Delegates booked from Tile Marine, Viking Line, Neptune Shipmanagment Services, Star Cruises, TrygVesta, Stolt Nielsen Transportation Group, Kongsberg Maritime, McMurdo, C-MAP Norway, Mari-Sys Pte.
Keynote speaker was Kjell Rein, vice president, safety and quality, Kristian Gerhard Jebsen Skibsrederi AS, who presented his views on how to go about getting the most from electronic navigation systems and avoid problems of overconfidence.
The Norwegian Maritime Directorate presented their analysis of groundings and collisions and explain how they feel that more use of navigation technology could have improved things. Margareta Lützhöft, from Swedish National Road and Transport Research Institute will present the results of her Phd research into how use of navigation technology can be improved.
Gilmour Research presented an award for the shipping company which makes best use of electronic chart technology, judged by electronic chart experts Ole Berg, Dr Andy Norris and Rune Holst Johnsen.
Maersk believes that it saved over $120,000 in fuel costs from using a electronic chart display and information system (ECDIS) on a container ship, calculated by comparing the fuel consumption of the vessel with an ECDIS to the average of 6 vessels that didn't (source: Transas).
DNV has estimated that using electronic charts onboard can lead to a 40 per cent reduction in groundings.
SESSION: THE BENEFITS OF NEW NAVIGATION TECHNOLOGY WITHOUT THE RISKS
Chairman: Carl Bennett, Gilmour Research
Carl Bennett is analysis partner with consultancy Gilmour Research. He holds degrees in psychology and sociology and post-graduate qualifications in Law. Gilmour Research carried out the high-profile crew calling project assessing demand for onboard social communications among deepwater fleets for Inmarsat. The company is evaluating of government demand for commercial satcoms and an assessment of the global chart market.
9.20 Chairman's introduction
9.30 KEYNOTE SPEECH: USING NAVIGATION TECHNOLOGY THE SENSIBLE WAY
Kjell Rein, vice president, safety and quality, Kristian Gerhard Jebsen
Skibsrederi AS
“It is my opinion that the fight between institutions and countries with regards to protecting their areas has put a lot of obstacles in the way of good development of electronic navigation. The people at sea love the new equipment and are not involved in the endless political discussions behind the scenes.
“All of us are aware of the risk of relying too much on electronic navigation fixing, in particular when you are in coastal waters.
“Ships have grounded at all times, mainly due to lack of knowledge about the real time position. When we at last get a proper new tool, the main focus appears to be all the problem related to overconfidence in electronics.
“My presentation will focus on the new possibilities given by the new technology and how we should go about it.”
Kjell Rein, vice president, safety and quality, Kristian Gerhard Jebsen Skibsrederi AS, a shipowning and management company with head office in Bergen, Norway and with branch offices and representatives in Manila, Zagreb, Mumbai, Vancouver, Antwerp and Hong Kong. Measured by gross revenue and vessels under management, KGJS is one of the largest shipping companies in Norway, with technical management of about 110 vessels, including about 20 vessels under outside sub-management.
10.00 LESSONS FROM CASUALTY ANALYSIS – NAVIGATION TECHNOLOGY
Bjorn Holta, Norwegian Maritime Directorate
When new navigation technology is introduced for daily use, we focus on the benefits we wish to achieve. Our ability to understand the full implications of the technology and grasp how things could go wrong is limited. “Radar Assisted Collisions” taught us many important lessons.
Could ECDIS, AIS and other new navigation technology bring unpleasant surprises?
We certainly do not want to learn this hard way. Maritime accidents are investigated in order to bring us the knowledge and identify the means to avoid such problems.
The Norwegian Maritime Directorate’s - DAtabank for Securing MAritime Operations, contains 2.975 incidents with ships above 500 bt., of which 444 (15%) of are collisions and 909 (31%) are groundings, and other databanks contain similar records.
We take at look at how the shipping industry can utilize such sources to avoid “technology assisted accidents” - and how to take advantage of this knowledge in ISM safety systems and routines on board when introducing new A New Navigation Technology.
Bjorn Holta is with Norwegian Maritime Directorate, which is the Norwegian maritime flag administration. One of the main objectives of the Directorate is to “contribute to enhancing the systems of shipping companies and those systems' capacity for promoting a safety culture.”
10.30 INTEGRATING MARITIME TECHNOLOGY AND HUMANS
Margareta Lützhöft, Swedish National Road and Transport
Research Institute
It is not news that technological aids at sea at times may contribute to maritime accidents. But today's integrated bridge systems add a new dimension of complexity.
Advanced automation makes it difficult for officers to understand what is happening in the system and when and how to take over. Bridge officers have to perform 'integration' work in order to maintain a working relationship with the technology - manual work has been replaced by mental work - and the 'total workload' may not have been reduced at all.
Margareta Lützhöft is with Swedish National Road and Transportation Research Institute (VTI). She has a PhD from Linköping University in Sweden in human-machine-interaction and a master's degree in cognitive science. She has several years experience as a bridge officer, and traveled with 15 vessels to study work on the bridge as part of her research. She is very in demand as a speaker on issues of bridge systems ergonomics.11.00 Break
11.20 PROPER USE OF NAVIGATION EQUIPMENT
Knut-Svein Ording, head of section for nautical safety and communication
systems, Det Norske Veritas (DNV)
11.50 Panel Discussion
How can shipping companies make better use of their navigation technology and avoid the pitfalls
12.20 Presentation of the Gilmour Research award to the shipping company which makes best use of official ENCs to add value to their operation. See below for further information about the Gilmour Research award.
12.30 LUNCH
SESSION: NAVIGATION EQUIPMENT
1.30 BEST PRACTISE IN AIS
Eddie Hadnett, Stena Ferries
It is nearly 2 years since the Automatic Identification System (AIS) became a mandatory fit to passenger ships and tankers. However, many seafarers remain unconvinced that it will enhance the safety and efficiency of navigation as stated in IMO Resolution A.917 (22).
A very experienced navigating officer Edmund Hadnett argues that in order to realise the considerable benefits of AIS it is necessary to establish "best practice" through formalised training.
Eddie Hadnett is a captain with Stena Ferries, and is currently driving ferries across the Irish Sea. He is well in demand as a speaker on maritime navigation issues and was regarded as the best speaker at the recent Royal Institute of Navigation (RIN) event on ship navigation.
2.00 TRAINING PROGRAMS FOR INTEGRATED BRIDGE SYSTEMS
Jan T. Hansen, former shipmaster and director of worldwide customer development and system sales for integrated bridge systems, Sperry Marine.
Importance of training programs as a key safety component in the use of integrated bridge systems.
Jan T. Hansen is former shipmaster and is currently director of worldwide customer development and system sales for integrated bridge systems, Sperry Marine, a position he has held since 1999. He spent several years at sea in the Royal Danish Navy (finishing as sub-lieutenant) and subsequently with DFDS Seaways (qualifying as master).
2.30 SIMPLIFIED VOYAGE DATA RECORDERS [S-VDR] - ADDED VALUE AND COMPLIANCE
WITH NEW LEGISLATION
Martin Taylor, engineering and programmes manager, Kelvin Hughes
What is S-VDR ?
Why do we need S-VDR ?
What are the Carriage Requirements ?
How does S-VDR differ to VDR ?
What does S-VDR look like ?
What about Type Approval ?
What else could a S-VDR do for you?
Martin Taylor is Engineering and Programmes manager, Kelvin Hughes, one of the world’s leading (and longest established) maritime electronics manufacturers. He has special responsibility for its range of Simplified Voyage Data Recorders. The Kelvin Hughes S-VDR was the first in the world to be type approved. Kelvin Hughes sponsor the industry website www.svdr.com
3.00 BREAK
ELECTRONIC CHARTS
3.30 ECDIS ON HIGH SPEED VESSELS – COMPULSORY IN NORWAY -
Rune Holst Johnsen, marketing manager, Primar Stavanger / (part of Norwegian Hydrographic Service)
Rune Holst Johnsen is marketing manager of Primar Stavanger / (part of Norwegian Hydrographic Service), an organisation established in 1999 to manage distribution of electronic charts, between the world’s hydrographic offices and chart distributors. Primar probably supplies more official ENCs than any other organisation in the world.
4.00 USING WEATHER WITH CHART DATA
Bjørn Åge
Hjøllo, general manager, C-MAP Marine Forecast
Blending traditional skills with new skills – new skills which need to be developed
Bjørn Åge Hjøllo is general manager, C-MAP Marine Forecast, a service established by C-MAP to provide weather data to ships. He is a professional meteorologist with 12 years experience at the Norwegian Meteorological Institute. C-MAP provides possibly the world’s most user friendly interface and system for supplying and using weather information at sea.4.30 Panel Discussion
How can shipping companies make the most out of new navigation equipment
5.00 Close
Gilmour Research Award
Gilmour Research is making an award in 2005 to the shipping company which has used electronic charts to add the most value to the organisation.
The award is a wooden box made from timbers authenticated with a certificate attesting they came from wood removed from HMS Victory when she was repaired in the 1920s. The certificate is signed by Sym Taylor, CEO Disposal Services Agency, MoD, Lt. Cmdr Frank Nowosielski, Commanding Officer HMS Victory and Jonathan Bowman, MD, Victory Limited. The box is approx. 4 inches wide, four high and eight inches long, but cut as a puzzle box.
