EDITORS LETTER The story we bring you in this issue is how technology is really changing shipping companies. Technology is very good at causing very fast changes which can dramatically turn around the way things happen, but don't expect people to be able to change the way they work at the same speed. Many of us might have been pleased to see the demise of the dot com era, and its lavishly funded companies with unrealistic business plans. But now they have gone, the era of the internet is certainly still just beginning. Everybody accepts the need for us all to be intelligent in how we use computers if we are to gain the most out of them and we're all learning very quickly. In our feature about the classification societies, we examine how the use of technology is changing the entire way companies are structured and the way they communicate with their customers; this is much more than putting up a website and doing business with it. We take a look at the use of simulators in maritime training, with the debates raging about how computers can best be used in training. Everybody accepts the need for a human instructor, but the era of purely classroom training could certainly be over soon. Another story is how ship-shore communications really do seem to be accelerating in how much they can do for seafarers. We bring news about Crewlink, the initiative to install Inmarsat mini-M terminals onboard vessels, with a unique backing of seafarers union (the International Transport Workers Federation) and communications company Stratos; Inmarsat is also co-operating greatly by providing free terminals. The seeds are also being laid for Inmarsat's packet data service for vessels, which will enable much more flexible web surfing and e-mailing onboard the vessel, because users only pay for the data they transmit, rather than the current rather unwieldy method of paying for the minutes of connection time, involving a great many "fudge" products which batch and compress all the communications to make maximum use of the communications link. Our e-chartering conference in London on October 18 discussed what is actually happening with e-chartering, and enabled some conclusions to be drawn about whether we are really getting off the ground or not. We bring you our report of the conference and you draw your own conclusions. Our columnist Barry Parker, based in New York, brings news of some of the discussion to improve ship surveillance. Experts have said that the biggest security threat to New York City is a unknown vessel entering the port with something nasty onboard.. it seems a bit strange that, in late 2001, there still is nobody who knows where all ships are at any time, a far cry from the situation in the aircraft industry. SUBHEAD At Digital Ship In the year or so that we have been in business at Digital Ship, we have come to learn that we can make the greatest contribution to the industry through the informal networks that we create, building environments for people to meet each other, learn about what is going on and do business. Whilst we set out as a conventional publishing company, our business has turned out to be not all that different to some of the technology companies we write about, who also depend on their ability to create communities. Our business is not following any conventional business model, but then neither are any of the companies we write about.. we are all feeling our way here, trying to work out ways to construct businesses in this fast changing environment. Whilst we initially planned Digital Ship as just a print magazine, it has grown to be a great deal more than that, with our series of conferences, lunches and e-mail newsletter, all talking shops for people to meet and bring their business forward. We are very keen to involve as many people as possible in what we are doing here, please feel free to contact myself (jeffery@thedigitalship.com) or my colleague Yana Lenzner (lenzner@thedigitalship.com) to discuss anything. CLASSIFICATION SOCIETIES Classi Classification societies are feeling the pain of the internet harder than most. It isn't hard to imagine how a classification society could function completely over the internet. Surveyors around the world visit vessels and file their reports onto a central database; this information is then made available to other surveyors, shipping companies, charterers and inspection agencies, with a suitable system of permissions to ensure privacy and that the shipowner retains control of the data. Such a system is proving very difficult to implement in classification societies due to their obsession with ------ ======= Take classification societies as a prime example. Its easy to see how the internet can benefit their customer relations, creating a website they can use to access information about vessels. This is a technological improvement. But to make this work, you need a real change in the way people at classification societies work. They need all their staff to use the internet too, putting all of their data on there and being comfortable with the idea that they don't know who can see it. We have already learnt that people who think business is about control don't do very well in an internet society, because the internet is impossible to control. It requires Classification societies have probably felt the dark side of the internet harder than most, the way it forces companies to re-examine all of their business processes and smooth the way they move data around internally. its all very exciting Classification societies are very keen to encourage as much customer loyalty as possible. This whole cradle to grave thing. CLASSIFICATION SOCIETIES BODY TEXT Classi Classification societies are very keen to encourage as much customer loyalty as possible. This whole cradle to grave thing. MY INTRO Classification societies online offerings are something of a minefield.. because of the murky commercial waters with regards to how they market their services, it is difficult to work out who is marketing what to who. The main thrust comes down to providing customers with information over the web about their vessels, including drawings and reports. Get into the business of classification societies and what is really going on. Computers here are essentially a management tool; you can manage all of your surveys easier, and know exactly when they are ready. The classification societies only develop products for their own classification. In this day and age, companies are generally expected to use the internet as far as possible to serve their own customers. Classification societies are widely detested in many corners of the industry. It isn't particularly complex what classification societies need to do. One of the most exciting systems is the Devco system for walking about vessels and putting in photos. We're talking about scale drawings and stuff. Transparency issues: Do they want people to know things? The societies always stress that their clients, the shipping companies, know the information. In order to get into this, it is necessary to investigate a little bit about how classification societies actually work. SUBHEAD What do they need to do? The role of a classification society is to see what * Classification societies are not, as is commonly thought, the "policemen of the seas. "They are not allowed to venture onboard the vessel without the invitation of the shipowner/manager; the regulatory requirement is that various surveys must be made at regular intervals. Further, the data from the classification is not available for general perusal; it is owned by the shipowner, who then controls how it can be distributed. Whether or not this information should be made more freely available is a different issue. While the shipowner gets to say who gets to retrieve the information, it can be made available (with the shipowner's permission) to other bodies, including regulatory people. Lloyd's Register ClassDIRECT IMAGE: LRsurveyplan.jpg Lloyd's Register's ClassDIRECT service, providing online access to survey information, was a finalist in the Seatrade awards "Innvoation in maritime e-commerce" this year. The system now has over 3,300 users worldwide, from 850 companies managing over 12,500 vessels. All of LR's largest 200 clients are subscribers. It is even beginning to be used onboard the vessels, LR says. Users can review the survey status of their entire shipping fleet on a single screen, including vessels not classified by LR if they have any. The display has a traffic light colour coding system, indicating whether vessels have surveys due over the next 6 months, surveys due and surveys overdue. By clicking on the ship name, you can drill down further, and find out about specific details about survey planning for that particular vessel, including the survey history and defect history, for the life of the vessel. LR is currently engaged in refining the service and making more information avaialble. "There's a lot of new developments currently being progressed," says LR's Richard Neasham. "Its making more of our archive information available to surveyors around the world and customer users. In the meantime we've been looking at existing features and making sure we're delivering what clients want efficiently." The system is leading to a great deal of transformation of LR's internal operations. "I think the previous way of doing things was very paper burdened," he comments. "We have found many ways to reduce paperwork from our clients." "Functions that were previously fragmented have been brought together," "We've never had a better understanding of our customer needs through our account management," he says. "That relationship can only continue to grow." LR is particularly pleased about how ClassDIRECT extends the way the company operates. "The system doesn't discriminate about where our client is and what capacity he functions," says Mr Neasham. "It could be the chief executive officer, an engineer onboard the ship or a naval architect. It doesn't matter to us, because what's important is that we're reaching out to all areas in the organisation." LR is proud of the fact that its system has been a web-based service right from the start, never a software system. Onboard usage of the ClassDIRECT system has proven particularly popular with cruise ship companies, many of which have already sunk investment into unlimited usage internet satellite connections for their passengers. "They have realised that the internet can also benefit the crew in their offices," he says. When available onboard vessels, the system enables engineering staff at the shipping company and technical staff onboard to work together to ensure all the necessary preparation takes place, to ensure compliance with all the regulations. Some shipping companies expect the entire maintenance function to be managed from onboard, so if the onboard crew can gain access to all of the up to date survey data this can be very helpful, Mr Neasham says. Onboard access to survey data is also proving helpful to owner operators of coastal vessels, where the owners often operate their entire business onboard, he says. "It cuts right across the spectrum of our clients, not just the top ten companies," he says. The LR system is extremely straightforward, in terms of how it is absolutely clear what it does, how it works and what it is designed for; a repository of survey information accessible over the internet. A current project is increasing the amount of information which can be accessed over the system, including manuals, structural plans and machinery arrangements. LR often receives requests from customers to upload various different information. A ClassDirect LIVE EXTRA service provides further information, charged at $1,000 per year per ship, provides additional information, including damages, defects, incidents. "The main objectives of ClassDirect Live was to furnish absolutely up to date information worldwide," says Mr Neasham. Another project is increasing the amount of freely available information, including about new legislation, up and coming legislation, type approved products and services. RulesCALC RulesCALC is a development about to hit the streets, connecting shipbuilding to the classification societies. "Its main use will be in shipyard design and also by design consultancies and also our own plan approval offices," says Mr Neasham. Det Norske Veritas SEND PROOF COPY http://exchange.dnv.com Classification society Det Norske Veritas (DNV) has an internet/software hybrid service called DNV Exchange. At the most basic level, users can obtain access about DNV-classed vessels over the internet (dubbed DNV Basic). For a premium, users can access much more data, look at the ship in three dimensions and make calculations. This service is supplied both over the internet and as standalone software. The concept behind DNV Exchange is to tie together all of the different forms of information that a shipowner might use in one place, including modelling, reports, surveys and approval work. DNV's agenda is to continue to increase the amount of information it puts online and encourage people to use it; it is already discontinuing some of its paper systems as users move over to DNV Exchange. "Most DNV owners use the system regularly," says Mike Williams, project manager, DNV exchange. "It is already our main means of communications with owners." DNV is continuing to expand the service, by making items available out of DNV's archive, including documents and drawings. Since many of these are not already available in electronic format, they are being specially scanned in. The service can greatly improve the customer relationship, says Mr Williams. "Its not only to help the owner manage their fleet but also to enable them to get more help from the classification society," he says. SUBHEAD DNV Exchange DNV Exchange Basic, free of charge to clients, is designed as a way for DNV customers to access data about their own vessels, including certificate and survey details. All owners with vessels classed by DNV get access to DNV Exchange. DNV Exchange Member, the next service up, priced at $750 per vessel per annum, users can enter and manage their own inspection data including information, certficates, surveys and inspection reports of vessels not classified by DNV. This can be managed both over the internet and as standalone software. SUBHEAD DNV Exchange Nauticus DNV Exchange Nauticus is the Rolls Royce service, where users can view and exchange three dimensional drawings of the vessel and associated parts. DNV has a team of 50 staff in a Poland office, working full time on generating 3D models of vessels. The models are most useful later in a vessel's life, when it is necessary to replace steel parts or do strengthening and recoating work. DNV Nauticus has associated software tools which can calculate how much steel is required in a vessel dry docking, the necessary steel weight for plates and stiffeners and the quantity of coating chemical required. The system is available either over the internet or as internet-supported software; most owners prefer to use it as software. They can put it on their laptop computers and use it whilst travelling, taking it with them to repair yards and suppliers. Owners often feel more comfortable having data stored on their own computers, rather than on the DNV central server, although there are numerous potential problems associated with having different versions of the same file in circulation at the same time and this has to be managed properly. There is a version of Nauticus which runs onboard the vessel, called Nauticus onboard. The managers onboard the ship can retrieve update files directly from DNV. "We have quite a lot installed on the ship," says Mr Williams. "They can manage things from onboard the ship and keep their managing office up to date." DNV has an associated internal system in place to help surveyors put their reports together worldwide, called Nauticus Production System. It means that all the surveying approvals are stored in the same database. BUREAU VERITAS www.bureauveritas.com Internally, BV is gradually re-hashing its databases and internal working procedures; externally it is looking to increase information flow with shipowners and shipyards. It has appointed a specialist marine internet division in Paris, headed by Stefan Recher. "The difficult part to adapt and transform our organisation in order to be part of the tool," says Mr Recher. "We need to link our real work on a day to day basis so people can use this tool in information flow reporting. It has to change the way people work." Knowledge management internally is a major motivating force for BV's internet efforts. "Almost everybody in the company has a specialist knowledge," he says. "We have to be able to share this information through some content management system." Mr Recher is clear that streamlining all of BV's operations and communications over the internet is not a short term process. "Its a matter of 5 to 10 years," he says. "But from our point of view the main factor is for us to have the capabilities to do it. Its a very long project," he says. "The difficulties are to motivate and get together all of the people involved. BV has the VeriSTAR software information system for it customers. VeriSTAR includes public information and private information. The public information includes the BV register of 7,000 vessels, its rules and regulations and information about type approved products. There are some technical articles, Two sections have recently been added to the free area of the website: one to provide information about equipment online and the other to provide more downloading tools. In the equipment online section, shipowners can find out about equipment they have fitted onboard vessels or are considering fitting onboard vessels, if it has also been classed by BV (BV is one of the world's largest classification societies for maritime equipment). In the download function, customers can download some technical papers, and also some software demonstrations. The confidential information provides owners and managers with details about class status of their ships, including expiry dates of class and statutory cerrtificates, next due surveys. They can access certificates and find out when the ship needs to make the next special survey. BV prides itself in how fast it can upload survey reports onto the website. Work is currently underway to build an internet platform for sharing drawing documents between designers, shipyard and classification society. Designers can make notes on drawings and pass them on. This platform can be used to manage the design certification process. A VeriSTAR Hull tool can be used by shipowners to manage the maintenance and structure of vessels. This displays the hull in three dimensions. Another tool, VeriSTAR machinery, uses probability calculations to assess the mahcinery parts and create an optimal replacement and maintenance plan. The VeriSTAR system could also work onboard vessels with a suitable internet connection. VeriSTAR is gradually being converted from a software based system to an application service provider running over the internet. A special developement is the PSC package, a multi-media training tool for owners and crews. BV built the tool after analysing ship detentions over 3 years, to work out the most common deficiencies and fields of interest. The package includes a dedicated CD-ROM with information about port state control, training for preventative maintenance and checklist. Another initiative is the the WebValue system, to give a seal to websites which reach specific standards (including security, neutrality and reliabiity) which they can display on their sites. In October this year, BV launched BVQoS (Bureau Veritas Quality of Service), an internet performance program for internet service providers as part of its eBusiness strategy. It looks at "critical issues in terms of internet quality" including access, services, content, security and confidentiality. The growth in revenues by activity is as follows SHIP SIMULATION AND CBT MY INTRO This is very interesting, there is a great deal of interest in better ways train seafarers. NB creating some interesting sense here is going to be f* ing hard, don't really see any way of doing it, people use simulators, that's the end of it. Transas makes lots more simulators People like simulators Don't really see any agenda here, it isn't very interesting. We all know simulators, those funky things which garner the most attention at trade shows, which let you Based on computer games. This is where the enormous investment comes from. Its kind of like a computer game, but it has a business application. But all of the multi-million dollar investment which has gone into fast graphics cards and systems to build up complete 3d environments really quickly all really helps here. The quality of a simulator in training, of course, depends on how similar it is to navigating a vessel in real life. There have been a lot of comments about simulators, particularly if navigating a computer vessel makes it harder for people to appreciate the reality of navigating a real ship, or if people feel like they are just playing a computer game and it doesn't matter if they collide into a tower block and kill lots of people. This is all dangerous stuff. But by and large this really works. Who better to talk to about whether simulators are any good than the Nautical Instititue. Talk to shipmanagement companies about what they think of simulators. Certainly, this stuff is very helpful in training people to learn about things; and it saves doing it on the actual vessel itself, which is very expensive. On the flip side, Ship simulators are a very fast moving sector in the maritime industry. Use a computer to model what is happening in various different circumstances, let people learn and play about with things. KMSS ship systems KMSS.no Ships bridge, communication, engine room, cargo handling simulators. Has the global maritime-ecampus portal, maritime-ecampus.com. This is a portal to provide a variety of information about maritime training. THE SHIP ANALYTICS SYSTEM Appears to be the world leading product for LPG simulation, used by Maersk and VShips. Liquid cargo handling simulators. Simulators always make a big draw at trade shows. Collision avoidance simulator by Videotel CD-ROM training product. Videotel productions, Charles Taylor Consulting and Sindel. Three sections; Rules of the road at sea Guided simulation And full simualation. ================= Training is not simple. The awkwardness is how you distinguish between skills and knowledge. Computers can be very good at teaching knowledge, but not skills, as the old debate rages. www.magsaysay.com.ph A shipping company based in Manilla, with about 17,000 seafarers under its employ. The company has its own training centre, Nominated one of the three best seafarer training institutes in the Maritime Asia Awards 2000. Magsaysay Training Center (MTC) Established in1970, the Magsaysay Training Center offers maritime training programs that are designed to enhance the professional competence of seafarers. Accredited by the Maritime Training Council, it offers courses that are required by the STCW 1978 Conventio, as amended in 1995. It also offers a distance education program with the Institute of Chartered Shipbrokers of London. View full list of MTC courses MTC has received international recognition in the Maritime Asia Awards 2000, where it was nominated as one of the three Best Seafarer Training Institutes. It has also been successful in obtaining a 1994 certification from Det Norske Veritas, one of the world's leading maritime classification societies, under ISO 9001 standards and the DNV rules for Maritime Training Centres. Magsaysay Institute of Shipping The Magsaysay Institute of Shipping (MIS) provides appropriate in-house training programs for Magsaysay navigation crew and to an increasing number of hotel/catering personnel embarking on seafaring careers. MIS has training facilities for deck and engine officers and crew, along with facilities for the training of galley, restaurant and accommodations personnel. View full list of MIS courses Training Ship MMC's training ship, T. S. HO HO, is used by Magsaysay Training Center and MIS for hands-on and simulation exercises. Captain Weni Sola, training director of Manilla Well actually The number is now something between 15,000 and 18,000 15,000 actually onboard at any one time. They different types The reason why we have these numbers is because we also send out a lot of hotel personnel onboard the cruise liners We take responsibiliy for the training in partnership with our principals We do have a close partnership with our principals in terms of training Also the technical Well we have always been a been a believer in the value of simulators We found it very useful because we ourselves indicated the training for simulators The government did not even assist us in the funding of our simulator systems We did it ourselves At that time, we only have 2 own ship navigation simulators from Kongsberg It cost us something like $480,000. Well actually, we don't use simulators We also use actual equipment We're making use of actual equipment There are certainl competencies that are better developed through the use of simulators especially in terms of collision Also in aspects of marine engineering Right now we also have communciations simulators for GMDSS Inmarsat training. The most important part of a seafarers skill is managing a crisis One of our courses we call the ships simulator We have included modules on emergencies We have courses on crisis management Which we hold We have been getting all kind of reactions Its a good thing that the maritime administration in the Philippines has also recognised the value of using simulators Somehow it has been a Transas is for communications We know that Transas also has navigation simulators We have become somewhat loyal to Kongsberg with their navigation simulators In fact we were their first customers in the Philippines. ========== Well actually The simulators that Transas have are also very good In fact, they are able to cover a lot of training Well, its just that in our analysis of the different factors We found that Norcontrol has been able to meet most of our requirements. ========== Well actually we have a very large training We have a training centre here in Manilla where offer both simulator based and classroom based courses Of course in meeting the requirements Then we also have a practical facilities for practical exercises South of Manilla Where we do firefighting, personal survival training and first aid training In addition to that we have a 3 hectare campus South of Manilla where we offer in house courses which are not required by the convention This is fully subsidised We provide all of training free to the seafarers Its one of our committments =========== We even offer practical training for our cooks onboard the ships We offer club training for passenger ships Aside from that we provide behavioural training, management training. We have a small training ship also We provide training for our cadets. We're quite busy on the training ship. ============== We have some CBTs being used in training centres. We also recognise the value of CBTs We are also thinking of developing our own packages Not only using CBTs but also using systems Its a tall order We just want to take advantage of the benefits of technology just to make our training Well yes there are possible downsides It depends on how you develop the courses and how you use them The downside of using simulators is students losing really they start thinking about the whole thing as some sort of a computer game They forget about the real objectives of the training It actually depends on how you implement the courses and how you decide these leraning activities We never forget the fact that simulators are just tools for trainig Its hard to get the balance right In our plans and programs we maek sure that the instructors of the development team are properly trained and know their stuff ====== Actually the Kongsberg system has a built in assessment system which we also use Well there are certain areas where assessing people using technology is also relevant and effective because certain areas If you have to do it yourself =============== Training onboard vessels Until such time that we are able to have cheaper access We are thinking abotu distance learning and distance education We used to be associated with the Insitute of Chartered Shipbrokers We integrated their program Computers are relevant with training people onboard We are seriously looking at how we could make use of our website so that we could provide effective training to our people onboard it takes a lot of preparation, a lot of study ================ We would have to implement something which is fully web based We would have a combination of sending out CD-ROMS allowing students to contact their tutors asking them to send over their answers. Its very ipmortant to have a human tutor One important factor is the tutor It is British approach to distance education somethign that Americans are not using Its very effective. =============== That is the trend now We believe now that computers would make our life easier and less complicated We will be able to provide more effective and more effiicent training We never lose sight of the fact that human intervention is very important More effective use of computers The instructor or factiliator will always be there ============ We have been looking at how we could make use of We found out that the regular computer base packages We found out that virtual reality it doesn't actually increase the value of the training that much Recently the cost of having it Its not really very cost effective at this point. 3 dimensional ============= Knowledge training is where computers are most useful Distance learning If you really want to develop competent in all positions Then somehow you will have to provide practical training also Computers can do a lot in terms of practical training. ============ Its a mixture between The training centre occupies one floor We have taken over We are expanding We also have the institute. =============== At any one time we have about 150-200 students at the training centre At the institute we have longer courses for our cadets We have 16 week courses which we provide before they accept for the shipping training. ============ Refresher training We are upgrading refresher training We take a look at the performance evaluation and rating onboard ship Based on their training needs In fact we require people to be trained during their vacation time If they have identified training needs it is a requirement that they pass through training. ============== Its very difficult to get people in during their training time At this point We just have to bite the bullet We require everybody ============== Well we're not really very happy We're not totally happy about what we have We havent got a language training We would like to offer a very professional language training We English and maritime English There's a lot of computer software. Dear Karl, Of course, I could make myself available for the telephone interview. I'll make sure that my phone is free in the afternoon, towards the end of our day here (as you said). Meanwhlie, I have sent to you a summary of whayt we think has always been our Company's position towards the use of simulators in maritime training. Warm regards, Weni Sola My contact address: Magsaysay Training Center 6F Times Plaza Bldg. Taft Avenue cor. UN Avenue, Ermita Manila Tel. (632) 526 1588/86 Fax. 632 526 1593 email: wgsola@magsaysay.com.ph Captain Weni Sola, Manilla Claims to be the first shipping company to recognise the use of simulators in training Purchased a 2 own ship navigation simulator from Norcontro in 1984 "It was the first digital simulator to have been operated by any training center in the Philippines. The system was using a digital coastline generator. It was capable of displaying up to 40 target ships using 6 mathematical ship models." "Without subsidy from the government, we offered to Filipino deck officers simulator-based courses such as the Radar Observers Course and the Radar Simulator Course. Later, we installed 2 units of Automatic Radar Plotting Aids (ARPA). These were interfaced to the existing Norcontrol NavSim. The simulator system enabled Filipino officers to meet the requirements of the 1978 International Convention on Standards of Training, Certification and Watchkeeping (STCW 1978). When the STCW Convention was revised in 1995, the company proactively made sure that it would be in a position to meet the new requirements. The training center was transferred to a newly-constructed 12-story building within the shipping buisness area of Manila. The old system was replaced with the latest generation of Kongsberg Shiphandling and Bridge Simnulator which was put into operation in late 2000. "A 6+1-station TRANSAS GMDSS simulator was likewise installed in order to support the live Inmarsat equipment used for the training of deck officers in shipboard communication. Magsaysay is convinced that simulators make training both effective and efficient. We are now putting in place plans to purchase an engineroom simulator. This would allow for an integrated approach to both navigation and engineroom training. The training center is of course fully wired for both LAN and WAN which enables us to conduct web-based training - all in anticipation of a more extensive application of information and communication technology (ICT) in maritime training. QUESTION: What is exciting about CBT? Kongsberg Maritime Ship Systems (KMSS) was recently awarded a major ship handling simulator contract from Panama Canal Authority to build a POLARIS full mission shiphandling simulator. It includes three instructor stations, two debriefing stations, two full mission ship bridges, an auxiliary towboat bridge. There are also simulation development tools including a database development station and a ship model development station. An assortment of databases from the KMSS library, along with the entire Panama Canal geographic database will be supplied. A variety of hydrodynamic ownship and target ship models will simulate ship transits in the Canal. The ships have full maneuvering and navigation instrumentation, with chart tables, radar displays and ECDIS. TRANSAS has set up a special web page about simulators, located at www.transas.com/sim. It includes demonstrations of all of the products: engine room simulators, GMDSS, liquid cargo handling, Navi Traininer. Liquid cargo handling simulators are very complex. Ship's Bridge Simulator Product group Ship Simulators Related links The Panama Canal Authority Dear Karl, It was great to meet you. Would it be good if you contact Magsaysay's training director Chief Sola?? Will forward this message to him. We have been using navigational simulators for training quite early on (early 80's) If I am not mistaken Magsaysay purchased one of the first simulators(perhaps the first Norcontrol) in the Philippines even before it was made mandatory. We have since upgraded and installed the latest one this last January. Chief Sola can give more specific information.Hope to see you in Manila soon, Doris ----- Original Message ----- > > ----- Forwarded by Vickie C Bautista/ceo_office/mgc on 10/11/2001 10:20 AM > ----- > > "Karl Jeffery" > > lship.com> cc: > Subject: simulators in training > 10/11/2001 12:33 > AM > > > > > > Dear Doris, > > I hope everything is going well! > My name is Karl Jeffery, editor of Digital Ship magazine in London.. we met > briefly at our conference in Hong Kong two weeks ago, where Linda Ho McAfee > was speaking.. > > I'm just writing a piece about the use of simulators in training > seafarers.. > since you employ 20,000 seafarers, is it possible that you could spare me a > few minutes to e-mail a short note about what you think about the use of > simulators in training, and how much you use them? > > Many thanks! > > Karl Jeffery > Editor, Digital Ship > > > -----Original Message----- > From: Linda Ho McAfee [mailto:lindahomcafee@ishipexchange.com] > Sent: 28 March 2001 17:40 > To: Karl Jeffery; Doris Ho > Cc: sho@fairmontshipping.com; raho@fairmontshipping.com; Kenny Gaw; > eumanese@magsaysay.com.ph; staffin.d@ishipexchange.com > Subject: Re: seafarer magazine > > > Dear Karl, > Nice to hear from you. Seafarers Magazine - great! I would like to > introduce you to mysister Doris Ho who is President of Magsaysay Lines, > Fairmonts Philippine sister company. > > Magsaysay currently has about 20,000 seafarers in its employ, I believe. > Furthermore the have a Seafarers magazine called Home Harbour, which Doris > is personally very intimately involved in. > > I am sure she would love to talk to you about your Seafarers Magazine as > she > is in the midst of strategizing how to expand the market for Home Harbour > etc beyond her captive market. Her email: dorisho@magsaysay.com.ph > > > Dear Doris, > Let me introduce you to Karl who is amost charming and fun guy running > DigitalShip Magazine - the most important newspaper for the marine e-world! > developments. > > Perhaps the two of you can communicate directly. > ----- Original Message ----- > From: "Karl Jeffery" > To: > Sent: Tuesday, March 27, 2001 5:56 AM > Subject: seafarer magazine > > > > Dear Linda, > > I hope everything is going well! > > I don't know if you have any ideas.. we have been talking to Inmarsat > about > > doing a seafarers magazine (going onboard vessels). They are interested > in > > partly funding it, but not completely funding it (otherwise it would just > be > > like an Inmarsat brochure). > > Can you think of anybody who would have a financial interest in a > magazine > > for seafarers, who might like to get involved? I thought Fairmont > Shipping > > might be interested, via their crew management arm.. > > Cheers Karl > > > > > > Karl Jeffery > > Editor, Digital Ship > > Drewry House > > 213 Marsh Wall, > > London E14 9FJ, UK > > Tel (+44 207) 510 2315 > > Fax (+44 207) 510 2344 > > jeffery@thedigitalship.com > > www.thedigitalship.com > > > >