findings, par-ticularly in relation to the Malacca Straits.”

“Singapore will be sending informa-tion on measures it has already taken to improve navigational services in relation to the Singapore Straits, whichICS will review by conducting a gapanalysis in order to identify remainingsafety proposals."

ICS report addresses concerns aboutthe use of navigation systems

p26-44:p15-25.qxd 04/11/2011 13:37 Page 8

II n trying to identify the capability of amaritime simulator course, we cansay that it is a multifunctional tool

through which special techniques in shiphandling, either for the deck or enginedepartment, can be promoted.

More specifically, we can say that amaritime simulator can work as a knowl-edge accelerator for the seafarer in orderto protect human life at sea and the environment.

According to STCW section A-I/12 “.....the simulator shall be capable of simulat-ing the operating capabilities of shipboardequipment, to a level of physical realismappropriate to the training and assessmentobjectives.....”

Actually, a simulator course is an inter-active course connecting the machinery,the instructor and the students. But howdo those three ingredients interact witheach other, and under which pedagogicmodel? And who finally makes the evalu-ation and the assessment of this course?

These are some of the main questionswhich we will try to answer through thisarticle.

The main goal in most of the pedagogictheories is to determine what the studentsultimately take from the course in the longterm, rather than by the end of the course.

From the available literature the mostrelevant pedagogic theories to virtuallearning scenarios like maritime simula-tion are: Problem based learning,Discovering Learning, Learning by explo-ration, just in time teaching, and Case

based learning. The main guide line in all this theory is

that the evaluation of the course stemsfrom the interaction between the studentand the instructor.

Based on this acceptance, in ourresearch we will try to apply the ConcernBased Model to a Full Mission EngineRoom Simulator, which has steadily beenintroduced and corresponded to a portionof the academic syllabus in the merchantmarine academy of Chios.

This Study is a part of an expandedresearch project on the Concerned BasedAdoption Model (CBAM) which includes:(a) the Stage of Concern; and (b) the Levelof Use.

Within this article, the value of simula-tion along the Stage of Concern and theLevel of Use of simulator taught courseswill be examined.

Data are extracted from student reac-tions, from those that have participatedand experienced simulator applications.The analysis was based on the theoreticalmodel CBAM. Results are extracted andanticipated to present the perception skillsof participating students as well as theirreactions and feedback.

The scope of the analysis is to obtainresults that will assist academic staff indeveloping more efficient methods forsimulation course education, making theapplication of simulators far more produc-tive for the participating students andenabling them also to be trained to operatein the real working environment.

By evaluating the performance of simu-lator courses it is anticipated and expectedthat it will be possible to improve theeducation offered; thus the candidateofficers will be a success when they facethe ‘real world’.

It will be considered a success if theacademic schools that are associated withmaritime education are able to producequalified officers who are not only quali-fied graduates but also possess the knowl-edge and ability to undertake and effec-tively execute their duties without anydoubt, and with the expected level of pro-fessionalism and responsibility.

ParticipantsThe participants who took part in theCBAM questionnaire are students at theMerchant Marine Academy on ChiosIsland, Greece. The Academy was found-ed in 1955 and is currently supported bythe Greek Ministry of Economy,Competitiveness & Shipping.

The duration of study is 4 years, fromwhich 12 months are spent on merchantmarine vessels. The other three yearsconsist of a syllabus of theoretical and lab-oratory courses. Students receive both atheoretical and technical education,according to Sandwich Courses andSTCW. Graduates are presented the diplo-ma of a 3rd Engineer of Merchant Marine.

A total of sixty five students participat-ed in the simulation course during thespring (half-year) period 2008-2009, andfrom them fifty questionnaires were col-

lected in total. Nine questionnaires werenot fully completed and thus they wereexcluded from the analysis.

In order to present a complete pictureof the standards and knowledge of theparticipating students, the followingshould be noted:� 60 per cent of the students are in the

range of 20-22 years of age. � Most students came from high school

with a general education (46.3 per cent). This fact determines that they are individuals with a high level of theoretical knowledge.

� Those that came from high school with a technical education represent 43.9 per cent.

� All of them declared that they had been trained in the use of the English language, and 60 per cent of them eval-uated their knowledge as ‘average level’.

� Only 17 per cent had a second foreign language, mainly German, which was also reported to be used at an ‘average level’.

� In the submitted questions to the stu-dents referring to their level of educa-tion, a 78 per cent declared themselves ‘satisfied’, while 48 per cent evaluated their level of education as ‘very good’.

Concerns-Based AdoptionModel (CBAM)

The Concerns-Based Adoption Model(CBAM) mainly deals with the descrip-tion, measurement, and explanation of aprocess of change in education.

ELECTRONICS & NAVIGATION


Simulator based training is becoming an increasingly important part of maritime education, though evaluating the success of these courses can be difficult. This research project aims to create

a methodological framework for evaluating maritime simulation, write Nikitas Nikitakos and Panagiotis Vassilakis, University of Aegean Department of Shipping Trade & Transportation

A Methodological Framework forEvaluating Maritime Simulation

Figure 2: Cycle Diagram of Understanding

Cycle Diagram of understanding andhow it affects behaviour

Figure 1: Concern Based Adoption Model

ResourceSystem

ChangeFacilitator

CCGALAUsers &

Non-users

Stages of Concern

Levels of Use

Innovation Configuration

Probing

Intervening

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Digital Ship

The CBAM relates to the experience ofboth the instructors and their studentswhen trying to apply and follow new pro-cedures in teaching and studying, as wellas the educational material and practicesthat are implemented.

As shown in figure 1, the CBAM is a framework designed to help changefacilitators identify the special needs ofindividuals involved in the changeprocess and address those needs appro-priately based on the information gath-ered through the model’s diagnosticdimensions.

With those diagnostic data, the instruc-tor can then develop a policy for anyrequired intervention necessary to facili-tate the change effort.

Together, the SoC (Stage of Concern)and LoU (Level of Use) provide a power-ful description of the dynamics of an indi-vidual involved in change; one dimensionfocusing on feelings, the other on behav-ioural patterns.

The Stage of Concern model provides aframework from which to understand thepersonal side of the change process.

According to this model we assign different priorities and levels of interestto the things we perceive, individuallyand in various combinations, thoughmost of the time we have little or nointerest in most stimuli. Concerns are animportant dimension in working withindividuals involved in a change process– such as a simulation course in maritimeeducation.

Seven Stages of Concern regardinginnovation have been identified (see table1). They are called stages because usuallythere is a development movement throughthem.

The participants in a simulator coursemay experience a certain type of concern,although within the process they mayalso experience another, different kind of concern.

The Stage of Concern for a simulatorcourse appears to move progressivelyfrom little or no concern, to concern aboutthe task of operating the simulator, andfinally to concern about the whole impactof the simulator course.

The Stage of Concern Questionnaire(SoCQ) is the primary tool for determiningthe stage that the individual is at.

In the Level of Use model, the levelsrepresent models of behaviour which are

classified in eight separate categories. Thefocus is on what the individual is doing ornot doing.

The behaviour models mainly focus onthe actions of individuals that have com-pleted the course, regardless of whetherthe outcome is successful or not (see table2). Each model is recorded and analysedas well as a series of individual reactionsthat are also connected with the particularbehaviour.

The result is drawn on a table (see table4) that consists of the levels of use alongwith the seven categories which we are examining and the predeterminedbehaviours

MeasuringA Stage of Concern Questionnaire (SoCQ)was developed in order to measure theconcern of the individual. The data analy-ses were based on the following: � Determine the highest perceived con-

cern for each participant, along with one or two other high concerns. The remaining stages are characterised, by default, as being of lower concern.

� SoCQ percentile stage scores (seven plus total)

The validity of the SoCQ is investigated byexamining the highest and the lowestscores at each stage separately and relatedto one or another stage.

The participants in this study used a 0-7 scale to respond to each item. Theresponse indicated how that the personconsidered items within the scale; the sumof the scale scores constituted the totalscore.

Examining both the highest and thesecond highest ranking made a moredetailed interpretation possible.

For LoU, by definition the Levels of Useare the sequence a user follows during hisprogression while using a new innovation.It relates to the methodology adopted bythe user while he gains his confidencewith his developed skills in order to ascer-tain the use of the educational innovation.

Following the same logic, however, adifferent individual may remainunchangeable during the duration of theprocess of change.

The adopted methodology is outlinedin the following 3 points:� The questionnaire developers investi-

gate the validity of the LoU by exam-ining the relation of scores on the

seven stages scales in relation to each other as well as in relation to variables suggested by the theory of Level of Use.

� The behaviours that are described at each intersection in the LoU Chart are derived by combining it with the described category for this level. Each level of use represents a different approach in using a simulator.

� Each LoU is described in terms of the types of behaviours represented in the intersections in the chart of each cate-gory with a particular Level.

Table 2 shows the levels of use accordingto the CBAM model. The individuals thatparticipate in the use of the educationalinnovation take for granted that they func-tion at a higher level than the ‘routine’level (IVA), so that the innovation is main-tained and its use is adopted.

In the case of Levels of Use it isassumed that the inquired person has agood comprehension of the LoU theoreti-cal framework, and then directs himselfaccordingly and proceeds by answeringthe questions.

In order to assess and mark the useful-ness of Engine Room Simulation, thebehaviours of individuals were developed

and delimited in the seven categoriesaccording to the theory of Level of Use(see Table 4 ).

ResultsClassifying the results by percentile,according to the theory of high and lowStage of Concern, gives us the figures seenin table 3.

The results show that the highest singlepercentage group of students, 13.93 percent, indicated a great concern about col-laboration between the participants andthe relationships which have been devel-oped during the simulation courses.

The interpretation for this result can beconsidered very logical, if we compare itwith the real work environment in theengine room of a ship.

The second highest percentage groupof students is 13.79 per cent, and indicatesconcern about the collecting of informa-tion and knowledge for the simulationcourse, and the definition of this process.

One point of interest is the group rep-resenting 13.50 per cent of the partici-pants, who are interested in learningmore from the whole procedure ratherthan just the particular task. They focus

6. Refocusing I have some ideas about something that would work

even better.

5. Collaboration How can I relate what I am doing to what others are

doing?

4. Consequence How is my use affecting learners? How can I refine

it to have more impact?

3. Management I seem to be spending all my time getting materials

ready.

2. Personal How will using it affect me?

1. Informational I would like to know more about it.

0. Awareness I am not concerned about it.

Table 1: Stage of Concern

Stage of concern Expression of Concern

VI. Renewal The user is seeking more effective alternatives to

the established use of the innovation.

V. Integration The user is making deliberate efforts to coordinate

with others in using the innovation.

IVB. Refinement The user is making changes to increase

outcomes.

IVA. Routine The user is making few or no changes and has an

established pattern of use.

III. Mechanical The user is making changes to better organise use

of the innovation.

II. Preparation The user has definite plans to begin using the

innovation.

I. Orientation The user is taking the initiative to learn more about

the innovation.

0. Non-use The user has no interest, is taking no action

Table 2: The level of use of the innovation

From Taking Charge of Change by Shirley M. Hord, William L. Rutherford, Leslie Huling-Austin andGene E. Hall, 1987. Published by the Association for Supervision and Curriculum Development(703) 549-9110 Reprinted with permission.

Levels of Use Behavioral indicators of Level

Stage Percent % Group

0 Awareness 12.75%

1 Informational

2 Personal

3 Management

4 Consequence

5 Collaboration

12.71%

12.50%

13.79%

11.42%

13.93%

SELF

39,25%

TASK

23,92%

PERFORMING

27,43%5 Refocusing 13.50%

Table 3: Result Table of stage of concern

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on exploring ways to reap more universalbenefits from the simulation courses,including the possibility of making majorchanges to it.

Based on the theory of Level of Useand the response of participants, theresults were cross referenced betweenLevel of Use and categories shown intable 4. The highest percentages herewere in the categories of ‘Sharing’ and of‘Assessing’, which were classified atLevel of Use V (Integration).

‘Integration’ indicates that our partici-pants are combining their own efforts touse the simulation course with the relatedactivities of colleagues, to achieve a collec-tive impact within their own commonsphere of influence.

For the ‘Assessing’ category, partici-pants indicated that they appraise collabo-rative use of the innovation in terms ofincreasing their own outcomes andstrengths and weakness, as part of theintegrated effort.

In the categories of ‘Status Reporting’and ‘Acquiring Information’ the usersindicated Level of Use IVA (Routine).This means that they try to determinehow to use the simulator and that few changes then take place duringongoing use.

Weaknesses of the users were indenti-fied in the ‘Knowledge’, ‘Planning’ and‘Performing’ categories. In these cate-gories the instructor must be given moreattention, in order to enhance the outputof the simulator course.

Pedagogical viewFrom a pedagogical view the simulatorcourses can be viewed in light of the dif-ferent cognitive theories on virtual realitylearning.

As mentioned at the beginning, manytheories can be adapted in order to enrichthe whole procedure. The final choice ofthe correct theory must be a combinationof the simulation task and the correctrelated theory.

The correct approach of pedagogicaltheory during the course can be definedfrom the category of knowledge and per-formance at level of use.

In an effort to identify which stage of learning our participants were at, we adapted the learning theory of Kolb.

This theory typically describes a four-stage cycle of learning, with the followingstages of understanding (see figure 2):

� Concrete Experience - (CE)� Reflective Observation - (RO)� Abstract Conceptualisation - (AC)� Active Experimentation - (AE)Furthermore we are trying to align theresults from the stage of concern with theones from the stage of learning from theKolb theory.

In line with the theory of concern wecategorised the seven stages of concerninto three groups (see table 3).

Stage 0 to Stage 2 is called the SelfGroup; Stage 3 and 4 are called the Targetgroup; and Stage 5 and 6 are called thePerformance group.

We added up the percentage score forthe stages within each group, and theresult for the Self Concern Group was39.25 per cent, for the Target ConcernGroup 23.92 per cent, and for thePerformance Group 27.43 per cent.

Finally, we paired the data from Stageof Concern with the Stage of Learning(see figure 2), and the findings are that39.25 per cent of our participants arebetween the ‘Concrete Experience’ andthe ‘Reflective Observation’ stages ofunderstanding.

Another 23.92 per cent are between‘Reflective Observation’ and ‘AbstractConceptualisation’, while the other 27.43per cent are between the ‘AbstractConceptualisation’ and ‘Active experi-mentation’ stages.

ConclusionsThe conclusion of the research is that thesurveyed students experienced and

accepted the introduction of simulationinto their training positively, andexpressed an interest in learning moreabout the application.

One of the most important outcomeswas establishing the expression of strongconcern for the development of collabo-ration amongst the students during the simulation.

The other main findings of this researchshowed that: � The simulator course works like a

‘knowledge accelerator’ and facilitates the transfer of knowledge.

� The purpose of the engine simulator is to duplicate activities carried out in the engine rooms of ships.

� In the engine rooms of ships there should be established and imposedconditions of teamwork and coopera-tion, rather than just a superficial level, and this should actually include the exchange of views and knowledge amongst the crew.

� 27.43 per cent of participants felt com-fortable with the simulation course and are ready to apply their knowl-edge in order to learn by trial and error.

It seems that the students are fully awareof the role and importance of simulationand began to seek out partnerships andrelationships that would assist them incoping with the theoretical exercises that are experienced in the simulator inpractice.

As such, the findings that the instruc-tors received with regard to the reactions

and concerns of students on the imple-mentation of the simulator as part of theirbasic education could be described asbeing positive.

However, at the end of the course 39.25per cent of participants are between the‘Concrete Experience’ and ‘Observation’stages of understanding, which meansthey don’t realise what exactly has hap-pened or they haven’t had enough timeto react.

Perhaps this means that they have notbeen given enough instruction on plan-ning or performing during the course.

The participants also indicated a lowconcern for the organizing, managing andscheduling of the simulation course.

EffectsAs a result of this research, the instructorhas decided to cooperate more closelywith the simulator manufacturing com-pany to readjust the simulation course tothe specific needs of the students.

The syllabus of the Academy has alsobeen reorganised, according to the needsof the simulation course, and the instruc-tor has decided to devote much moretime to the debriefing stage, and to moregenerally inform the participant aboutthe main purpose of the simulationcourse.

This is the first time that the CBAMframework has been used as a tool tomeasure the outcome of the application ofmarine simulation in a merchant marineAcademy. It was anticipated to provideresults relevant to the concerns and apti-tude of not only the users, but also theinstructors.

It could also be used as a tool to meas-ure the effectiveness of an investment insimulation, and in judging the knowledgewhich the students acquire.

This paper is an initial part of ourresearch. Our future plan is to apply theCBAM model as far as is possible to fur-ther maritime simulator applications, inEurope but also in Asia.

Our main hope is that simulation tech-nology can be improved to create a flexibletool which can be adapted to each mar-itime simulation course, and that candetermine the effects of the courses on theseafarers.

From the other point of view, that of theseafarers, it should also help to evaluatethe quality of teaching and the best peda-gogical method which can be applied.

1] A.Kramer, C. W. (1985). Engineering Psychology. Illinois. Applying the concerns-based adoption model to reaserch on computers in classroom. (2005, March 9). Journal of Reasearch on Technology in Education , p. 35.

2] Archie A.George, G. E. (2006). Measuring Implementation in schools: THE STAGE OF CO�CER� QUESTIO�-�AIRE. SEDL.

3] Gene E. Hall, P. (2006). Measuring Implementation in schools: LEVEL OF USE. TEXAS: SEDL.

4] J, W. (1992). Technology diffusion in the soft disciplines: Using Social Technology to support information technolo-gy. Texas.

5] PCJ, M. D. (1989, may 5). Using computers in education: A concerns based approach to professional development for teacher. Australian journal of Education Technology.

6] Petruzella, F. Industrial Electronics.Salonika-Greece: Α.tziola.

7] S.E., A. (1997). Understanding Teacher Change: Revisiting The Concerns Based Adoption Model. Electronic Version.

8] Shirely M Hord, S. M. (2006). Measuring Implementation in schools: I��OVIATIO� CO�FIGURATIO�S. TEXAS USA: SEDL.

9] STCW Convention Resolutions of the 1995 conference. (1996). London: I.M.O

10] Avouris �., K. C. ISSUES EVALUATIO� OF IMAGES collaborative environment. Wesley Publications

11] Dimitrios H. Kokotos (Athens 2007). Virtual environ-ments. Stamoulis Publications

References

Table 4: Result table for Level of Use & categories

LEVEL OF USE

Level Characteristic

CATEGORIESKnowledge Acquiring Sharing Assessing Planning Status Performing

information Reporting

VI RENEWAL

V INTEGRATION LoU V LoU V

IVB REFINEMENT

IVA ROUTINE LoU ΙVA LoU ΙVA

III MECHANICAL USE LoU ΙΙΙ

II PREPARATION LoU ΙΙ

I ORIENTATION LoU Ι

0 NONUSE

LoU VLoU V

LoU IVA

LoU III

LoU II

LoU I

LoU IVA

DS

p26-44:p15-25.qxd 04/11/2011 13:37 Page 11

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TT his article considers the legalimplications of the new mandato-ry requirements of ECDIS and the

legal effect of failure to meet the statuto-ry ECDIS requirements, including theeffect on insurance claims where levels ofoperation or knowledge of ECDIS areconsidered to be a factor or fundamentallink in the chain of causation leading toan incident.

There is a variety of international legis-lation governing ECDIS and its operation,including SOLAS regulations, IMO resolu-tions, STCW 95 (shortly to be amended bythe Manila amendments) and the ISMCode.

With Port State Control inspectorsoperating under the Paris and TokyoMOUs now becoming more familiar withECDIS related compliance and operationalissues, an increased focus during randomport state inspection is now evident.

The effect of failing to meet the estab-lished legislation governing ECDIS opera-tion can have severe ramifications includ-ing detention of the vessel under the pro-visions of Port State Control conventions,suspension of Class, or the issue of a majornon-conformance under the ISM Coderesulting in suspension of the ISM DOC /SMC.

On the insurance side it could meanautomatic termination or, alternatively,excluding the insurer for liability for anybreach associated with the failure to com-ply with the requirements under hull andmachinery insurances.

Incidents and claimsClaims arise in many forms resulting fromloss during a marine adventure.

Incidents such as collision, grounding,machinery failure, heavy weather andcontact damage to docks and jetties are allmatters where the advent of sophisticatedelectronic aids to navigation and perma-nent recording facilities available to inves-tigators will inevitably lead to closerscrutiny and the identification of fault.

Regulations relating to collision avoid-ance are contained in the provisions of S.I1996 No. 0075 (The Merchant ShippingDistress Signals and Prevention ofCollisions Regulations 1996).

Non-compliance with these regulationsis potentially a criminal offence and willbe evidence of potential negligence in acivil case for damages. Electronic recordkeeping will also make it easier to prose-cute (or defend) cases where breach of theCollision Regulations is alleged.

Grounding is another area that will beimpacted by the use of these systems. Theintroduction of ECDIS equipment operat-ed in conjunction with approved ENCcharts should make the accidental ground-ing of competently operated vessels athing of the past.

Automatic route checking, monitoring

and alarm systems effectively operated inconjunction with electronic chart safetycontours should not only diminish the riskof human errors during planning stagesbut also effectively monitor the ship’sposition whilst on passage.

Safeguards against accidental changesto the approved passage plan, positioninputs, speed inputs, position monitoringand cross reference should be establishedunder the company SMS.

However, in the event of a groundingincident the effective operation of theECDIS system will be carefully examined.

With ECDIS systems having manycomplex features of operation, a failure bythe operator to navigate in the correct for-mat with only base chart informationselected, for example, could result in criti-cal information contained in the chartdatabase being missed or undetected.

Where a failure of the requirementsrelating to training or familiarisation inECDIS operation is established, claimsarising from the alleged unseaworthinessof the ship are likely to arise and will be ofmajor concern to owners, H&M and P&Iinsurers.

Limitation of liabilitySection 185 of the Merchant Shipping Act1995 incorporates the Convention onLimitation of Liability for MaritimeClaims 1976 into English Law.

Article 4 of the convention states that“A person liable shall not be entitled tolimit his liability if it is proven the loss

resulted from his personal act or omission,committed with the intent to cause suchloss or recklessly and with the knowledgethat such loss would probably result.”

Although this test imposes a significantburden on the party attempting to breakthe right to limitation it will enable creativeclaimants the opportunity to probe newareas of investigation where clear breachesin training and operation of electronic aidsto navigation can be established.

The provisions of the Hague-VisbyRules are enacted within English Law bythe Carriage of Goods by Sea Act 1971(COGSA 1971), and Article III identifies arequirement for the carrier to exercise duediligence before and at the beginning ofthe voyage to make the vessel seaworthyand to properly man, equip and supplythe ship.

Article IV of COGSA 1971 subsequent-ly allows the carrier to be indemnifiedagainst cargo claims providing that; “thecarrier nor the ship shall be liable for lossor damage arising or resulting fromunseaworthiness unless caused by want ofdue diligence on the part of the carrier tomake the vessel seaworthy, and to securethat the ship is properly manned,equipped and supplied.”

With the competence and ability of themaster and crew to effectively operateelectronic navigational systems estab-lished as a critical element in the vessel’sability to encounter the ‘ordinary perils ofthe sea’, the cause of cargo damage willnow be closely reviewed in relation to

ECDIS certification and operation.Where the carrier attempts to rely on

the provisions of article IV of COGSA1971 to avoid claims relating to cargodamage, the burden of proof rests firmlywith the carrier to prove that he exer-cised due diligence.

In this respect if it is proven that therewas a failure to comply with the statuto-ry requirements of ECDIS operation orinstallation and this failure was consid-ered causative in relation to the incident,the presumption of a lack of due dili-gence on the part of the carrier may beunavoidable.

Technology and claimsThe effect of increasing levels of technolo-gy on board modern ships and the abilityto electronically document the eventsleading to a marine casualty have createda tendency within the insurance sector toinvestigate claims against perils insuredagainst with defences such as seaworthi-ness and lack of due diligence on the partof the assured featuring more often.

Insurance policies covering H&M andP&I may now be reviewed closely bythe insurer, especially with the provi-sions of the ISM Code now linking oper-ational aspects onboard to the ‘highestlevel of management’ through the desig-nated person.

The lack or efficiency of equipment,navigational aids or charts has been clear-ly established as affecting the vessel’s sea-worthiness, both in relation to contracts ofcarriage and under insurance policies.

Additionally, sufficiency and competen-cy of crew and their levels of training withregard to on board technology can alsoimpinge upon the vessel’s seaworthiness.

With the continuing advancements intechnology making the question of thedynamics of an incident resulting in loss anitem of fact rather than speculation, com-bined with the link established between theactions of those on board to the ‘highestlevel of management’ through the ISMCode, defences to claims relying on tradi-tional navigational perils insured againstand negligence of the master and crew maybecome more difficult to sustain.

Casualty investigationCasualties and incidents of one kind oranother are bound to occur from time totime during the navigation and operationof ships. When they do, legal disputes arelikely to arise especially when large sumsare involved.

The principle aim of the commerciallyminded shipowner, charterer and cargoowner is, of course, to settle any disputesquickly and cheaply. If however a disputecannot be resolved between the partiesthen the matter may refer to arbitration orthe courts for determination.

In hearing disputes between two par-

Where a failure of the requirements relating to training or familiarisation in ECDISoperation is established, claims arising from the alleged unseaworthiness of the ship

are likely to arise and will be of major concern to owners, H&M and P&I insurers

ECDIS implementation – Legal implicationsThe mandatory implementation of ECDIS will bring with it a significant change in the way in which vessels across the

world are operated, precipitating a massive shift from paper to digital systems. The existence of this data on shipnavigation could also have major consequences for the legal environment, according to a report by the UK P&I Club



p26-44:p15-25.qxd 04/11/2011 13:45 Page 13


Digital Ship

ties, arbitrators and judges rely upon theevidence presented to them to establishthe facts of the case.

This evidence, traditionally presentedby the parties in the form of both oral andwritten statements of witnesses, and con-temporary log entries and documentation,have in the past provided the basis onwhich decisions have been made.

This evidence sometimes required thecourts to determine conflicting state-ments on a particular issue in dispute. Insuch situations the judge or arbitrator, toestablish the facts of the case, has heavilyrelied on contemporaneous evidencesuch as photographic, video or electronicinformation.

In this respect electronic equipmentdesigned with a recording facility, such asECDIS, voyage data recorders, AIS dataand even GPS, have become a crucial partof legal proceedings often used to deter-mine disputed facts.

With literally hundreds of differenttypes of electronic systems with record-ing facilities operating different genera-tions of software, the recovery of thisinformation can however be a difficulttask in itself.

As this critical and at times complexprocedure of electronic data recovery hasbeen clearly identified, it may be ques-tioned why many ship managers, ownersand operators have failed to provide clearinstructions relating to the preservation ofsuch data in the event of an incident.

Additionally, critical information maybe lost due to lack of knowledge in rela-tion to the storage space or memory of theequipment in question, or by the databeing simply overwritten if action has notbeen taken for its preservation.

With this in mind it seems sensible forthe ship manager or owner to establish notonly what electronic equipment installedon board each vessel has recording facili-ties, but also provide clear instructions tothe master, which identifies the actions todownload the data and safeguard this crit-ical evidence.

Failure to preserve evidence may beviewed with suspicion and adverse infer-ences drawn.

The design of a simple checklist couldbe used to establish the equipmentonboard with recording facilities andidentify the process to be followed in thecase of an incident.

ECDIS dataIt is important to understand that ECDISsystems are capable of recording not onlythe log of events but the parameters ofoperation set up by the operator at thetime of the incident.

This electronic data may play a crucialpart in the litigation process, especiallyduring the transition period from paper toelectronic navigation where questions

relating to the effective operation ofECDIS systems may be raised.

This will mean that, in the case of a col-lision for example, where vector charts areselected and overlaid on radars having aprimary collision avoidance designation,it may be possible for the officer chargedwith the navigation duties to reach infor-mation overload – especially if layers inexcess of chart base levels are selected.

If this ineffective mode of ECDIS oper-ation resulted in a target going undetect-ed, ultimately resulting in a collision, thefailure of the navigator to act in accor-dance with the Collision Regulations inthis mode of operation could have signifi-cant consequences.

It may not only result in criminalcharges and civil negligence actions, butmay render the vessel unseaworthy withquestions as to the exercise of due dili-gence on the part of those responsible forthe management of the ship raised bycargo interests or insurers.

This new technological age also placesa greater responsibility on the casualtyinvestigator who is tasked to attend inci-dents and collect evidence.

The next generation of casualty investi-gators now undoubtedly require an exten-sive understanding in relation to the oper-ation of equipment such as ECDIS and apractical knowledge relating to the princi-ples of electronic navigation.

ConclusionThe ECDIS revolution and the rapid intro-duction of complex computerised systemsand automation on board ocean going ves-sels is perceived by the industry as a posi-tive change and an improvement in gener-al standards of operation, levels of safetyand protection of the environment.

The technological age has also broughtwith it new legislation and operationalguidance requiring strict compliance.

The additional introduction of voyagedata recorders (VDR) and ECDIS record-ing systems now effectively provide thesuitably qualified marine investigatorwith a clear picture of events leading to amarine casualty.

Combine this with the requirements ofdocumentation under the provisions ofthe ISM Code and the preamble and con-clusion to a marine casualty investigationis complete.

With the requirement for effectivetraining, familiarisation and operationnow receiving increased focus, with tra-ditional damage defences of navigationalerror, heavy weather and crew negli-gence now being subjected to additionalscrutiny, the ECDIS revolution may bethe catalyst which sparks a new cycle inthe claims sector.

And this one which may be even morecostly than the introduction of the tech-nology itself…

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This article has been adapted from a report published by the UK P&I Club as part of athree-part series on the implications of ECDIS implementation, called ‘The key to safeECDIS operation Part 3: Legal implications’.

The full article, as well as the other two articles in the series, can be downloaded athttp://www.ukpandi.com/loss-prevention/lp-reports.

A 16 page article called ‘ECDIS – �avigational and claims issues’, containing infor-mation from each of the three articles in the series has also been produced, and can befound at http://www.dunelmpr.co.uk/UKP&I-ECDISbrochure2011.pdf.

DS

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TT he latest Safety Digest from theUK’s Marine Accident Investiga-tion Branch (MAIB) has described

a couple of interesting cases highlightingsome important issues that those workingwith ECDIS would do well to heed.

In particular, MAIB has pointed to theimportance of training in the use ofECDIS technology in ensuring its safeapplication onboard ship, and stressedhow important it is not to be seduced by the screens in front of you and useyour own senses to maintain good situa-tional awareness.

The first of these two particular cases inSafety Digest 2/2011, titled ‘How not touse ECDIS’, involved a 4,000 tonne drycargo ship on passage in the North Seawith good visibility and calm seas.

The following is MAIB’s description ofthe lead up to the incident in question.

“The OOW was alone on the bridgeand was monitoring the vessel’s positionin relation to the voyage plan using anECDIS. The autopilot was selected and formuch of his watch the OOW worked onpaperwork in anticipation of a forthcom-ing vessel audit.”

“The voyage plan had been input to theECDIS by the vessel’s chief officer and hadbeen amended the previous evening toshorten the route and save time. At 1550,course was altered to 331 to follow theintended plan.”

“About 25 minutes later, the master,who was in his cabin, felt a change in thevessel’s vibrations. He called the OOWand instructed him to check the depth ofwater. The OOW looked at the ECDIS dis-play and reported to the master that therewas no cause for concern.”

“However, the vibrations increasedand the vessel quickly lost speed. TheOOW now realised that something was wrong and put the propeller pitch to zero.”

“He then changed the ECDIS displayto a 1:50000 scale and saw from the charted depth of water that the vesselwas aground. This was confirmed afterswitching on the echo sounder. A green,starboard mark was also seen off the port bow.”

“By now, the master had arrived on the bridge with the chief officer andput the propeller pitch to full astern. Thevessel refloated without difficulty andthere was no damage. No action wastaken to save the VDR (voyage datarecorder) data.”

Failures and lessonslearned

MAIB’s report points out that the keydevelopment during this incident thatcontributed to the grounding was theimplementation of the amended voyageplan the previous evening.

While this had been done to shortenthe route it ended up taking the vesselacross a charted area of shallow water.

Failure to recognise this stemmedfrom the fact that, according to the report,the vessel’s officers had not been trainedin the use of ECDIS and no procedures onthe system’s use were included in thevessel’s safety management system(SMS).

As the report states: “They were there-fore ignorant of many of the systemrequirements and features, and operatedthe system in a very basic and inherentlydangerous manner.”

“In-built safeguards in the vessel’sECDIS were not utilised and systemwarnings were not acted upon. In addi-tion, the planner’s check of the route planwas only cursory and was not cross-checked by the master.”

After its investigation of this ground-ing MAIB has compiled a list of ‘lessonslearned’ from the incident, which ECDIS

users everywhere should apply to theirown vessels.“1. In forthcoming years, ECDIS will

replace paper charts as the primary means of navigation on many vessels. It goes without saying that deck offi-cers need to be properly trained in the use of this equipment if it is to be used effectively and safely.”

“2. The prime responsibility of an OOW is the immediate safety of his ship. This responsibility cannot be met when he is distracted by secondary duties. ECDIS is potentially a very accurate and effective navigation and bridge watchkeeping aid, but it is no more than just that: an aid.”“When using ECDIS, OOWs still need to keep their wits about them, identifying navigational marks and cross-checking a vessel’s position by differ-

ent means. The use of ECDIS does not diminish the importance of keeping a good lookout.”

“3. The principles and requirements of passage planning on ECDIS are no dif-ferent than when using a paper chart,and a master’s responsibility to cross-check the work of his officers still remains.”

“4. VDRs have been fitted on many ships for a number of years, yet many mas-ters are still not certain when VDR data needs to be saved. Where doubt exists, it is better to save the VDR data and not use it, rather than to lose information that might help to prevent similar acci-dents from occurring in the future.”

What were they thinking?A second report from the 2/2011 SafetyDigest, amusingly titled ‘What were they



How not to use ECDISThe Safety Digest reports produced by the UK’s Marine Accident Investigation Branch provide

an excellent insight into the causes of various maritime incidents. Its latest issue carries two stories demonstrating how onboard navigation technology is not always competently applied

What were they thinking? AIS plot of the vessel. Photo: MAIB

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p26-44:p15-25.qxd 04/11/2011 13:38 Page 15


Digital Shipthinking?’, also cites improper applicationof the ECDIS as a contributing factor inanother incident, this time involving alarge container ship.

In this case failure to take advantage ofthe assistance available with the technolo-gy was one of a number of errors commit-ted by the bridge team that led to the ves-sel running aground.

As described by MAIB, “Shortly afterentering a busy traffic separation scheme(TSS), the master of a large container ves-sel arrived on the bridge to assist thebridge team during the vessel’s transit.”

“The waters were congested, and as thetraffic density increased, the master tookthe con and the OOW switched roles toprovide support to the master.”

“As the vessel approached a precau-tionary area at 21 knots, Vessel TrafficServices (VTS) advised the vessel to exercise caution as three outbound vessels were ahead and intending to cross the TSS.”

“The master, who had already startedto slow down the vessel from full seaspeed to full ahead manoeuvring on the‘load’ programme, set the telegraph tohalf ahead and altered course to star-board to give way to the three crossingvessels. His plan was to pass astern of allthe vessels before coming back on theplanned track.”

“On clearing what the master thoughtto be the first of the three vessels referredto, he was contacted by VTS, who advisedhim again to slow down. He acknowl-

edged by confirming that he had reducedspeed and planned to pass around thestern of the next two vessels.”

“VTS, however, responded by inform-ing him that the second of the two ves-sels, which was now almost right ahead,was not outbound. This was acknowl-edged by the OOW and, despite a subse-quent warning from VTS that the vesselwas heading towards shallow water, themaster continued on his collision avoid-ance course.”

“On clearing the last vessel, the masterthen initiated a turn to port, but this actionwas insufficient to prevent the vessel fromrunning aground on a charted reef at 14knots.”

Utilising technology’spotential

This incident would seem to be a clearcase of the bridge team failing to developsufficient situational awareness to navi-gate the busy lanes they were travelling,the type of environment where the techno-logical aids on the bridge can really be ofmost benefit.

MAIB’s own five ‘lessons learned’ from the above described incident are asfollows:“1. Although the engine telegraph had

been set from full ahead manoeuvring to half ahead, this had no effect on the engine speed as the reduction in engine speed was governed by the automatic ‘load down’ programme, which had to be overridden for any

reduction to take immediate effect.”“2. The master’s assessment of the situa-

tion and decision to alter course to starboard were based on his observation of true vectors and relative trails of the radar targets; the bridge team made no attempt to utilise the ‘trial manoeuvre’ function.”

“3. The master and OOW misinterpreted the information received from VTS with respect to which three vessels it had referred to, and became irritated by its frequent interventions. This resulted in important information from VTS being missed.”

“4. The vessel’s position was being moni-tored by the bridge team on ECDIS. However, they did not utilise the

equipment to its full potential. Doing so, would have alerted them to the impending danger and the vessel’s fast rate of approach towards the reef.”

“5. The combination of an early and sub-stantial reduction of speed, together with an appropriate alteration of course, would have safely cleared all vessels. Rule 8 (c) of the COLREGS advocates an alteration of course alone as the most effective collision avoid-ance action - but only when a vessel has sufficient sea room; a point not fully appreciated in this case.”

With IMO’s mandatory carriage require-ment for ECDIS to be phased in from nextyear, incidents like these serve as usefulreminders as to how the system can onlyimprove safety onboard ship whenapplied by a competent bridge team,properly trained in its use, and takingadvantage of the available features thatcan warn of potential dangers.

The alternative is to introduce a piece ofequipment that can create an illusion ofsafety and actually increase the likelihoodof an incident occurring by diminishingoverall situational awareness as watch-keepers mistakenly believe that ‘themachine will take care of it’.

As such, compliance to new regulationsthrough the fitting of ECDIS is only halfthe story – training the crew in its use, andpromoting its integration into a strongbridge team management process, are asimportant, if not more so, in running theequipped ship safely. DS

Vessel aground on the reef. Photo: MAIB

www.marinestar.no

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TT he incessant rise in bandwidthrequirements for digital telecom-munications is again in the news.

At the moment it is particularly rele-vant to the maritime navigational commu-nity as telecoms channels are wanting tosqueeze into spectrum slots increasinglycloser to the operating frequencies of bothradar and GNSS.

This is creating fears that navigationalsafety could be compromised.

Of course, the maritime sector wouldbenefit from an increase in the availabilityof affordable telecoms. For instance, safetyand environmental benefits would arise ifmost navigationally relevant data wastransmitted to the ship, since it provides afar lower latency route than paper basedsystems.

The ship could also be more effectivelyintegrated into its corporate organisation,providing opportunities for increasedfinancial efficiency.

It would also allow all the ship’s criticalequipment to be monitored by onshoresystems, increasing the probability thatproblems are identified and mitigatedbefore they become a dangerous or expen-sive failure.

Of increasing importance, off dutycrew members would benefit fromimproved internet facilities, especiallyenabling contact with family and friendsand therefore generally increasing theacceptability of being away at sea.

The ever growing demand for increasedcommunications drives the development ofnew ideas and technology in that sector. Itwould be good if we could work from aclean sheet every so often to enable a farbetter use of the radio spectrum.

Unfortunately, we always have histori-cal issues because of the longevity of anyone system and the implied financial bur-den of change.

Instead we have to work with compro-mise and continuous improvements.Agreements and legislation have to bemade at national and international levelsand the results, as well as not meeting thetheoretically best use of the spectrum,will inevitably not fully meet every-body’s wishes.

Agreements and changeAgreements need to ensure that truly ade-quate notice is given if older systems areaffected in any way and, obviously, safetyshould never be compromised.

Of course, legislation puts manyrequirements on all new services, not leastto stop them from radiating interferingenergy into the bands of existing systems.But this does not always resolve all thepossible issues.

What appears to be a common problemis that the receivers on the older systemcan be over-sensitive to the new transmis-sions, even though they are in a different

frequency band to the wanted signals. Inthe worst case these sensitivities can leadto a significant degradation in their abilityto receive the wanted signals.

During the design process manufactur-ers take into account existing interferencepossibilities and ensure that their receiversare protected against these.

It is far more difficult to undertake thedesign for postulated future signals, and ifattempted it can lead to either a costly over-design or to inadequate protection. The realissues often only become evident after thenew systems are prototyped, whendetailed measurements can be made.

The current situation for S-band radaris perhaps a good example of the processof spectrum change.

Since 2002 new S-band shipborneradars have had to incorporate filters toensure that their transmissions will notprohibit the future use of adjacent bandsfor telecommunications.

Fourth generation (4G) telecoms sys-tems are increasingly wanting to operateat the available frequencies that are closestto the 2.9 - 3.1 GHz maritime radar band,now that most radars in use comply withthe 2002 regulations.

The 2.6 GHz band has actually startedto be used within Europe and there isgrowing interest in the use of telecomssystems operating in the 3.4 GHz band.

The UK has been particularly consciousof the potential safety issues and in the pastfew years there have been a number of stud-ies, led by the Maritime and CoastguardAgency and by Ofcom, the regulator for theUK communications industries.

The latest report ‘Communications sig-nals in the 2.6 GHz band and maritime radar’has recently been published by Ofcom on itsopen-access ‘Stakeholder’ website.

It is based on the measured perform-ance characteristics of two different radarsand the measured signals of actual 4Gtransmissions, although the resultanteffects on the radar display are deter-mined by analysis. It correctly attempts to

estimate the very worst case scenario,even if it is unlikely to be met in practice.

Ofcom’s calculations indicate that ‘thesmallest measurable degradation in perfor-mance’ – that is a 5 per cent fall in the prob-ability of detection – may occur in the direc-tion of a 2.1 nautical mile distant radio mastthat is simultaneously transmitting on all22 channels within the 2.6 GHz band.

A safety issue?The report emphasises that althoughOfcom is not in a position to comment onmaritime safety, it considers that it hasnot, so far, been presented with evidenceof a safety of life issue and so will be pro-ceeding to a consultation phase on techni-cal licence conditions for systems operat-

ing in the 2.6 GHz band. In fact, as the report mentions, there are

already 2.6 GHz telecoms servicesdeployed within Europe, including basestations situated in coastal cities. Thereappear to be no reported instances ofmarine radar degradation.

However, to gain even more confi-dence, it would certainly be sensible thatas countries deploy such systems theyexplicitly ask ships within the local area tocarefully examine their S-band radar dis-plays for any possible effects, just to ruleout the unexpected.

Considering the conservative nature ofOfcom’s predictions, it is highly likely thatno noticeable performance degradationwould be observable at any practicallyencountered distance to any specific tele-coms mast, perhaps at distances even lessthan a few hundred metres.

Only targets on the same bearing as themast would be affected. When the radarantenna is not looking in the direction ofthe mast, the effect on targets within the

radar beam should be entirely unnotice-able, simply because the radar antennasidelobes will significantly attenuate the4G signal, generally at least by a factor of200 and typically by 1,000 or more.

In comparison, constantly encounteredevents, such as sea and rain clutter, non-optimum settings of the radar controls,and the suboptimum positioning of theradar antenna on the ship can all con-tribute to a far greater degree of radardegradation, frequently leading to a com-plete obscuration of a target.

Also in practice, few users would beusing the S-band radar so close to land,where the use of X-band is much morecommon, especially for port entry. The per-formance of the X-band system would beunaffected by the 2.6 GHz transmissions.

Of course, S-Band radars are onlymandatorily fitted to ships above 10,000 gt.

It certainly remains difficult to believethat there is any real safety aspectinvolved but it does warrant some confir-matory tests being performed on someearly deployed coastal 2.6 GHz systems.

Indeed, the Ofcom report states that themeasured results used in the analysis arefrom a restricted number of radar and 4Gtransmitter examples, which may not berepresentative.

3.4 GHz systemsImportantly, things may not be the same withtransmissions from 3.4 GHz 4G systems.

In fact a study performed in 2009 onbehalf of the UK MCA has indicated thatsuch transmissions appear to be moredetrimental to existing maritime radarsthan is the case for 2.6 GHz systems.

If this is confirmed when more detailedwork is carried out, it will probably be dueto the fact that some designs of radarreceivers are unduly sensitive to transmis-sions at these frequencies.

Until this is quantified, coastal statesneed to be cautious in allowing 3.4 GHzsystems to be located where they couldjeopardise marine navigation.

If it does turn out that there is a signifi-cant problem on existing radars the impli-cations will have to be carefully managedover time.

In the worst case, depending on theseverity of any possible problem, it couldresult in a cut-off date when all marine S-band radars would have to be modified orreplaced such that they are not affected bytelecoms transmitters complying withITU requirements.

This would be an extreme measure andcan presently be considered as an unlikelyoutcome.

Spectrum pressures and radarContinued expansion in communications technologies is squeezing the available radio spectrum to wring out

as much bandwidth as possible for a data hungry public. But what effect will this continued spectrum pressure have on navigational systems? Dr Andy Norris looks at the potential impact

DS

Dr Andy �orris has been well-known in the maritime navigation industry for anumber of years. He has spent much of his time managing high-tech navigationcompanies but now he is working on broader issues within the navigationalworld, providing both technical and business consultancy to the industry, gov-ernmental bodies and maritime organizations. Email: [email protected]

Radar is an integral part of ship navigation – concerns have been raised about howincreased spectrum use for communications will affect the technology

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