INMARSAT F begin FROM PRESS RELEASE MAIN HEAD Inmarsat Fleet unveiled http://www.inmarsat.com/fleet BODY Inmarsat has unveiled Inmarsat Fleet, a ship-shore data communications service. Inmarsat Fleet includes voice communications, ISDN and crucially a packet data service, where users pay for the data they send, rather than the length of time of the connection. The service will become available in the first quarter of next year, with communications services being offered by Telenor Broadband, Xantic, KTT, OteSat, France Telecom and Telecom Italia. They will be followed by Stratos, MCN and SingTel sometime during 2002. Hardware to access the service is already available from Thrane and Thrane and Nera, costing in the range $20,000 to $25,000; manufacturers JRC (Japan), Glocom (USA) and STN Atlas (Germany) will be offering terminals shortly. Inmarsat Fleet is also seen as a further stepping stone to the broadband servcies which will be launched over 2004, using the next range of Inmarsat satellites, the I4s. SUBHEAD What is it for Whilst voice and high speed data services have been available for ships since 1979 under Inmarsat-A and -B, this is the first time a packet data service has been offered, where users pay in terms of the amount of data sent, rather than a circuit switched system. Whilst some of our readers will understand immediately what this means, most readers will probably want some further explanation. A circuit switched data network system, such as Inmarsat -A, -B and mini-M, is similar to the system used for voice telephone calls. A sending computer dials up the receiving computer and establishes a connection, and then the data is transmitted from one computer to the other. A circuit switched data network is fine if users are sending very large data files, for example a 2 megabyte list of recordings from a survey ship or a collection of digital photographs. But most data communications are not large files, they are lots of short ones. For example, when surfing the web, you type in a website address and download the web page (high data throughput). Then you read the web page (no data throughput) and download another one, and so on. If someone on shore is in regular e-mail correspondence with someone on ship, for example arranging the supplies to be delivered to the next port, again, there is lots of short chunks of data being sent for each message. The problem with sending short data chunks over a circuit switched network is that it takes time to set up a connection, sometimes as much as one minute. Every time that data is exchanged between ship and shore, the user must pay for one minute of connection time, costing between $2 and $16 depending on the service. A variety of elaborate software tools have been developed which allow users to make more efficient use of the packet switched connection. This includes tools which batch all the e-mails going from ship to shore together, so that they can all be sent in the same data connection, and the development of websites that can be browsed offline (ie without a live internet connection), with all the necessary communication between ship and shore batched together as much as possible. With a packet switched network, all of this becomes redundant. The data moves through the system in small "packets", about 100 bytes each, each addressed separately. The user only pays a few pence to send each data packet, rather than having to pay $2-$16 every time a connection between ship and shore is actually made. There are benefits to Inmarsat as well. Inmarsat needs to make the most efficient possible use of the power its satellites have, because it is limited to the amount they can generate from their solar panels. In circuit switched communications, Inmarsat must allocate enough satellite power to be able to handle the full data throughput capacity of the circuit (9.6 or 64 kbps), even though the user is very unlikely to be actually sending the full amount of data through it. In packet switched communications, Inmarsat can share the same amount of data power between many different ships. It makes no guarantees about data speed, so if many ships are talking at the same time, the data speed goes down, but the total amount of power allocation stays constant. It can make more effective use of the data power and still keep to its promises of providing completely reliable service. SUBHEAD What is it for Inmarsat Fleet mobile packet data service (MPDS) then creates enormous advantages for applications which want to send short bursty data patterns, such as web surfing, messaging and anything which involves sending short chunks of data between ship and shore. For example, say the somebody at the shipping company needs to contact a vessel to get an urgent answer to a question. The current practise is to pick up a telephone and phone at $2-$16 per minute, probably being connected for about a minute. The alternative current practise is to send an expensive message over Inmarsat -C (about $1 per kilobit, quite expensive) or to send an e-mail (probably requiring at least a one minute connection time to send it and a further minute for a reply). Using Inmarsat Fleet mobile packet data service, the user can send an e-mail or even an "instant message" (using technology like Microsoft Messenger) and it will only cost a few pence to send (Inmarsat F MPDS is expected to be many times cheaper than Inmarsat -C in terms of cost per kilobit). The reply can come back straight away. The result is an enormous saving in communications costs. This is only the tip of the iceberg however. The low cost short data exchange capability of Inmarsat Fleet MPDS makes many more data applications possible. This includes browsing websites (probably designed specifically for use onboard vessels) to find out and make orders for supplies; retrieving weather information and chart updates, and exchanging management information between ship and shore. Seafarers can use Inmarsat Fleet to actually surf the internet. The costs will be much lower than they would be over the current services, where the user is charged directly at $2-$16 per minute. The costs of web surfing will still be much higher than they would be on land, of course, where the user pays typically $150 for unlimited access for a year. The seafarers will need to be very responsible about how they use it. It is hoped that many maritime-specific websites will be developed which provide fast access to information without forcing the user to download superfluous information and graphics. For example, seafarers could find out about the news and sports scores at their home town, search for health information about a specific issue, buy flowers for their families, look for information about specific engine parts or peruse the classification society survey data for their vessel. Digital Ship has put together a comprehensive review of websites which would be useful from onboard vessels; see http://www.thedigitalship.com/webguide. Another major benefit is expected to be connecting the vessels into company online infrastructure, such as intranets. Inmarsat expects that one of the biggest applications for the system will be in newbuild vessels. There will not be any advantages to fitting an Inmarast -B terminal, rather than an Inmarsat Fleet terminal on a new vessel once the service becomes available, it believes. SUBHEAD The equipment IMAGE: ttequipment.jpg Thrane and Thrane of Denmark (currently merging with the satellite communications activities of Nera) is the first to release equipment to talk using Inmarsat Fleet. The final price is undecided but expected to be in the region $20,000-$25,000. The most important piece of equipment is the antenna, currently 85cm high, 84 cm total diameter and weighing 25 kg. The terminal is dubbed "Capsat Fleet 77." image: phoneandbox.jpg Caption: the blue box and phone The terminal plugs directly into a blue box. Also into the blue box can be plugged a power supply, telephones, fax machines, a video phone and an IP (internet protocol) router; computers can be plugged straight into the router. SUBHEAD ISDN, MPDS and phone It is likely that sending data by ISDN (paying by the minute) will still choose cheaper than MPDS for sending very large files. It is a relatively simple matter for software companies to put together tools which automatically send files through the cheapest possible route. A more complex issue will be deciding on the priority of different communications mediums through the system. For example, if the ship gets an incoming call while you are websurfing, do you want it to automatically interrupt the web surfing and allow the call through? It is more likely that some kinds of call waiting functionality will be developed, so you can be gently alerted of a call coming through and make a decision about whether or not you wish to take it. SUBHEAD GMDSS capability An important feature of Inmarsat Fleet is its safety call priority system, ensuring that emergency calls take precedence over routine calls; this means that the system meets IMO criteria for new services within the GMDSS standard. There are three "higher priority" call levels: distress, urgent and safety calls. These all override normal communications. Inmarsat hopes that shipping companies will use the system to connect vessels onto the corporate wide area networks and internet systems, the same way that terrestrial offices are. Obviously it will have to be done very differently because the cost of communications will continue to be much greater than communications costs on land. Perspective: THRANE AND THRANE http://www.tt.dk Thrane and Thrane is the first company to release Inmarsat Fleet hardware onto the market, and is putting a great deal of investment into encouraging companies to use the technology. "From our analysis, we expect that the merchant fleet will represent 60 per cent of the market for Inmarsat Fleet," comments Kim Kim Bille Gram, manager marine sales, Thrane and Thrane "As we see the market, there are four segments: merchant fleet, tankers, containers and bulk ships," says Kim Gram, then we also hage fisheries and the yachts and the navy. As we have done our analsysis, the merchant fleet will represent 60 per ent of the market. Other projections also make up interesting segments. We have had a lot of interest from navy customers. Fishing boats, big Russian which have big sitcoms Some of the big Russian fleets have A terminals What we are saying is We are going to market to all segments. We can also look at the B sales. We need to look at more than the B market. Can use it straight away for ISDN We expect MPDS will be ready We will expect rfiled trials to begin a t the beginning of January using all our terminals. Our transceivers. We received orders already, although wont say how many. Its exciting when you put a lot of money but in reality. At this moment The idea of Inmarsat is to have Fleet 77 That is seen as aimed primarily at the merchant fleets. There are already yachts with considerably smaller antennas. Our expectation is that We will see what the reaction is. It could be tempting for owners of yachts to get access to internet browsers. Applications: I think you have a number of different applciaotns e-mail, SMS Then you move into navigational interfaces, hcart updates We see a lot of players in theat chart industry expressing interest in the product. MPDS will make it easier and hopefully cheaper. As far as we see the situation in relation to the distress function. Our transceiver is for voice distress. There is still discussion going on between IMO and Inmarsat Global voice distress is not going to replace a GMDSS function. concering the aspect of fleet by a gmdss device. Inmarsat and IMO are discussing what todo CASPER: We see this product as mainly a data modem. If you look at the numbers The merchant fleet has to have a GMDSS onboard. We have to show some kind of applications. If you look at the fish market, and the yacht market, maybe getting weather information.. This will probably be a way forward. From a crew comfort thing Its not an operational issue. What we're looking at is communications, navigation, remote trouble shooting, cargo monitoring, logistics, maintenanc A lot of owners have different views on to what extend remote diagnostics is interesting A lot of owners think that responsibility for information relies with the mainre enginesser There are a lot of owners. Trouble shooting engines, Cargo monitoring- natural gas, Oil pressure, cylinder conditions, whatever Refrigerated cargo It's a philospohpical issue from the shipowners point of view. We're just here to provide owners with an opportunity. I do not think remote diagnostics is an issue for whether they want it or not. Shipowners certainly wnant tohe information We would not expet the price to be different tot Inmarsat B. 20 years ago, an Inmarsat A terminal cost $100,000. Transas gets enthusiastic about Fleet http://www.transas.com Transas is already thinking about offering services using Fleet. "Fleet provides a perfect fit with our products and mission to become a keystone in ship to shore communications," says the copman. Transas expects that Transas Telematics has the TRIM (Transas Information Management) software tools, including quality management and planned maintenance, with associated modules for stores, supply, crew and budget. The system can be used to help compliance with the ISM code. Transas Telematics is proud to be supporting the launch of Inmarsat's impressive new family of services, Inmarsat Fleet, at Europort 2001. Transas has already launched a Fleet application, showing how charts can be updated over the service. "we feel our strategic vision is to be the number-one provider of software applications that work hand in glove with Fleet," says Transas. TALKING TO MICHAEL BUTLER Subhead Security Security is a major issue for Inmarsat; of course with this system shipping companies expose themselves to the vagaries of the internet, including viruses and hacking, which can all prove extremely expensive. Luckily the technology used to monitor this kind of thing on shore is extremely advanced. INMARST Its estremely eimportant for the traing to feel they have the security issues covered up Security access: NetNany, Cyber Terminal. The major work going on right now is field trials in the maritime field and talking to customers. Inmarsat is also trying to gain awareness of thhe service. The Fleet 77 is intended for larger yachts and very large vessels. The development follows the offering of land mobile packet data service and the ISDN global area network (GAN), which is available from Xantic, Comsat, France Telecom, KDDI, SingTel, Stratos and Telenor. SUBHEAD The Inmarsat 4 The main limitation to the service Inmarsat can offer is the power of its satellites. However this will change in 2004 when its Inmarsat 4s become operational. These satellites are 100 times more powerful than the current offerings. SUBHEAD The final price The final price to the end users has not yet been agreed. Inmarsat has not yet decided how much to charge the Land earth station operators for the satellite bandwidth, and the LESOs need this information before they can sell to the end users. Inmarsat hopes that the LESOs will compete against each other to reduce the pricing further. SUBHEAD From Inmarsat's point of view One of the major benefits from Inmarsat's point of view is that it can make more efficient use of its satellite power for data communications. Under the existing system (-A and -B), if someone makes a connection, Inmarsat has to allow the phone call a full 64 kbps availability of data througput, even though the user may not be using all of it. With the packet data service, Inmarsat can reduce or increase the amount of bandwidth it allows the particular user, depending on the demand at that particular point from other users. "We're not starting out with any guarantees (of data speed)," says Michael Butler, Inmarsat managing director. "But our expectation is that the price and performance will be better than the existing services, and there will be lower capital costs for the hardware." Inmarsat is taking a lead role in co-ordinating the program. "We'll do a lot of generic marketing and put together a lot of case studies," says Mr Butler. "Inmarsat is a facilitator, We have a registered developer program and we provide airtime support." The real driver for Fleet, Inmarsat expects, is the increased demand for data communications services going between ship and shore. Inmarsat has operated focus groups, with concentration on Greek and Norwegian shipping markets initially. GMDSS A particular emphasis is on safety communications, following recent problems when emergency services were unable to get through to vessels in distress to co-ordinate a rescue because passengers were on the phone to relatives to tell them they were alright. There is a four step level of call labelling, with a higher level call automatically taking priority over a lower level one. -=- SES in the UK Rochester 40 tries Plastci card, can be reloaded Seafarers can ask for money to be taken out of their salary. Reads the card You can control how much people pay Its called PUBLISAT Paul Ashton's perspective Xantic expects to be the first land earth station operator to offer an Inmarsat Fleet service, expected around April 1 next year. "Applications are the reason you would want to change to Inmarsat F," he says. "If you were building a new terminal, fitting an Inmarsat Fleet terminal would be the only logical conculusion," he says. "If you're buying new equipment, you would buy Inmarsat F," he says. "You say, do you want the old crummy one or the new shiny one. Everyone it does is better than the previous generation." However Mr Ashton believes there will be a few retrofits as well. The main reason for choosing an Inmarsat Fleet terminal, he says, will be a shipping company choosing that it wants a packet switched data service rather than a normal switched service. If they want to use the terminal for applications which send frequent small amounts of data, they will use a Fleet terminal. Purchasing ship supplies will be a major application, he believes. If a shipping company wants to purchase something and doesn't have the data about it in its own database, it can retreive all of the necessary information from a website or e-commerce portal, such as e4marine (which Xantic has equity stake in). Systems will be built which are very different to generic web surfing, he says. Essentially, the shipboard database will integrate with the suppliers' database, and only information from the relevant spare parts will be uploaded, with no associated graphics and brochure material. The data transfer could be as little as 50 bytes for a table of specification data. "Before, you would need to do a dial up handshake and get authorisation, you would never have considered doing it to retrieve only small amounts of data," he says. Xantic will include a least cost routing for Fleet into its AMOS Mail package, which automatically works out the cheapest way to send the data. It will send it through MPDS if its only a small amount of data, and ISDN for larger files. An Inmarsat Fleet terminal can be used for voice and fax calls, ISDN and MPDS communications. The user will have to determine a priority level for the different services. For example, it could be set up so that if a user is surfing over the internet (MPDS) and an incoming telephone call comes in, the web surfing is automatically stopped and the web surfing takes priority. Alternatively, there can be call waiting mechanisms which alert a web surfer to an incoming call so a decision canb em ade. SUBHEAD Only use maritime applications Mr Ashton cautions that it is very important to only use software applications and websites which have been specifically developed for use onboard vessels. There will be a temptation to use normal office applications over the system. Although they will work, they are not designed to be used on systems where the user pays such a high data communication charge; whilst MPDS will be cheaper than Inmarsat-B, it will still be much more expensive than web surfing at home. Mr Ashton says he expects shipping specific websites to be developed, which allow the user to surf through to find specific information (for example, weather forecasts for specific geographical areas or information about suppliers), without any superfluos data transfer. A great deal of expertise in putting together lite websites has been gathered by initiatives to build websites using WAP, working on people's mobile phones. Whilst it is too early to say whether or not WAP is a success, there has certainly been a great deal of research work gone into it. INSTANT MESSAGING Image: instant messaging .jpg Instant messaging, or "chat", is gradually gaining ground as a business tool. A staple of teenage conversation for many years now, it has found favour among tanker brokers as a means of doing business, although apparently the dry cargo broking community are much slower along the technology path. If you've never used Microsoft Messenger or other chat tools in business, it might be worth trying, if you can convince someone you often need to talk to to do it as well. You always know if the other person is sitting next to her computer or not. If she is, you can send her a message and know that its popped up on her screen and she can reply to it straight away and then the two of you can chat about it. This is the immediacy and interactivity of a telephone call, at the cost of e-mail. So imagine how this might work on a ship. If a seafarer wants an immediate answer about someone from a shipping company, the communication can work on instant messager, with costs of a few pence for sending the message, rather than the $5 a minute for a telephone call. This is quite a substantial saving. Instant messaging is also a great loneliness beater, for seafarers to chat away with their girlfriends or even seafarers on other ships. And the costs can be so low that the shipping copmany won't even notice it on their bill. AND offers free crew calling terminal http://www.and-group.com/telco/whatsnew.cfm IMAGE crewcall5.gif Caption: the AND crew calling terminal UK company AND, which provides outsource service support to vessels, is offering to provide and install a crew calling and communications terminal free of charge onboard vessels. At present, the service is offered using a dedicated Inmarsat mini-M terminal, with calls charged at $2.50 per minute. However the application would clearly work very well over an Inmarsat Fleet terminal. The cost of the terminal is an estimated $10,000; AND undertakes to cover this cost itself, recouping the investment from revenues earned by the terminal. For comparative purposes, the Crewlink project, supported by the International Transport Workers Federation, charges $1.85 per minute for telephone calls over Inmarsat mini-M. However the shipping company is normally expected to cover the cost of installing a Crewlink terminal (around $2,000) and no e-mail or data services are yet provided over Crewlink. Most LESOs (land earth station operators) have a book rate of around $2 per minute for calls over mini-M, which means that AND must cover the cost of installing the equipment, and make its profit, from the $0.50 per minute differential. That's a lot of telephone calls required to recoup its $10,000 investment. Surprisingly however, AND does believe that it may be able to reduce the $2.50 rate. "We'll drop it as soon as the call volume increases," says a spokesman. AND undertakes to fit a terminal on "just about any" ship; however it fully expects the service will prove far more popular on some ships than others. No commitment is required from the shipowner, to have a terminal installed. AND hopes that by covering the cost of the terminal itself, it will be a very easy decision for shipping companies whether to install a terminal or not. The company fully expects that it will take time for its infrastructure to be implemented, as the system is gradually implemented. A main objective is to provide seafarers with an alternative from the current scratch telephone cards, both for onboard the ship and for terrestrial use. An AND survey found that the average crewmember spends $88 a month on scratch cards, the company says, and many seafarers were being ripped off. AND was established in 1974 by a group fof maritime engineers, as a specialist consultany and supplier in maritime communications, engineering and maintenance. Services include managing supply of spare parts, managed maintenane and accountancy. It looks after a "large" number of vessels. SUBHEAD What the terminal offers The communications terminal has a handset (for telephone calls), a touch screen and a keypad. Facilities offered, which are all paid for using the prepaid cards, include telephone calls, e-mail, letters home, purchase gifts (chocolate, flowers, lingerie), buy lottery tickets, peruse up to date news (both international and home news), receive training courses and peruse documentation. Seafarers can also surf the web and play computer games, all privately, without any risk of interfering with the ship's equipment. There is no risk to the shipping company and no accounting headache. AND suggests that the terminal could even be used as a back-up communications device if the main ship's communication system fails in an emergency. The letters home service is of particular interest to seafarers whose friends and family do not have access to the internet. It replicates a ship's letter facility which has long been a maritime tradition. Seafarers can write a letter using the terminal, which is then e-mailed back to AND and posted from a location near to the letter's final destination. For example, if the letter is going to Europe, it is printed and posted from AND's base in the UK, but if it is going to the Philipinnes, it is printed in the Philippines and posted from there. This delivery mechanism improves both delivery speed and reliability. AND supplies the vessel with a number of cash cards, which they can use on the terminal; they purchase these from the ship's master. The terminal clearly explains exactly what everything is going to cost before the seafarers buy it. AND has formed relationships with companies selling chocolates, flowers and lingerie online, so that seafarers can purchase these items using the card; AND will then repay the vendor. The e-mail software has compression on it, to make sure that the message uses the minimum possible amount of memory. The equipment has been specially designed to be as reliable and maintenance free as possible, built to similar specifications as the internet terminals currently provided in railway stations and public street telephone kiosks. The screen has toughened glass and the telephone has robust construction. It securely mounted to the floor or wall. ELECTRONIC CHART UPDATES One area where shipping companies will derive a great deal of benefit from Inmarsat Fleet is in being able to access updates for charts, particularly electronic charts which can be updated automatically. The upates HAYLET I think its going to be an important thing for the world. Bandwidth is the important thing: increased bandwidth and redufction in costs. We're sending large amounts of data. Chaprt updates, hopefully. in the reasonably near future. PRIMAR with the OEMS to receive We're hoping to follow on with ARCS. The office has to follow us loosely with OEMS We want to get the data to ships at sea as quickly as possible. We're working closely with the OEMS. Their system has to be able They take the bulk of information from the update CD Its necessary to not be confused The updates for raser charts, only bits of data. Kilobytes: ARCS file update I think shipping companies generally are going to feel more comfortable with the digital age, getting the whole thing to work more effectively. Services by other people such as ChartCo: that is happening now. ENCS are taking a long time to come through. They take an enormous amount of effort; we can only go so fast. We can't stop everything and make ENCs Growth of coverage is going to be slow. Now IMO officially recognises dual fuel. The message has quite got through to the marketplace with SOLAS Chapter 5. We're trying to raise more awareness. Use ARCS and ENC together- you want to be able to use your chart display system. If we can tie in sensible updating for ARCs and ENCs. We're trying to create some synergy between raster. There is one kind saying we'll have ENCs of everything And another says, ENCs are so expnssive, why not invest all the money in making sure that we get the congested areas covered. We're focusing on coveragien our area of national responsibility. Its about 3 year plans to get areas of national responsibility. We 've got a new version of total tide We've improved the map Non harmonic paorts Ports we don't hold full harmonic information for. Coming out in January. We're ging to provide a backup CD with it. On a ship it can run on 2 separate pC>s We're talking to the MCA Admiralty tide table. Covers the whole world. MCA only really directs what is allowed in the UK waters; we need acceptance byu all. Global list of lights Electronic version is coming out in April. Deul fuel thing: the IMO supports it. There's not an understanding That you can use ARCS and ECDIS together. Has to be a type approved ECDIS. RUNE JOHNNSEN> Going to get Europe, Greece and Turkey on its way. South Amercian countries. We're also talking to Chile and Peru. Asia, Singapore, Japan, South Korea and India. Many of these countries are "test nations" They're testing our internal services. In the test of our services we have the virtual services of the Primar network. This is what we are focussing on. Offical dual fuel concept is what should be communicated where ARCS is used together P&O cruise liner AURORA They were going to dock, it was foggy. They knew exactly where they were using the ENC. Very large scale. Use the ENC to dock. I would recommend that you use the ENCs when available. I think its very good that the hydrographic offices are pushing this officalness. They are doing a huge favour for the hydrographic community. We are there to help the hydrogrpahic community in this. I think for the next 10 years you will have to use the charts combined. Can use ENCS for vessels on shorter routes. Charging mechanism. We have a distributor network. Each vessel has a subscription service for each cell. They receive updates every week. They don't need to buy huge folios of charts they don't need. When you buy proper charts, they're all overlapping. You don't need portfolios for charts you don't use. PRIMAR CATALOGUE go to shopping basket: default is subscription. obtain the permit keys. between distributor shipping company and the ship. Its very easy to design the exact focus. We know that the shipping companies are screaming for this The politicians have to recognise that ECDIS will increase safety at sea. A lot of additional safety information The HOS must have the necessary funding to be able to do this quickly It is an investment Its not going to cost less if they do it over amny years or put up a lot of money now. In the US they had many problems with it but went to congress and they promised the money. We are co-operating with them Very closely They will be made available for free But they need to secure the suppliers are delivered in the correct format I think they are becoming available now. TRANAS JOHN H Its going to be quite a hard sell because wheat the customer needs has been provided for already with B. Lots of companies are providing a service where they can compress it It works I don't think that shipowners are asking for anything else. But then they never ask for anything else. Without doubt, this idea of packat data is a step in the right direction. Tbut it goes against everything that's done before. You don't need Rydex or IMC. We're got our TRIM fleet management system The office and ship work on their bits and pieces. It compresses them With F you don't need to compress it. TRIM is perfect for F A few tiny bits of data sent often. Wehat about charting, our main business. We're got to get this database on the ship. You want to send a new chart or correction, its actually quite a large file. You've got to send it by ISDN connection. You don't need FLEET for that either. What I believe the great advantage of fleet will be in the future. It will take time for people like us to make applications which will make this come into its own. Mouch of the hydrographic offices has to get physical charts onto a ship and back it up with corrections. It's a huge logistics task and its very slow. If UKHO wants to use Inmarsat Fleet to make sure all the databases are up to date. Ships got all the data. They might never use. Iv'e been on ships 2 weeks from drydock spending 4h updating charts, knowing full well they're not goint to be used. I see F as an I-ECDIS If you have a ship coming up the channel, it recovers the data it needs for the next 30 minutes It know that data is totally correct 30 minutes later it takes some more information If every ship is doing that, the HO only has to keep one database up to date They can make sure they get paid That's an application which would suit fleet immensely If tcan send out all the UAIS information Maybe Lloyds would like to know where every ship is. Its like a free worldwide VTS I think its quite a courageous step for Inmarsat to come out with something with With fleet we're going to make sure we have all the applications that are needed. Maintenance systems, ISM, fleet tracking systems All the training system. Training, if you've got 7 junior officers, and you're training for 6 of them. You can send them an examintiona. CHARTS: What we have is our own chart portfolio.. we can give them license codes We can give them codes of the sea. If they buy it, it lasts forever. Some people have regular updates Seamanship training software on 150 ships http://www.seamanship.com Seaman Ship (previously Todday Publications), a Scottish maritime training software copmany, reports that it currently has software onboard 150 vessels. The business was originally founded in July 1999 in Glasgow, UK by Iain Macneil, a seafarer with 14 years experience at sea, who saw the need for up to date information for deck and engineering officers. The company recently launched two new products for Marine Engineer Officers: Chief Engineers Assistant, a training module for onboard engineers, covering monitoring fuel, water and lubricants, as well as voyage planning, maintenance and personnel management. It has also launched a module called "engineering examiner," for studying US Coast Guard engineer exams, the STCW officer of The Watch other other exams. The business currently has 10 staff, half working on developing products and the other half in sales. The keynote product is CORIFS (compendium of reference information for ships), a software tool intended to work onboard vessels. CORIFS includes a library of reference information and training materials. The reference information includes UK, US and other maritime regulations; guidance and information notices; codes of safe practise; information about hazardous chemicals, IMO documents, first aid information. The training section includes training for deck officers, engineers. There is also software for passage planning. compendium of reference information for ships Half is a library SOLAS, MARPOL, STCW 95 training Users programs, desk seafarer training 3 elemenrs library Merchant shipping 5,000 pages of legislation All on the website On the website as a free resource Since then, the UK government Since 1997 We are applicable to merchant shipping TRAINING: question answer and tutorials People have talked about putting it on a projector to teach students Day to day work PRICE £600 per license Seaman examiner is updated every year 20 pcs the price goes down, say to £2,000 They can put it on their home lptops . Further up they go, the harder it is Some package Both in scheools and on a ship#Individual gues are Seafarers take one element, for £100 or £50 Training and refersthing === STRATOS AND CrewCall KELVIN HUGHHES Designed for QM2, Carnival, Cunard Flat panels, are more acceptable to the market place Five displays are on the bridge CHOR displays (?) 25 inch Navigator The same eye level sitting or standing Each display is multifuncionatl Operator can select what he want on theat We will this is all the navigator requires in this location 2 displays in each bridge Offers something new in designs We feel this is the future Goes straight against 5 displays, 4 functions Panels type approval Flat panels, smaller in depth, lighter, clearer less weght, less components, Azipod drivers VDR The Kelvin HUghes VDR is the smallest VDR on the market With L3 The smiths crash survial module. Thehas a Data acquisition unit (DAU) 30 days of data can be held Smallest data acquisition unit by weight and szie 2 lots of type approca ; Half and half ewbuils and retrofits Royal Netherlands Nqavy Institute has trialled ECDIS for a year 1 supply vessl 2 ECDIS and planning station This is a start RISK ASSESMENT QEvery ship needs a reisk assemsnet to see if they can carry EECDIS withotu paper charts COMSTAT ED BENDER Inmarsat F First part of 2002 Already have monbile packet data service Product manager F-77 for large vessels and container vessels Travelling out side normal sport beams It will haeve a highe speed voice on there, e-mail capabiltiy for video file transfer Its going to depend on what equipment the ship have onboad If they have low speed Making high speed service Making a high speed service becomes more efficient Few months We're standing in the dorway waiting: we'reeready to go. Spot beams, local yachets, deep transit vessle,s We were selected by Inmarsat to hafve one of our vessels chosen as the test bed Starting in January, Feb March on a research vessel. Liarge3 file The equipment manufacturers The earth stations are set to rock and rocll with it. Direct internat access. Some software services out COMSAT is about to become part of Telenoor in elary december That will increase IThat iwll strengthen our global reach Wholly owned US subsdiairty in Telenor Telenor Satellite Servicees Inc Air Force Once uses our Aero services We've in different markets, providing a similar services COUTTNEY The force behined the AMEVER program Bakcbogn of the C services Massive cost associated with the AMVER program Its more important now Sept 21sth US flagged vvessels have to report 24 hours Us DoT Any vessel into a US port Its more fequent now Now its 24h AMVE R If you use C Ternmiunals As far as we're COASTGUARD Its the only worldwide fleet management system Somebody has an eye on you Its a vol.uantary program Right now its mandatory marking use of systsems If they can't identify a vewssel AMVER is the system that lets them know COMSAT is supplying the software, it compreses the messages We offer a daily news service for our C customers 3,000 lives were saved last year byecause of AMVER We're veryu proud of our position within the US coast guard MARINE PROVIDER Collin: OMI are one of the most advanced shipowners the world has seen. 11 months work, integrating with OMI $1.5m revenues so far. We're lucky to be backed by so many heavyweights 2 of our investors haven't even signed up yet as customers Study by Fastwater, made phone calls to 150 shipowners We've developed what I believe to be the best web integration technology We've been out measuring what our buyers are doing today Use ShipNet: select your suppliers The only time, when you press print, it "prints" to MarineProvider The supplier receives an e-mail No going into MarineProvider's website The e-mail arrives, it says, it is coming from the supplier Japanese/ Chinese e-mail The supplier fills out an e-mail form, excel spreadsheet, to put in a quote If the supplier works in XML it can be received in XML No rekeying Lots of buyers want order acknowledgments Integration is tough, but I hope we can become part of the framework of the company Focus on the buy side I think we've got a solution for suppliers Our focus is definitely, who's going to pay oinlne May suppliers will answer a customer no matter how they receive the order. People underestimated how hard integration was Too many people spoke about integration but couldn't deliver it. People didn't want to come online, buyer or supplier GUNNNAR-XANTIC We have to go from unstructured message to quality content Suppliers say that more thant 30 per cent of their time is gtetting inaccurace information By going from a manual fax to an electronic system It takes 3 weeks to tun the system on, sort out different spellings of bottle MARINE PROVIDER has a excel tool to work out how many hours of savings it can make The main part of intgrationg is standardising people's databases $1.5m secured contracts for next year An average purchase order can take 50 minutes from start to finish KONGSBERG, SERGE COTE Started looking into it 2 years ago. Schools really wanted to learn e-learning We had a development project On one level, a school can have its own website Students can long on We have a global site, links to all of the school, links to their loca website Learning management system Portal for maritime education and training A shift in the way to teach simulation: retation rates 80 per cent, compatred to 20 per cent with theory A powerful teaching and learning tool More regulation means more learning Competetnce is the way to success Incompetence is the way to disaster Seafarers ton't want to go to training courses away from the family Search for schools, events and news SCHOOLS SECTION Select different course modules, look at the theory behind the courses Navigation simulator A learning program is foolowed by a self test system which is available to the instrctur who can then pass or fail the student Do things in a safe environment without wrecking the ship The student cannot start the simulation without being registered to a course. We have 3 options for courses i) schools can develop it themselves ii) ii) we can mke a set of starter courses iii) They can order courses from us, or courses from the university, courses from other suppliers AiCC standard Transport it to different systems Enrol for courses Totoal work onboard ships, take your whole course offline. SERGE COTE: there's a huge potential for training at sea. We can provide onboard training, embedded training A navigation system which aso includes Kongbserg creates technology Which connects students with schools. We don't watnt to be seen as competitors Support for schools. ANDERS BOSTROM AIS is definitely one of the hot topics right now The most important is that the standard has been finished It s was done in August, the IECE standard The type approval process is starting If everything goes to play , we think wwe will have tuype approval in March That's as early as you can get it. The standard is ready, the work has been done, it will be published in February We consider ourselves as a world leader, we've been around for 10 years. We worked together with the inventor of AIS, Kakan Cans, to develop the system . Swedish guy, who worked wit the IMO Calsimt to have also invented the mouse This standard and technology is solid both in the US and Europe We don't really see any problem that the legislation will not be followed We have a feeling the US will implement the requirements much earlier. There are talks in Europe There's always the something between the IMO and Europe I'm a navigator, I was a Navy officer for 12 years, talked by the Sweidsh High Speed Navy in a very complex environment. My personal opinion, I would like AIS data, charts and VDR I think sometimes people are learning to work with your system Many systems have the functionality to present what you want. I would like the unit This is very subjective We deliver the transmission equipment You can display it in a radar It's a little bit unfortunate how the standard has been written. We didn't really see the need The ECDIS standard for radar was not really prearped for AIS Its also very subjective. Rome was not built in a day. ECDIS radar bridge We were talking to them a long time ago A lot of them have implemented our systems Its not rocktsceintce The retrofits will be more complicated On newbuildes We have taken a decision not to work with the shipping market directly ourselves. Wwe have agreements with Ilitton, Lecia, Kelvin Hughes Leica has an agent with Raytheon, Wsaab Rosemount Marine, ICAn, Pinpoint, Tokimec Fiutting in base station Conenected to the vessel traffic systems 6 redundant base stations in Hong Kong July 1, 2003 Newbuilds, passenger tankers Around 20 per cent of SOLAS ships Tankes and passenger ships are of high interest IALA in Sydney, 12-15 March We have a strong relation with players in the shipping market. We have today 100 per cent of the market for base stations We are the only one up until now Test's going on in German the German government has taken responsibility for these tests They are the only one with technical capacity BSDH They will give out type approvals in March Only us and JRC delivered equipment in June We just tested them The transponder can talk over Inmarsat C There is a connection If you're out of HF coverage. Then can get a picture of what ships ares You can receive position reports over Inmarsat and the GMDSS system. There's suppost to be a report this week 8 manufacturers applied to take part in the tests and 6 delivered equipment Our system performs quite well We are confident that we can go through these tests with a high grade. The interoperability technology is quite advanced The results of the tests are showingf There are some serious actors on the market Some people are congused about what is AIS and non AIS transponders They have used transponders and transponder-like equipment We have been using tis system in Sweden Since 1998. Shipowners are oputting it in It gives the ma fleet management systems. We're accessing the data over the internet There's a mandatory requirement AIS gives real time data of a situation I also think that shipowners will get the benefit of this infrastructure. SEND LENA A COPY OF DIGITAL SHIP Risk assessment, send profft copy of article. It asks you a bunch of questions specific to your ship. Produced by the MCA Gives advice on how to reduce paper chart portfolio UK-flagged vessels We anticipate it will If a ships in ECDIS mode There are all kinds of hazards What procedures do you have in place. Virus: do you have virus checks Identifying hazards, trying to quantify hazards. Impact on ship and prersonall What procedures do you have in place. What emergency procedures do you have. Hazard and risk. Are precautions in place. Hazards associated with ECDIS Significance of hazard Emergency procedures Risk to ship Risk assessment records. Hazard Next ENC is not available. Lack of anticipation hazards. Hardware failure, software failure, power failure Course and speed input. Do it vessel by vessel. Virus: minor, reduced Its not a cut and dried issue, it does depend on circumstance. Are the alarms fitted If anything comes up, a substantial or intolerable risk . It is intended for vessels which are running ECDIS. MCA will look at it and see if they agree with you or not. With the controls you've put in place, Are the measures practical. Additional service to check a We suypply all charts from anywhere. It runs on Powerpoint or Excel. She will let me know costs. FUGRO SEASTAR We've been working with Trinity House on this, it will come out to bid for 100 buoys in the UK Coast. There are fare far mor applications. Fugro is a group we have 6,500 employees around the world. We have a lot of assets, trucks and ships. Brding all the data from this into a website. Can separate all the assets. Rather than have someone glued to a computer We can send an alarm direct to a mobile telephone, can go to a mobile phone. Can go to a mobile phone. We can route messages, warnings to a mobile There has been a lot of development work Our own We've been working on it for about a year. We've solved a lot of problems with the tracking, which a lot pfople seem to have. Fugro: a large Netherlands based company. Asset monitoring has four main elements: hardware, intelligent processor, software platforms which allos the proessor to collect information from the sensors. Community tools: Inmarsat, Thuraya. One of the issues which sets us apart. Look at how much data has to be sent to look at which communications offers are most effective for the end user. Get multi-level access. You seee on your PC the same visual presentation. Fugro has been involved in DGPS since the mid to late 80s. What we're offering is a global system The sort of system that can tell you where the vessel is You can program it to send an alarm. We have designed a customer built base. asset management 6,500 staff. We have 24h monitoring systems We have the resources andwe know the marin market. Engine monitoring If you want to know the heading and rudder movements. It's a question of putting it into this devide and putting it through. If you've got a business case for measurering something automatically, that can be done. MORE FROM SSAB> Over the internet. We provide a system you can distribute it in an intelligent way. A coastguard can access all of the information. Its actually the transponders which provide the functionality. We can see the mreal time. Impemented by the Swedish maritime administration. There's around 200 ships now. Shipowners should be able to access the information. Telia Mobile operates it. It also runs the coastal radio system. Authorities will be able to access the information# With the Batlic region there is an interstate agreement to put in an AIS before 2005. G They will follow quite rapidaly. The IMO carriage requirement is here soon. Takes quite a lot of planning. IT will be up to class to decide if there will be a backup of AIS the standard has made a request for an alaphanumeric 38 characters. You need a display to get type approvela. The 99 closed targets can be displayed or the nearest 20 ships. A special system was installed for Orkney Island City Council. it can send signals indicating that the pilot has embarked or disembarked, also for changing regions. A tilt sensor, if a ship is tilting more than 60 degrees. It will send a message by AIS>