MARITIME COMMUNICATIONS GMDSS Safety first is at the heart of marine communications REGULATION Meeting the rules of the IMO and ITU SATELLITE SYSTEMS A look at the options now available COMMUNICATIONS HARDWARE What is needed on board • A guide to regulation and technology • ShipInsight • CRITICAL INFORMATION ON MARITIME TECHNOLOGY AND REGULATION • AUG 2014 SPONSORED BY
More recent developments mean that crew and passengers on ferries and cruise ships can even make use of their own smart phones and internet enabled wi-fi computers and tablets providing they can afford the subscription or pay as you go rates. And it is not only humans communicating. Most modern vessels have an array of sensors collecting data on just about every important piece of kit onboard and transmitting it ashore for maintenance and operational purposes. This guides looks at some of the technology and services on offer
This document is posted to help you gain knowledge. Please leave a comment to let me know what you think about it! Share it to your friends and learn new things together.
Transcript
SAFETY PART 2
Caption togo here
XX PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR BRIDGE ACTIVITY AND DETECT OPERATOR DISABILITY WHICH COULD LEAD TO MARINE ACCIDENTS.
MARITIME COMMUNICATIONS
GMDSSSafety first is at the
heart of marine communications
REGULATIONMeeting the rules of
the IMO and ITU
SATELLITE SYSTEMSA look at the options
now available
COMMUNICATIONS HARDWARE
What is needed on board
• A guide to regulation and technology •
ShipInsight• CRITICAL INFORMATION ON MARITIME TECHNOLOGY AND REGULATION •
AU
G 2
014
SPONSORED BY
A WORLD CLASS
JOURNEY
1814 - 2014
kongsberg.com
IT TAKES CENTURIES TO BETHIS GOOD
KONGSBERG celebrates its 200th anniversary in 2014. Today, our
navigation solutions are the culmination of these 200 years ofpioneering spirit, with K-Bridge
technology playing a vital role on ships and offshore vessels the world
over. Its simple, user-friendlyinterface is the gateway to
advanced and fully approved systems that ensure navigation safety,efficiency and reliability in all
conditions. K-Bridge gives you fullcontrol. Kongsberg Maritime gives you
XX PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR BRIDGE ACTIVITY AND DETECT OPERATOR DISABILITY WHICH COULD LEAD TO MARINE ACCIDENTS.
Malcolm Latarche
SHIPS AT SEA HAVE ALWAYS had a limited ability to
communicate with other vessels or the shore but until the
beginning of the 20th Century the limit was determined
by how far the eye could see and light could travel. With
the advent of radio the limit stretched to several thousand miles and
today satellite communications mean that under most conditions
there is no limit at all. Even so, vestiges of the old system remain with
flags and lamps used in emergencies and for formalities.
Marine communications are changing in other ways too. Most
communication to and from ships is necessarily of a commercial
nature; giving voyage orders, reporting positions and conditions
onboard, seeking advice and very occasionally assistance in
emergencies. Historically, ship to shore communication has been
highly expensive and not the easiest thing to arrange. A major
change began in the 1980s as the Morse key and dedicated Radio
Officer began to be replaced by satellite terminals and the GMDSS
General Operator’s Certificate and other licenses that most deck
officers are now expected to hold.
Shortly afterwards, the concept of crew calling and more or less
open access to email and internet communications took off although
not on every ship. More recent developments mean that crew and
passengers on ferries and cruise ships can even make use of their
own smart phones and internet enabled wi-fi computers and tablets
providing they can afford the subscription or pay as you go rates.
And it is not only humans communicating. Most modern
vessels have an array of sensors collecting data on just about
every important piece of kit onboard and transmitting it ashore for
maintenance and operational purposes. This guides looks at some
of the technology and services on offer.
Malcolm Latarche
| INTRODUCTION
A WORLD CLASS
JOURNEY
1814 - 2014
kongsberg.com
IT TAKES CENTURIES TO BETHIS GOOD
KONGSBERG celebrates its 200th anniversary in 2014. Today, our
navigation solutions are the culmination of these 200 years ofpioneering spirit, with K-Bridge
technology playing a vital role on ships and offshore vessels the world
over. Its simple, user-friendlyinterface is the gateway to
advanced and fully approved systems that ensure navigation safety,efficiency and reliability in all
conditions. K-Bridge gives you fullcontrol. Kongsberg Maritime gives you
XX PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR BRIDGE ACTIVITY AND DETECT OPERATOR DISABILITY WHICH COULD LEAD TO MARINE ACCIDENTS.
Care is taken to ensure the information it contains is accurate
and up to date. However ShipInsight Ltd accepts
no responsibility of inaccuracies in, or changes to, such
information. No part of this publication may be produced in
any form or by means including photocopying or recording,
without the permission of ShipInsight Ltd.
Register at shipinsight.com
to receive the next free guide.
ShipInsight
CONTENTS
06 | CHAPTER 1 – Regulation
Meeting the rules of the IMO and ITU
12 | CHAPTER 2 – GMDSS
Safety first is at the heart of marine communications
22 | CHAPTER 3 – SingTel
SingTel’s value added service makes life easier for operators
28 | CHAPTER 4 – Other safety & security
Polictical concerns add to the communications costs
36 | CHAPTER 5 – Satellite systems
A look at the options now available
44 | CHAPTER 6 – Communications hardware
What is needed on board to get the most from comms
52 | CHAPTER 7 – Crew & Passenger services
Keeping crew and customers in touch with the World
Inmarsat offers your ship a highly evolved maritime communications ecosystem which makes every trip or voyage more efficient, safer and more productive. In short, just a lot smarter. Visit inmarsat.com
SAFERSMARTERSHIPPING_
ENABLING TECHNOLOGIESThe iFUSION platform brings a revolution in enhanced commercial maritime fleet technology management. The new industry standard, this open architecture vessel technology suite reduces operational overheads and enables bespoke IT integration.
MANAGED SERVICEWith Inmarsat, you’re not just getting cutting-edge maritime connectivity and technology, you have the backing of a global team of highly skilled technicians with over 30 years maritime experience. They advise on end-to-end network agnostic solutions that help you optimise your maritime business.
OPTIMISED OPERATIONSInmarsat brings unrivalled high-reliability, premium quality global voice and data connectivity. This facilitates ultra-reliable ship-to-shore communications, linking shore side experts to your crew and seamlessly connecting your office with your fleet.
XX PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR BRIDGE ACTIVITY AND DETECT OPERATOR DISABILITY WHICH COULD LEAD TO MARINE ACCIDENTS.
MAY 2014 | 5 MAY 2014 | 5 MAY 2014 | 5
Inmarsat offers your ship a highly evolved maritime communications ecosystem which makes every trip or voyage more efficient, safer and more productive. In short, just a lot smarter. Visit inmarsat.com
SAFERSMARTERSHIPPING_
ENABLING TECHNOLOGIESThe iFUSION platform brings a revolution in enhanced commercial maritime fleet technology management. The new industry standard, this open architecture vessel technology suite reduces operational overheads and enables bespoke IT integration.
MANAGED SERVICEWith Inmarsat, you’re not just getting cutting-edge maritime connectivity and technology, you have the backing of a global team of highly skilled technicians with over 30 years maritime experience. They advise on end-to-end network agnostic solutions that help you optimise your maritime business.
OPTIMISED OPERATIONSInmarsat brings unrivalled high-reliability, premium quality global voice and data connectivity. This facilitates ultra-reliable ship-to-shore communications, linking shore side experts to your crew and seamlessly connecting your office with your fleet.
WE LIVE IN AN ERA OF RAPIDLY ADVANCING communications technology with people around
the world having more or less free access to
communications by radio, TV, telephones,
computers and more. At sea there has also been a technology
revolution in communications but while there are regulations
governing equipment and services, there is no legal requirement for
all to have uncontrolled access to any form of communication.
Communications equipment and services on board vessels
are regulated under three separate areas; Carriage requirements
covered by SOLAS; The regulations governing the use of maritime
radio as detailed in the International Radio Regulations, set by the
International Telecommunication Union (ITU) and finally operator
certification covered by STCW.
The carriage requirements are in force as far as SOLAS is
concerned purely for safety and search and rescue and security
requirements. The commercial aspect of communications is for
the shipowner to decide providing the rules for licensing and
accounting have been complied with. There is no given right for
seafarers to have access to communications which remain at the
shipowner’s discretion and company welfare philosophy.
There is a very good reason why an international body such as
the ITU is needed to govern the use of communications equipment.
| CHAPTER 1: REGULATION
A World of globalcommunications
SHIPINSIGHT.COM
AUGUST 2014 | 7
Caption togo here
XX PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR BRIDGE ACTIVITY AND DETECT OPERATOR DISABILITY WHICH COULD LEAD TO MARINE ACCIDENTS.
THERE IS NO GIVEN RIGHT FOR SEAFARERS TO HAVE ACCESS TO COMMUNICATIONS.
The spectrum in which radio communications operate is limited
and with more and more demands made on it by increasing use
of technologies such as mobile communications such as mobile
telephones, wi-fi, radio controlled devices and GPS as well as radio
and TV the possibility for interference grows as well.
Interference can be a nuisance when it affects personal
enjoyment of unessential services but if the system affected is one
that is vital for safety or needed to operate production or control
processes then interference can have a much more damaging
effect. For this reason, the frequencies on which different types
of equipment are permitted to operate have been subject to
international agreement managed by the ITU.
The rules of the ITU are freely accessible from the organization’s
website but are extensive and run into several volumes and
thousands of pages. It is also not necessary to be fully conversant
with all the rules but only those aspects that affect shipping such as
licensing, accounting and use.
The main regulations affecting shipping can be found in Volume
I of the Radio Regulations. Chapter VII covers GMDSS and Chapter
IX most other aspects of marine communications including
licensing and operator certificate requirements. The latter are also
covered in the STCW requirements for certain classes of navigating
and deck officers.
LICENSING
Under SOLAS all ships above 300gt are obliged to carry radio and
other communications equipment. The exact carriage requirements
vary but are related to GMDSS. Before a ship can operate its radio
equipment it must be licensed by the flag state. A Ship Radio licence
is required even if the transmitting equipment is not in constant use,
or if it is used only for distress purposes.
The rules covering licences are contained within Articles 18
and 19 of the ITU’s Radio Regulations. The issuing authority
for ship’s radio licences is the flag state except under certain
extraordinary circumstances when an interim certificate can be
TODAY THERE ARE RIVAL SATELLITE SERVICE PROVIDERS BUT THESE COMPLEMENT RATHER THAN REPLACE THE NEED TO CARRY AN INMARSAT TERMINAL ON BOARD.
GMDSS
shore, should carry both VHF-DSC and MF-DSC equipment; while
those operating further from the shore but within the footprints of
the Inmarsat satellites should additionally carry approved Inmarsat
terminal(s).
Digital Selective Calling (DSC) provides a means of automating all
day-to-day marine terrestrial calling - making marine radio as easy
to use as a telephone. DSC effectively provides the operator with a
digital dialing system capable of ringing an alarm at a distant radio
station when a call is addressed to that station. The digital calling
information is transmitted on specially designated channels. In the
case of a VHF radio, Channel 70 is dedicated for DSC use only.
An added benefit of DSC is that the digital dialing signal can
also carry other information, such as vessel’s identity, position and
the nature of the call as well as information specifying the channel
upon which subsequent communication should take place. The
entire message is transmitted in one quick burst, thus reducing
the demand time on the calling channel. In a distress situation, all
necessary information can be sent automatically at the touch of a
single button. The vessel’s position can be determined from a GPS
navigation receiver connected to the radio or entered manually.
Its identity is permanently coded into the radio in the form of the
allocated vessels MMSI number. The nature of distress can also be
selected by the operator if there is time to do so.
In the early days of GMDSS, Inmarsat C was the preferred option
and minimum requirement where satellite services were mandated.
Current compliant services include Inmarsat B, Inmarsat C, Mini C
and Fleet 77.
Inmarsat’s satellite network is available in areas A1 to A3 but does
not extend to area A4 which is effectively waters in Polar regions.
In these areas HF communications are required although vessels
equipped with some other satellite equipment systems, for example
Iridium Communication systems, can communicate with shore and
also ship to ship providing both vessels have similar equipment.
Currently the IMO is developing a Polar Code that will apply to
ships operating in A4 areas. At the first meeting of the new IMO
Sub-Committee on Ship Design and Construction (SDC) - formerly
Hands-on control and monitoring of your fleet.
The IS-BLUETRACKER solution enables you to comply with the new IMO standards quite easily, and it also gives you access to various kinds of fleet operations data in real time. Critical situations can be identified immediately, and the data analysis functions are helpful when it comes to improving the efficiency of your ships and overall operations. You have full control over the safety and efficiency of your fleet, anytime and anyplace — data access is even possible using your smartphone. More information is available at http://www.interschalt.de
The IS-BLUETRACKER solution enables you to comply with the new IMO standards quite easily, and it also gives you access to various kinds of fleet operations data in real time. Critical situations can be identified immediately, and the data analysis functions are helpful when it comes to improving the efficiency of your ships and overall operations. You have full control over the safety and efficiency of your fleet, anytime and anyplace — data access is even possible using your smartphone. More information is available at http://www.interschalt.de
the Sub-Committee on Ship Design and Equipment (DE) – in
January 2014 the draft text of the Code was formulated. Draft
chapters on Safety of navigation and Communication were referred
to the Sub-Committee on Navigation, Communication and Search
and Rescue (NCSR) scheduled to take place in June/July 2014. It will
be some time before the final text and its effect on communication
regulations can be determined.
AREA EQUIPMENT REQUIREMENTS
As is clear from the description of the zones above, only ships
operating in areas A3 and A4 are obliged to carry satellite
communications meaning radios (operating on VHF,HF and MF)
are still considered the primary means of communication in
emergency situations. In addition search and rescue transponders
(SARTs) and NAVTEX (Navigational Telex) are also required for
GMDSS compliance.
SARTs are devices which are used to locate survival craft or
distressed vessels by creating a series of dots on a rescuing ship’s
X-band radar display. The detection range between these devices
and ships, dependent upon the height of the ship’s radar mast
and the height of the SART, is normally less than about ten miles.
Initially only radar SARTS were allowed but since the advent of
AIS, a hybrid AIS-SART has been permitted as an alternative. Most
SARTs are mostly cylindrical and in safety orange colour.
NAVTEX is an international automated MF direct-printing service
for delivery of navigational and meteorological warnings and
forecasts, as well as urgent marine safety information to ships. It was
developed to provide a low-cost, simple, and automated means of
receiving information aboard ships at sea within approximately 200
nautical miles off shore.
A NAVTEX is usually a bracket mounted cabinet with an LCD
screen displaying broadcast messages and is sometimes provided
with an optional printout.
SHIPINSIGHT.COM
AUGUST 2014 | 17
GMDSS
1. Outside NAVTEX coverage area.2. Cargo ships between 300 and 500gt.: 1 set. Cargo ships of 500gt. and upwards and passenger ships: 2 sets.3. Cargo ships between 300 and 500gt.: 2 sets. Cargo ships of 500gt. and upwards and passenger ships: 3 sets. 4. INMARSAT E-EPIRB cannot be utilised in sea area A4.
EQUIPMENT A1 A2 A3INMARSAT SOLUTION
A3HF
SOLUTION
A4
VHF WITH DSC X X X X X
DSC WATCH RECEIVER CHANNEL 70 X X X X X
MF TELEPHONY WITH MF DSC X X
DSC WATCH RECEIVER MF 2187,5 KHZ X X
INMARSAT SHIP EARTH STATION WITH EGC RECEIVER X
MF/HF TELEPHONY WITH DSC AND NBDP X X
DSC WATCH RECEIVER MF/HF X X
DUPLICATED VHF WITH DSC W X X X
DUPLICATED INMARSAT SHIP TO EARTH STATION (SES) X X
DUPLICATED MF/HF TELEPHONY WITH DSC AND NBDP X
NAVTEX RECEIVER 518 KHZ X X X X X
EGC RECEIVER X1 X1 X X
FLOAT-FREE SATELLITE EPIRB X X X X X4
SART X2 X2 X2 X2 X2
HAND HELD GMDSS VHF TRANSCEIVERS X3 X3 X3 X3 X3
FOR PASSENGER SHIPS THE FOLLOWING APPLIES FROM 01.07.97
“DISTRESS PANEL” (SOLAS CHAPTER IV/6.4 AND 6.6) X X X X X
AUTOMATIC UPDATING OF POSITION TO ALL RELEVANT RADIO-COMMUNI-CATION EQUIPMENT CHAPTER IV/6.5. THIS ALSO APPLIES FOR CARGO SHIPS FROM 01.07.02 (CHAPTER IV, NEW REGULATION 18)
X X X X X
TWO-WAY-ON-SCENE RADIO-COMMUNICATION ON 121,5 OR 123,1MHZ FROM THE NAVIGATING BRIDGE.(SOLAS CHAPTER IV/7.5)
X X X X X
TABLE OF EQUIPMENT REQUIREMENTS (INCLUDING DUPLICATION OF EQUIPMENT)
XX PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR BRIDGE ACTIVITY AND DETECT OPERATOR DISABILITY WHICH COULD LEAD TO MARINE ACCIDENTS.
XXXXX
TOR M. ØSTERVOLDCEO at ECOsubseaYoung Entrepreneur Award winner 2013
NOMINATE FOR THE2015 AWARDS
For more details of each award, full criteria and how to apply, visit
www.nor-shipping.com
Media Partner: Award Partner:Award Partner: Media Partner: Media Partner:Award Partner:
XX PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR BRIDGE ACTIVITY AND DETECT OPERATOR DISABILITY WHICH COULD LEAD TO MARINE ACCIDENTS.
XXXXXXX
speedcast.com
Your Global VSAT PartnerFor Maritime Satellite Communications
Visit us at: SMM HAMBURG9 - 12 September | Hall: B6 Booth: 404
Wherever You AreSpeedCast is a leading global maritime satellite communications service provider, with a strong leadership position in the fast-growing Asia-Pacific region. SpeedCast has a proven track record servicing all segments of the maritime industry, including Commercial, Oil & Gas, Offshore, Research, Government and Leisure.
Offering the widest selection of services in Ku-band, C-band, Ka-Band and L-band, we are able to expertly advise our customers on the best possible solutions for their specific needs. The high-level of redundancy in our network both in terms of satellite coverage and teleport infrastructure, provides our customers an unsurpassed level of service and reliability.
SpeedCast is your global VSAT partner, wherever you are.
Commercial Oil & Gas Offshore Research Government Leisure|||||
Europe Headquarters Asia-Pacific Headquarters www.speedcast.com/maritime
Your Global VSAT PartnerFor Maritime Satellite Communications
Visit us at: SMM HAMBURG9 - 12 September | Hall: B6 Booth: 404
Wherever You AreSpeedCast is a leading global maritime satellite communications service provider, with a strong leadership position in the fast-growing Asia-Pacific region. SpeedCast has a proven track record servicing all segments of the maritime industry, including Commercial, Oil & Gas, Offshore, Research, Government and Leisure.
Offering the widest selection of services in Ku-band, C-band, Ka-Band and L-band, we are able to expertly advise our customers on the best possible solutions for their specific needs. The high-level of redundancy in our network both in terms of satellite coverage and teleport infrastructure, provides our customers an unsurpassed level of service and reliability.
SpeedCast is your global VSAT partner, wherever you are.
Commercial Oil & Gas Offshore Research Government Leisure|||||
Europe Headquarters Asia-Pacific Headquarters www.speedcast.com/maritime
XX PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR BRIDGE ACTIVITY AND DETECT OPERATOR DISABILITY WHICH COULD LEAD TO MARINE ACCIDENTS.
AUGUST 2014 | 2322 | AUGUST 2014
| CHAPTER 3: SINGTEL
SingTel - Making lifeeasier for operators
SINGTEL IS THE LARGEST LISTED COMPANY on the
Singapore Exchange by market capitalisation but for ship
operators it is the services on offer rather than the size of
the company that matters most and as the region’s largest
communications provider SingTel has plenty to offer.
Lim Kian Soon, Head, Satellite at SingTel stresses that what
distinguishes SingTel is that it prides itself on offering more than
might be expected and aims to go the extra mile with a number
of value added services. Those extra services are in addition to
a full range of communication systems running from minimal
compliance with GMDSS to a VSAT service able to cope with the
heaviest of demands. This diversity of offerings allows operators
to select a best fit portfolio matched to their own operational
strategies.
Mr. Lim also believes that broadband services are what the
shipping industry will be looking for in the future. Currently around
30% of the company’s income comes from narrow band services
and of the 70% that comes from broadband around 50% is from
Fleet Broadband and 20% from VSAT services. Mr. Lim says that
there is a noticeable decline in narrow band year on year.
As a service provider, SingTel can offer services from Inmarsat
and Iridium as well as regional V and Ku band VSAT services using
its own satellites. It offers global C and Ku-band VSAT through
JULY 2014 | 23
SHIPINSIGHT.COM
AUGUST 2014 | 2322 | AUGUST 2014
THE ANTENNA WON BOTH SEATRADE ASIA AWARD – TECHNICAL INNOVATION AWARD 2009 AND LLOYD’S LIST ASIA AWARD 2009 – INNOVATION AWARD FOR MARITIME BROADBAND.
Lim Kian SoonHead of Satellitte
partnerships. SingTel has also developed its own compact antenna
for C-Band VSAT use. The antenna won both Seatrade Asia Award –
Technical Innovation Award 2009 and Lloyd’s List Asia Award 2009
– Innovation award for maritime broadband.
Mr. Lim said it was a desire to help customer save cost that was
behind SingTel’s innovative world first and award winning 1.5m
C-band stabilized antenna. The powerful antenna cuts down both
capital outlay and operational costs and is up to 2.2 times lighter
which helps in promoting fuel efficiency. Compared to a standard
2.4m antenna, customers enjoy a 40% to 50% saving on capital
outlay when opting for the 1.5m antenna instead.
SingTel’s ST-2 satellite operates in Extended C-band which allows
the use of the 1.5m C-band antenna over a wide-ranging footprint
covering the Middle East, Central Asia, Indian sub-continent, South
East Asia and Mediterranean Sea. The service is eminently suitable
for data, voice and video applications including internet, e-mail,
VoIP, video conferencing, video security, file transfers, back-up and
VPN (Virtual Private Network) access.
The SingTel AIO Multi-VoIP service uses one of the lowest
encoding rate of 2.15kbps per call, supporting postpaid lines and
up to 8 VoIP lines. Voice quality can be adjusted mid-conversation
to achieve anything from VoIP quality calls to almost PSTN voice
quality calls.
One of the services that SingTel has introduced which highlights
the value added services Mr. Lim believes marks SingTel out from
the crowd is the company’s Secure ECDIS service. With the IMO
roll-out of mandatory ECDIS now in swing, SingTel has devised a
service that will allow operators an easy route to compliance. It
features a lease-to-own model that bundles monthly recurring
charges with other satcom services ensuring no initial capital outlay
and repayment over two years.
SingTel’s Secure-ECDIS is an all-inclusive package that combines
electronic chart navigation services with a suite of SingTel satcom
services. By including essential services such as Fleetbroadband
and Maritime VSAT, SingTel Secure-ECDIS realises operational
efficiencies to deliver cost savings. The service facilitates fast and
XX PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR BRIDGE ACTIVITY AND DETECT OPERATOR DISABILITY WHICH COULD LEAD TO MARINE ACCIDENTS.
AUGUST 2014 | 2524 | AUGUST 2014
Secure-ECDIS combines ECDIS witha suite of SINGTEL Satcom services.
easy digital network access. It also features type-approved firewall
and anti-virus protectors that shield onboard systems from possible
electronic attacks and ensure accurate chart transference via
secure dedicated lines. In addition, the service comes with a remote
diagnostic and troubleshooting feature that permits SingTel to
remotely connect to the vessel from ashore ensuring that customers
receive support when necessary.
Another service that falls outside of conventional communication
provision is SingTel’s Mobile Video Surveillance. This service allows
users to access video feeds (typically four cameras) on board the
vessels anywhere, anytime from their mobile devices or from a PC.
SingTel’s Mobile Video Surveillance offers bandwidth utilisation
savings between 20x to 400x when compared to most CCTVs in
the market. This is achieved because the solution transmits four
video streams from four separate cameras as low as 5kbps in total
while CCTVs in the market transmits between 100kbps to 2Mbps per
camera.
In addition to having four camera feeds transmitted over a single
stream for manageable bandwidth allocation, its multicast function
also allows unlimited number of viewers over the stream, thus
SHIPINSIGHT.COM
AUGUST 2014 | 2524 | AUGUST 2014
SINGTEL’S MOBILE VIDEO SURVEILLANCE OFFERS BANDWIDTH UTILISATION SAVINGS BETWEEN 20X TO 400X WHEN COMPARED TO MOST CCTVS IN THE MARKET.
data cost savings onboard ships are even higher at 160x to 3200x.
SingTel’s Mobile Video Surveillance offers unique high resolution
enhancement feature to clearly magnify any chosen area in footage,
freezing it to still image. It also utilises the highest level of AES256
encryption for secured streaming. SingTel Mobile Video Surveillance
is the first of its kind to offer auto switching across different
networks, from 2G to 3G to satellite connection.
With huge number of ships still on an average data
allowance of 200MB per month, the ability to automatically
locate and switchover flexibly to a 2G or 3G network in coastal
waters significantly saves out of bundle costs. SingTel’s Mobile
Video Surveillance is built and optimised for use over satellite
communications and ensures that inaccessible and temporary sites
can be protected with proactive monitoring.
It is tested to work seamlessly with mainstream satellite
communications services including Maritime VSAT and
FleetBroadband and has been developed with cost savings in mind
on two counts. For ships with limited bandwidth, this solution
lowers operation and running costs with higher bandwidth
compression, it also provides for seamless auto switchover between
satellite broadband and local 3G services for lower costs while
supporting continuous monitoring when ships are in coastal waters.
Catering to the mobile lifestyle, authorised users of the ship
operator can easily monitor and retrieve footages of activities
onboard ships even on the go as video streams can be viewed over
both IOS and Android mobile devices. Viewers can also playback
past video footages up to one month old remotely bypassing the
need to retrieve hard disks from ships.
Crew welfare has not been forgotten and is proving
increasingly popular among many of SingTel’s operator customers.
CrewXchange@SingTel provides a one-stop entertainment and
social hub for crew onboard. One option is CrewLink that allows
for structured communications for shipping companies needing a
private online community with crew across multiple vessels, and
another is VoiceLink for fully web-based VoIP call between PCs and
to mobile or land lines with 2.15kbps encoding rate.
XX PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR BRIDGE ACTIVITY AND DETECT OPERATOR DISABILITY WHICH COULD LEAD TO MARINE ACCIDENTS.
SINGTEL’S ADDED VALUE SERVICES MAKE LIFE EASIER
AUGUST 2014 | 2726 | AUGUST 2014
The largest listed companyon the Singapore Exchange
SingTel includes a trimmed down version of Facebook and
Twitter within the CrewXchange portal allowing seafarers to access
favourite social media sites within the CrewXchange portal rather
than hopping between sites which consumes additional data and
bandwidth.
SingTel understands that communications are a vital element
of shipping and while it is in its own interest to ensure vessels
remain connected, it aids operators in maintaining networks. This is
something that is taking on increasing importance as ship operators
make use of remote diagnostics and montoring of essential items
of machinery and equipment. It does this by means of iNMS
(Integrated Network Management System).
With iNMS, shipping companies can at one glance, determine
the position of their vessels and also if communications link on their
vessels are up and running. It aids troubleshooting for the vessels
which are disconnected by showing all the way down to the level of
the status of the network devices onboard.
A lot of service providers claim to listen to their customers
but often this is just a marketing message. SingTel believes that
listening means more than taking note of an occasional complaint
or suggestion and takes a pro-active role in gaining feedback. This
takes the form of an annual round table session to which owners
and operators are invited along with representatives of crew and
ship’s radar systems operate using radio transmissions
but they are not considered as communication devices
but another collision avoidance system is because it transmits
information intended to be used by other vessels and shore stations.
Automatic Identification System (AIS) was developed purely as
a response to that problem and to aid shore-based VTS operators
as well as navigators on ships to properly identify radar targets. AIS
consists of a transponder system in which ships continually transmit
their ID, position, course, speed and other data over VHF.
The data transmitted is derived from ships equipment as regards
position, course and speed, from initial input for the ID which
comprises ship’s name and call sign and from direct manual input
for other details such as port of destination and type of cargo.
Updated information is transmitted at regular intervals of very short
duration.
When received on the other ships, the data is decoded and
displayed for the officer of the watch, who can view AIS reports
from all other AIS-equipped ships within range in graphic and text
format. The AIS data may optionally be fed to the ship’s integrated
navigation systems and radar plotting systems to provide AIS “tags”
for radar targets. The AIS data can also be logged to the ship’s
AUGUST 2014 | 29
XXXXX
SHIPINSIGHT.COM
XX PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR BRIDGE ACTIVITY AND DETECT OPERATOR DISABILITY WHICH COULD LEAD TO MARINE ACCIDENTS.
SOLAS OWES ITS EXISTENCE TO THE INTERNATIONAL RESPONSE TO THE LOSS IN 1912 OF THE TITANIC.
AIS CONSISTS OF A TRANSPONDER SYSTEM IN WHICH SHIPS CONTINUALLY TRANSMIT THEIR ID, POSITION, COURSE, SPEED AND OTHER DATA OVER VHF.
Voyage Data Recorder (VDR) for playback and future analysis.
In 2000, IMO adopted a new requirement as part of a revised
new chapter V for all ships to carry AIS capable of providing
information about the ship to other ships and to coastal authorities
automatically. The regulation requires AIS to be fitted aboard all
ships of 300gt and upwards engaged on international voyages,
cargo ships of 500gt and upwards not engaged on international
voyages and all passenger ships irrespective of size. The
requirement became effective for all ships by 31 December 2004.
The IMO regulation requires ships fitted with AIS to maintain AIS
in operation at all times except where international agreements,
rules or standards provide for the protection of navigational
information. The regulation requires that the AIS must provide
information - including the ship’s identity, type, position, course,
speed, navigational status and other safety-related information -
automatically to appropriately equipped shore stations, other ships
and aircraft and to receive automatically such information from
similarly fitted ships. In recent years, satellites have been launched
that can receive AIS signals when ships are out of the range of shore
stations.
Although initially intended only for navigation use by ships
and shore authorities, AIS data is now regularly disseminated by
commercial operations either to subscribers or on a gratis basis
allowing almost anyone to determine any specific ship’s current
whereabouts and operational status. The IMO does not condone
this use but appears powerless to prevent it.
More comprehensive information on the carriage and
performance requirements of AIS can be found in the ShipInsight
Navigation & Bridge Guide Pt1.
SHIP SECURITY ALERT SYSTEM
Following the terrorist attacks in New York in September 2001, the
IMO Diplomatic Conference on Maritime Security held in London
in December 2002 adopted several amendments to SOLAS. These
amendments include the introduction of Maritime Security in
Chapter XI of SOLAS 74 and incorporate the International Ship and
Port Facility Security (ISPS) Code which came into effect on 1 July
2004.
As a consequence all passenger vessels and other ships over
500gt are required to be provided with a ship security alert system
(SSAS). The requirements of the system are specified in Regulation 6
of Chapter XI-2 of SOLAS 74. In regard to Regulation 6.2.1, the ship
security alert system, when activated by the ship shall:
• initiate and transmit a ship-to-shore security alert to a
competent authority designated by the Administration, which in
these circumstances may include the Company, identifying the
ship, its location and indicating that the security of the ship is
under threat or it has been compromised;
• not send the ship security alert to any other ships;
• not raise any alarm on board the ship; and
• continue the ship security alert until deactivated and/or reset.
The regulation goes on to say that the SSAS shall be capable of
being activated from the navigation bridge and in at least one other
location and conform to performance standards not inferior to
those adopted by the Organization. The SSAS activation points must
be designed so as to prevent the inadvertent initiation of the ship
security alert.
When a flag state receives notification of a ship security alert it
is obliged to immediately notify the state(s) in the vicinity of which
the ship is presently operating. If the alert is received by any state
other than the flag state, that Contracting Government should
immediately notify the relevant flag state and, if appropriate, the
state(s) in the vicinity of which the ship is presently operating.
The exact type of equipment that can be used to satisfy the
regulation is not specified but some operators have chosen to make
use of the GMDSS radio station while many others have installed
separate and dedicated satellite equipment. BY the standards
of modern communications technology, SSAS is quite basic
comprising a GPS receiver linked to a transmitter, a power supply,
some software and activation buttons.
Because the technology is simple and the market huge, a
30 | AUGUST 2014
SHIPINSIGHT.COM
JUNE 2014 | 31
Caption togo here
XX PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR BRIDGE ACTIVITY AND DETECT OPERATOR DISABILITY WHICH COULD LEAD TO MARINE ACCIDENTS.
XXXXX
SHIPINSIGHT.COM
JUNE 2014 | 31
Caption togo here
XX PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR BRIDGE ACTIVITY AND DETECT OPERATOR DISABILITY WHICH COULD LEAD TO MARINE ACCIDENTS.
Telenor Satellite Broadcasting’s THOR 7satellite, which is expected to launch in Q4/2014 includes a Multi-Gigabit HTS payload, addressing the surge in demand for high bandwidth requirements from the maritime industry and will deliver a bandwidth effi cient service with high bit rates to meet our customers’ growing expectations.
Find out more about how we can help you and your customers stay connected at sea.
www.telenorsat.com
Delivering high powered satellite capacity from 1̊ West
Telenor Satellite Broadcasting’s THOR 7satellite, which is expected to launch in Q4/2014 includes a Multi-Gigabit HTS payload, addressing the surge in demand for high bandwidth requirements from the maritime industry and will deliver a bandwidth effi cient service with high bit rates to meet our customers’ growing expectations.
Find out more about how we can help you and your customers stay connected at sea.
www.telenorsat.com
Delivering high powered satellite capacity from 1̊ West
Telenor Satellite Broadcasting’s largest teleport,Nittedal, located just outside of Oslo, Norway
THIS GUIDE IS NOT INTENDED TO be a comprehensive
manual for satellite technology but will include some
basic detail on the radio spectrum and the type of
services available. A satellite will transmit data to a
ship or receive data from a ship. All satellites make use of a beam
which is a pattern of electromagnetic waves transmitted by the
satellite. The transmission from a satellite has a defined pattern and
the beam can be wide or narrow covering a large or small area
on earth. Using a system of varying frequencies and alignment
of antennas onboard the satellite, each satellite can have
several beams within which all or most of the satellite’s power is
concentrated. The antennae on the ship are rarely stationary due
to the constant movement of the vessel when under way and thus
require the dish to be mobile in all dimensions.
Most ships’ communication systems are required to
share channels with others which is perfectly fine for simple
communication needs but highly inefficient when dealing with
the large quantities of data that some operators generate. This
can be overcome by making use of a very small aperture terminal
(VSAT) service.
Subscribers to VSAT services are provided with exclusive or
semi-exclusive use of satellite channels for sending and receiving
voice and data at broadband speeds. Usually they are charged
AUGUST 2014 | 37
SHIPINSIGHT.COM
XX PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR BRIDGE ACTIVITY AND DETECT OPERATOR DISABILITY WHICH COULD LEAD TO MARINE ACCIDENTS.
SOLAS OWES ITS EXISTENCE TO THE INTERNATIONAL RESPONSE TO THE LOSS IN 1912 OF THE TITANIC.
SHIPINSIGHT.COM
THE TRANSMISSION FROM A SATELLITE HAS A DEFINED PATTERN AND THE BEAM CAN BE WIDE OR NARROW COVERING A LARGE OR SMALL AREA ON EARTH.
for this on a monthly fixed fee subscription basis (although there
may be limits on the data allowed before extra charges apply) as
opposed to the rate per Mbit charged when using basic services.
This enables a network to be created that permits the
transmission of large quantities of data. The service is ideal for
the offshore industry as it enables survey and other data to be
transmitted at will and it is also popular among high end and
middle rate cruise ship operators who may have similar high
volume requirements.
SATELLITE PIONEERS
As far as shipping is concerned, the satellite communications era
began with the establishment in the 1970s of Inmarsat a not-for-
profit international organisation, set up at the behest of the IMO
to provide a satellite communications network for the maritime
community. Initially the service was used purely for commercial
purposes allowing voice and telex communication with ships at
sea equipped with an Inmarsat A terminal.
Without the advent of GMDSS and the mandatory requirement
for most ships to be fitted with at least an Inmarsat C terminal, it is
doubtful if the marine satellite communications sector would have
expanded at anything like the rate it has. By having an Inmarsat
terminal on board, ships immediately gained e-mail as a new
method of communication.
Early Inmarsat services were described by an alphabetical
reference being Inmarsat A, B, C, D and E. When the letter F was
reached, the service was renamed Fleet followed by a number (33,
55 or 77) indicating the size of the antenna in centimetres.
Inmarsat-A was the original Inmarsat service and offered
analog FM voice and telex services and, optionally, high speed
data services at 56 or 64 kbit/s. The service was withdrawn at the
end of 2007.
Inmarsat-B provides voice services, telex services, medium
speed fax/data services at 9.6 kbit/s and high speed data services
at 56, 64 or 128 kbit/s.
Inmarsat-C effectively this is a “satellite telex” terminal with
store-and-forward, polling etc. it can handle data and messages
up to 32kb in length, transmitted in data packets in ship-to-shore,
shore-to-ship and ship-to-ship direction. Message length for
Inmarsat Mini C terminals may be smaller. Certain models of
Inmarsat-C terminals with GPS are also approved for GMDSS use.
Inmarsat D/D+ is a paging service not regularly used on ships.
Inmarsat-E was a global maritime distress alerting service
using small EPIRBs that automatically relayed distress messages
to maritime Rescue Coordination Centres. This service has been
withdrawn.
Inmarsat Fleet 77 offers voice and the choice of mobile ISDN
up to 64kbps or an always-on Mobile Packet Data Services (MPDS)
for cost-effective, virtually global communications. Fleet 77 also
meets the distress and safety specifications of the Global Maritime
Distress and Safety System (GMDSS) for voice communication.
Inmarsat FleetBroadband introduced in 2006 when the first of
Inmarsat’s i-4 satellites went into service. It offer a shared-channel
IP packet-switched service of up to 492 kbit/s and a streaming-IP
service from 32 up to X-Stream data rate. X-Stream delivers the
fastest, on demand streaming data rates from a minimum of 384
kbit/s up to around 450 kbit/s. Most terminals also offer circuit-
switched Mobile ISDN services at 64 kbit/s and even low speed
(4.8 kbit/s) voice services.
Inmarsat does not market its services directly but through
service providers who are also able to market the services of other
satellite network operators. Because of its GMDSS role, Inmarsat
has dominated the marine satellite sector but it is not without
competitors in the commercial communications arena. Among
those competing, Iridium Communications was a front runner in
voice and light data usage and had the advantage of being able
to offer a wider pole to pole coverage that Inmarsat could not
match due to the differences in the satellite constellations. Iridium
has just begun a project under the title Iridium Next and is in the
process of replacing its existing satellite network with a series of
new satellites.
Since the advent of GMDSS, Inmarsat has become a private
SHIPINSIGHT.COM
AUGUST 2014 | 39
SATELLITE SYSTEMS
company and although committed to maintaining the safety
services it is no longer focused solely on the marine sector as
it once was. Recently the IMO has decided that the GMDSS
communications should be opened up to other satellite operators
and in April, Iridium Communications announced it had formally
submitted a comprehensive application to the IMO via the US
government for the provision of mobile satellite communications
in the GMDSS. If the application is approved, Iridium could begin
providing GMDSS services in late 2015.
GETTING MORE BANDWIDTH
The radio spectrum is divided into a number of bands some with
a wider spread than others. Each of the bands is used for a slightly
different purpose. Radio communications on LF, MF, VHF and
UHF are all on frequencies below 1GHz which is the point in the
spectrum allocated to satellite communications and ship’s radar.
When it comes to communications equipment on board a
ship, VSAT mostly requires a choice to be made between systems
operating on either C-band or Ku-band frequency. Vessels with
modest traffic should opt for Ku-band, which requires less power
and smaller antennae. Bigger dishes and more power are needed
for the larger bandwidth and better quality of C-band systems.
The attraction of VSAT is that whichever band is chosen the
equipment usually comes as part of a lease package with a fixed
monthly payment, making for greater control over communication
expenditure. On many modern ships the operational element of
communication use is expanding rapidly and crews are beginning
to expect the kinds of email, internet and calling services that they
receive on shore.
Greater bandwidth is on the horizon to meet the expanding
market by making use of the Ka-Band. Inmarsat is investing in
three satellites to use Ka-band radio frequencies and deliver
mobile broadband speeds of 50Mbps.
INMARSAT DOES NOT MARKET ITS SERVICES DIRECTLY BUT THROUGH SERVICE PROVIDERS WHO ARE ALSO ABLE TO MARKET THE SERVICES OF OTHER SATELLITE NETWORK OPERATORS.
Almost all of the Inmarsat and all of the Iridium services operate
in the part of the radio spectrum labelled as L-band which is very
narrow and congested. Being a relatively low frequency, L-band is
easier to process, requiring less sophisticated and less expensive RF
equipment, and due to a wider beam width, the pointing accuracy
of the antenna does not have to be as accurate as the higher bands.
Only a small portion (1.3-1.7GHz) of L-Band is allocated to
satellite communications on Inmarsat for the Fleet Broadband,
Inmarsat-B and C services. L-Band is also used for low earth orbit
satellites, military satellites, and terrestrial wireless connections like
GSM mobile phones. It is also used as an intermediate frequency for
satellite TV where the Ku or Ka band signals are down-converted to
L-Band at the antenna.
Although the equipment needed for L-Band communications is
not expensive in itself, since there is not much bandwidth available
in L-band, it is a costly commodity. For this reason, as the usage of
data heavy applications has grown, shipping has turned to more
sophisticated technology for commercial communications.
S-BAND (2-4 GHZ)
Used for marine radar systems
C-BAND (4-8 GHZ)
C-band is typically used by large ships and particularly cruise vessels
that require uninterrupted, dedicated, always on connectivity as
they move from region to region. The ship operators usually lease
segment of satellite bandwidth that is provided to the ships on a
40 | AUGUST 2014
SHIPINSIGHT.COM
AUGUST 2014 | 41
ALTHOUGH THE EQUIPMENT NEEDED FOR L-BAND COMMUNICATIONS IS NOT EXPENSIVE IN ITSELF, SINCE THERE IS NOT MUCH BANDWIDTH AVAILABLE IN L-BAND, IT IS A COSTLY COMMODITY.
SHIPINSIGHT.COM
SATELLITE SYSTEMS
full time basis, providing connections to the Internet, the public
telephone networks, and data transmission ashore.
C-band is also used for terrestrial microwave links, which can
present a problem when vessels come into port and interfere with
critical terrestrial links. This has resulted in serious restrictions within
300Km of the coast, requiring terminals to be turned off when
coming close to land.
X-BAND (8-12 GHZ)
Used for marine radar systems
KU-BAND (12-18 GHZ)
Ku-Band refers to the lower portion of the K-Band. The "u" comes
from a German term referring to "under" whereas the "a" in Ka- Band
refers to "above" or the top part of K-Band.
Ku-Band is used for most VSAT systems on ships. There is much
more bandwidth available in Ku -Band and it is less expensive that
C or L-band. The main disadvantage of Ku-Band is rain fade. The
wavelength of rain drops coincides with the wavelength of Ku-Band
causing the signal to be attenuated during rain showers. This can be
overcome by transmitting extra power. The pointing accuracy of the
antennas need to be much tighter than L-Band Inmarsat terminals,
due to narrower beam widths, and consequently the terminals need
to be more precise and tend to be more expensive.
Ku band coverage is generally by regional spot beams, covering
major land areas with TV reception. VSAT Vessels moving from
region to region need to change satellite beams, sometimes with
no coverage in between beams. In most instances the satellite
terminals and modems can be programmed to automatically switch
beams.VSAT Antenna sizes typically range from a standard 1m to
1.5m in diameter for operation in fringe areas and, more recently, as
low as 60cm for spread spectrum operation.
KA-BAND (26.5-40 GHZ)
Ka-Band is an extremely high frequency requiring great pointing
accuracy and sophisticated RF equipment. Like Ku-band it is
XX PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR BRIDGE ACTIVITY AND DETECT OPERATOR DISABILITY WHICH COULD LEAD TO MARINE ACCIDENTS.
VHF OPERATES ON A RANGE OF FREQUENCIES WITH EACH FREQUENCY GIVEN A CHANNEL NUMBER.
| CHAPTER 6: COMMUNICATIONS HARDWARE
Have been set aside for coordinated search and rescue operations.
Many countries have assigned closely related safety
communications traffic to these frequencies as well as their
primary SAR usage.
Channels can be either simplex or duplex. Simplex is where
both transmitter and receiver are operating on a single (or
the same) frequency, for example VHF CH12 and VHF CH 16.
On simplex channels it is not possible to transmit and receive
simultaneously. Simplex channels are mainly used for distress,
urgency, safety and routine calling purposes, port, pilotage,
harbour and inter-ship operations. Conversations on simplex
channels can be heard by all receivers operating on the same
channel.
Duplex channels are normally only used for communication
between vessels and coast radio stations and for port operations
and ship movement. With duplex channels transmissions can
only be heard by the coast radio station. However, all ship stations
listening to the same channel can hear the coast radio station
transmission.
VHF radios can be fixed or portable. The fixed equipment is
housed on the bridge or radio room and will likely be part of
the ship’s GMDSS equipment. It will be used for bridge to bridge
communications and conversations with VTS etc. Portable VHF
radios are used on ships for routine on board communications
such as when mooring and unmooring or during cargo handling
when conversations may take place between the ship and
stevedores ashore.
Some portable VHF sets will have GPS and DSC capability
meaning they can be used for both routine and GMDSS purposes.
The IMO performance standard requires that portable VHF
equipment intended to be used in lifeboats and liferafts should:
• provide operation on VHF channel 16 (the radiotelephone
• be capable of operation by personnel wearing gloves
• be capable of single handed operation, except for channel
changing
• withstand drops on to a hard surface from a height of 1m
• be watertight to a depth of 1m for at least 5 minutes, and
• maintain watertightness when subjected to a thermal shock of
45°C
• not be unduly effected by seawater or oil
• have no sharp projections which could damage survival craft
• be of small size and weight
• be capable of operating in the ambient noise level likely to be
• encountered on board survival craft
• have provisions for attachment to the clothing of the user
• be either a highly visible yellow/orange colour or marked with a
surrounding yellow/orange marking strip
• be resistant to deterioration by prolonged exposure to sunlight
Approved VHF sets fixed and portable and both GMDSS and
non-GMDSS are freely available at almost every port from ship
chandlers and specialist equipment providers. Prices vary but the
normal outlay is between $100 and $200 for a handheld VHF and
fixed sets costing around double that.
GMDSS stations
Depending on the sea areas (A1-A4) a ship operates in, the
GMDSS requirements will dictate what communications systems
are carried. It is possible to assemble a GMDSS compliant set
up from individual components but most ships are fitted with
an integrated station supplied by one of the many specialist
communications and navigation equipment providers.
An integrated station has several benefits over a custom
assembled set-up. Firstly, compatibility and connectivity is
guaranteed and secondly only a single power supply connection
is needed. As most integrated systems are supplied by major
equipment suppliers, the issue of spare parts and repairs is likely to
be much less of a problem with access to an established network
46 | AUGUST 2014
SHIPINSIGHT.COM
AUGUST 2014 | 47
Caption togo here
XX PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR BRIDGE ACTIVITY AND DETECT OPERATOR DISABILITY WHICH COULD LEAD TO MARINE ACCIDENTS.
XXXXXCOMMUNICATIONS HARDWARE
of agents and repair centres. Even with an integrated station there
are some peripheral items that are installed elsewhere, the bridge
fixed VHF being a good example.
The systems are mostly quite compact and with the screens
only needed to display text messages, there is no need for the
large displays used elsewhere on the bridge for ECDIS and
radar use.
As mentioned earlier, vessels are obliged to carry trained
GMDSS operators who must supervise the use of the
communications but the automated emergency DSC aspect of
the equipment means that in a distress situation, all necessary
information can be sent automatically at the touch of a single
button by any crew member.
SATELLITE SYSTEMS
Satellite systems comprise two main components, the antennae
which is installed above the bridge and the electronics and
displays below. The antennae are discussed later in the next
section of this chapter.
With most L-Band systems, the cost of the system and
antennae will fall to the ship operator and the equipment will be
owned outright. When opting for VSAT systems, there is a choice
with many shipowners preferring to lease the equipment rather
than purchase it themselves. Aside from the lower capital outlay,
a lease contract will ensure that advances in technology do not
render expensive equipment obsolete as the lessor will usually
provide upgrades as necessary.
The under deck components of a satellite system are normally
nothing more than a less than imposing box of electronics to
which multiple components can be attached. If the system has
been installed solely for GMDSS purposes, the only connected
devices will be the GMDSS station and any remote displays.
Where the satellite system has been installed for reasons other
than GMDSS, the attached devices can be many and various. In
many ships the satellite communication unit will be connected
to a local area network (LAN) to which will also be connected
several PCs, communication devices such as telephones, faxes
and possible wireless hubs allowing use of mobile phones, PDAs
and tablets. Updating of electronic navigation charts is already
common on many ships and as the rollout of mandatory ECDIS
accelerates it will become even more so.
Another use that is growing is the monitoring of engines
and other equipment on board. Sensors on engines recording
temperature, pressure and multiple other parameters using
a proprietary control unit can have the data they recorded
compiled and sent via the satellite to the machinery supplier for
constant diagnostics and to satisfy computer-based maintenance
programmes. Remote monitoring and reporting need not be
confined to machinery, it is possible to link an output from a
ship’s VDR to the communication system and so supply the
shore office with information for incident investigation or even
real time monitoring in emergencies. On certain research and
seismic vessels, the data from instruments can also be compiled
and despatched automatically. Despite satellite equipment having
now been installed on ships for around four decades, it has to be
said that the opportunities and benefits that it offers are only just
beginning to be explored. However, with the world fleet growing
rapidly in numbers and data usage expanding even faster, the
limits of even the increased bandwidth allowed by expansion of
VSAT into the Ku and Ka bands could be reached in the not too
distant future. Some industry observers believe that within less
than a decade, satellite usage will have increased by a factor of five
even without new uses for data transmission becoming available.
SATELLITE ANTENNAE
Besides, the highly compact cylindrical Iridium antenna, the
smallest and least powerful satellite antenna for use on board
vessels is the usually conical shaped antenna of the Inmarsat C
system. Both are omnidirectional and therefore require no moving
parts inside the protective cover. The low power of the Inmarsat C
antenna is one of the reasons why the system has to operate on a
store and forward basis.
WITH MOST L-BAND SYSTEMS, THE COST OF THE SYSTEM AND ANTENNAE WILL FALL TO THE SHIP OPERATOR AND THE EQUIPMENT WILL BE OWNED OUTRIGHT.
48 | AUGUST 2014
SHIPINSIGHT.COM
JUNE 2014 | 49
Caption togo here
XX PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR BRIDGE ACTIVITY AND DETECT OPERATOR DISABILITY WHICH COULD LEAD TO MARINE ACCIDENTS.
XXXXX
Connections made simple.Thanks to SeaAccess™ from Harris CapRock, it’s never been easier to connect all the right people in all the right places. Providing a range of communication solutions as wide as the world itself, Harris CapRock gives you the winning combination of global coverage for easy scalability and local resources for more responsive service. What’s more, you won’t find a broader portfolio of communication services anywhere. And if that weren’t enough, we offer you more customizable, flexible technologies and services than any other service provider in the world.
From an ultra-compact 60 cm C-band solution enabling phone and texting service, to a high-end passenger solution providing over 50 Mbps to a single vessel, SeaAccess has the most reliable and comprehensive solutions for maritime communications.
Leveraging more than a dozen self-owned and -operated international teleports, customer support centers and a worldwide support team of more than 275 certified field technicians, we put it all together to deliver global communications you can always count on.
For More Information, contactGlobal Support Centre (24 hrs)Tel: 1800 788 0022 (Singapore) +65 6788 0022 (International)Email: [email protected] Main website: www.singtelofficeatsea.comCorporate website: www.singtel.com/satelliteSeafarer portal: crew.singtel.com
For more information on SingTel Satellite’s products and promotions, please visit us at www.singtelofficeatsea.com or email us at [email protected]
Exclusively by SingTel Satellite
• * For Mobile to Fixed and Mobile to Cellular calls only• Promotion ends 30 September 2014• Calling cards to fixed and cellular lines only• Shelf life of calling cards is 1 year from issue or expires 12 months after first use• New plans and plan upgrade only