ISO/TC8 - SHIPS & MARINE TECHNOLOGY“STRATEGIC STANDARDIZATION”(BUSINESS & REGULATORY IMPORTANCE)
ISO / TC8 Seminar
MARINTEKTrondheim, Norway
2006-06-08
CAPT Charles H. Piersall
Chairman, ISO/TC8

ISO/TC8 - A LINKING INSTRUMENTIMO• REQUIREMENTSISO

INDUSTRY

TRANSFORM• SHIPYARDS• REGULATIONSREQUIREMENTS• SUPPLIERSTO• SHIP OWNERS/INDUSTRYOPERATORSSTANDARDS &PROVIDE INDUSTRYSTANDARDS FOR CONSIDERATIONBY IMO, ILO, IAPH, WCO

REQUIREMENTS FOR TODAY’S
STANDARDS
•
•
•
•
•
•
•

Management, systems based
Market driven
Universally accepted - “Standard of choice”
Timing and Timeliness
Developed concurrently with new technology
Focused on interchangeability and performance
Must define a product that can be manufactured,
installed, used, maintained and supported safely andefficiently at competitive cost

TIMING & TIMELINESS• Timing – You have to be there, be active, be acceptedand be known for delivering results• Timeliness– You MUST deliver When the Customer Needs
It– “Business as usual” means failure- customer
seeks another venue

PERCEPTIONS & REALITIES• Common statements to attack & defeat– Standards take too long to develop– Standards are a technical document - leave it to
the Engineering Dept Drafting Room
– Standards Organizations are not responsive– ISO is not a true voluntary consensus body

DEALING WITH PERCEPTIONS &REALITIES• Too long to develop– Make Full Use of the PAS• Explain it to the customer- in fact explain it in yourTC
– use all the available options - short circuit the CD, lobby
membership to get solid DIS to avoid need for FDIS
– Produce in Single Language– Keep your SCs & WGs to an aggressive target schedule.
Hold program reviews & don’t just allow new target
dates without full justification– ISO/CS must expedite processing & publication!

DEALING WITH PERCEPTIONS &REALITIES (Continued)• Standards are just a technical document– Explain “Strategic Standardization”• To all your stakeholders• To your TC & SC Leadership– Communicate with Top Executives in
Government & Industry• Educate your customers• Market your abilities• Publish articles in trade journals, etc.
• Actively participate in seminars/conferences

STRATEGIC STANDARDIZATION• Standardization is a Strategic Business Decision– more than a technical document• Effective Market Tool
– open new markets– reduce trade barriers– ensure company’s competitiveness• If you are not participating in the standards process,your competitors are– influencing business issues– gaining competitive edge

DEALING WITH PERCEPTIONS &REALITIES (Continued)• Standards Organizations are not responsive– Unfortunately there are examples, BUT
ISO has taken an aggressive forward looking
strategy• Program Management improvements &accountability,• more use and understanding of IT, greater sensitivity
to the Market requirements• Develop and use a Business Plan, Operating Plan &Marketing Plan- This is standard business operatingprocedure -Format it for your use!!
• “Timing & Timeliness”!!!

ISO/TC8 STANDARDS ACTIVITY
1947-1994 ------Equipment Standards
1994-2001 ------Systems Standards
2002-2010 ------ Safety, Security, Environment,
Information, Intermodal
PROACTIVE

REACTIVE

DORMANT

Write Industry
Standards for
Consideration by
Regulatory Bodies
BEST SOLUTION

Implement
Regulations

Do Nothing
Accept Actionsof Others
UNACCEPTABLESTATUS OF WORK PROGRAMME(ISO/TC8 N 1000)• Comprehensive, “living” document, regularly updated
which is the “official TC8” Working Status Document• Subcommittee Status identified - published standards,
registered work items, possible proposals for new work
• Work Items of Mutual Interest to IMO and ISO/TC8• Listing of IMO Resolutions• Index of ISO Standards Numbers referring to Work
Items
• Allocation of Number of Work Item to Each TC8/SC

ISO/TC8 PARTNERSHIPS• IMO/IACS/IAPH Participate in ISO/TC8 Meetings• IMO/WCO/IACS/IAPH Active in ISO Subcommittees
and Working Groups• ISO Active in IMO Committees and Subcommittees• ISO TC8 Strategic Alliance with ISO TC67 (Petroleum
and natural gas industries)• ISO TC8 Strategic Alliance with ISO TC104 (FreightContainers) on Freight Movement in Freight Containers

MARITIME & INTERMODAL SUPPLYCHAIN SECURITY PARTNERSHIPS• ISO Active in IMO Maritime Security WG• ISO Active in ILO & IMO/ILO WG• ISO and WCO Collaborate on Data & Supply Chain
Security Standards• ISO Participates in IMO FAL (SPI) with IAPH
• ISO TC8 MoU with Strategic Council on Security
Technology• ISO TC8 Liaisons with ITN, WSC and BIMCO• ISO/TC8 Liaison with WCO

TC8 SUCCESSES• Working closely with the IMO we havesuccessfully been major reference in many IMO
Codes & Conventions– Fire Protection; High Speed Craft; Other– SOLAS/MARPOL/STCW• Requires continuing presence & participation
with IMO Committees Subcommittees• > 100 TC8 work items directly related tosupport IMO

TC8 SUCCESSES (Cont.)• SUPPLY CHAIN SECURITY– ISO 28000 Series– ISO 20858 - Implementing IMO ISPS Code• Maritime & Intermodal security initiative
supporting IMO, Governments , Industry• Similar Supply Chain Success with IAPH,
WCO and ILO, Governments, Industry

WHAT IS ISO/PAS 28000?
 The management systems standard for Supply Chain Security An
overarching “tool” – Published 2005- 11- 15
 A major initiative - industry and governmental cooperation
 Provides requirements for establishing, implementing, maintaining andimproving a security management system for the supply chain Applicable to a broad range of organizations
 Risk based, follows 14001, the environmental management systemstandard

OTHER DEVELOPMENTS
 ISO / PAS 20858– Published 2004; Uniform industry implementation of IMO’s ISPS Code ISO / PAS 28001– Assist industry in Best practices for custody in supply chain– Consistent with WCO Framework of Standards; Being balloted

 ISO 28003 - auditing/conformity assessment; Draft completed
 ISO 28004– Guidance for 28000 - Consensus achieved;–

Ready for Balloting ISO 28005– Electronic Port Clearance (EPC); Under development– Computer –to - Computer data transmission

ISO ASSISTS IN IMPLEMENTATION
 Assisting 5 Major Ports in implementing ISO
28000
 ISO PAS 20858 being used as teaching tool fordeveloping nations in concert with the ISPS Code
 Assisting Major Ports in implementing ISO 14001(Environmental management systems standard)

IMO MSC # 81 - 2006-05• Passenger Ship Safety• Maritime Security• Goal-based Standards• Ship Design and Equipment• Bulk Liquids and Gases• Stability, Load-lines and Fishing Vessel Safety• Fire Protection• Formal Safety Assessment…...Potential New Work Items for ISO/TC8

SUMMARY• International Linkages already well established– ISO Secretary General Assigned
Responsibility to ISO/TC8 as follows:• Principal Liaison to IMO - we attend all IMO
Committee and most SC meetings - for past 11
years, active member of Maritime Security WG• ISO/TC8 Chair is designated ISO Rep to IAPH for past 15 years• ISO/TC8 Chair is ISO Rep to ILO for Maritime• ISO/TC8 is Principal Liaison to WCO

SUMMARY (Cont)• ISO/TC8 has ongoing active collaboration with
International Organizations in Shipping &Shipbuilding• ISO/TC8 is active participant in UN/ECE
Committee on Water Transport• ISO/TC8 actively working with EU leaders on“Intermodal and short sea shipping” to provide
international standards for use by the EU• ISO/TC8 presenting to APEC in Singapore

ADDITIONAL REFERENCE SLIDESISO/TC8 ADVISORY GROUPMEMBER BACKGROUND REQUIREMENTS• Industry - Shipping, Shipbuilding/Repair, Intermodal• Government- Port state, regulatory needs• Possess skills in:– Strategic planning, business planning– Organizational planning and resource allocation– Business management– Program management– Business development and marketing– Information technology• Facilitate the “linkage” to IMO• Appointment limited on basis to “balance expertise”• NO STANDARDS EXPERTISE REQUIREDSUMMARY (Cont.)• Program Status Update Presented to– IMO Maritime Safety Committee December 2002
– IMO SOLAS Diplomatic Conference December 2002
– IMO Facilitation Committee and Ship/PortInterface Working Group - January 2003
– Numerous U.S. and World Leaders• Active Participation with IMO in Developmentof the ISPS Code

INTERNATIONAL RELATIONSHIPSREGULATIONSREGULATIONSUNITED NATIONSISORESOLUTIONS
IMO
SOLAS

TC-8

SC1
for
SOLAS
(MSC)

SC2
for
MARPOL(MEPC)

SC(__)for
Other
Matters

IAPH
Ship-PortInterfaceGroup

PORT STATE &FLAG STATEIACS

ADMINISTRATIONS

CSS

ABS

DnV

OTHER
ISO TCse.g.,
TC28, TC67,TC70,TC92,
TC104, etc..

NATIONAL
SUPPLEMENTSLLOYDS
OTHERSTC8/TC67 STRATEGIC ALLIANCE• MoU SIGNED BY TC CHAIRS - 2000-09-11– DOES NOT MODIFY COMMITTEE SCOPES– FIRST SUCH AGREEMENT IN ISO HISTORY• INSURES COOPERATION & PARTICPATION IN
DRILLING & PRODUCTION FLOATING SYSTEMS– Hulls Basically TC8– Systems & Requirements TC67
– FPSOs, FSUs, OSVs, ATBs

• TC8 CONTINUES AS PRINCIPAL INTERFACEWITH IMOISO TC8/TC104 STRATEGIC ALLIANCE•MoU SIGNED BY THE TC CHAIRMEN– TC8 (Ships & Marine Technology)– TC104 (Freight Containers)• Insures Active Cooperation & Participation with Each
Other in Writing Standards to Insure a Seamless,“Intermodal” (Ships and Ship/Port Interface)
Movement of Freight in Freight Containers• ISO/TC8 Continues to Provide Principal ISO Interface
with IMO• Agreement Dated 2002-06-20

Main Steps of a Draft and Required ApprovalSpecial case: Publicly available specification (PAS)
JUSTIFICATION-

Urgent market requirement

PROCEDURE
1

Addition
Addition ofof aa work
work item
item ononthe
programmeofwork
the programme of work

2

Preparation
Preparation ofof aa committee
committee draft
draft(ISO/CD)(ISO/CD)

3

6

Review
Review ofof aa draft
draft andand acceptanceacceptance
for
for
its
its publication
publication as
as anan
ISO/PAS
ISO/PAS
Publication
Publication ofof aa publicly
publicly available
available
specification
specification•• Simple
Simple majority
majority ofofP-members
votingP-members voting•• Participation
Participation ofof at
at least
least
55 members
members•• Working
Working group
group approval
approval•• Simple
Simple majority
majority ofof P-members
P-members voting
votingNO DIS(Draft International Standard) VOTE•• Recommendation
Recommendation fromfrom thethe Chairman
Chairman(orthesecretary)(or the secretary)

Can Be Amended as Necessary at Anytime
After 3 years: review for reconfirmation
After 6 years: transformation into an ISO standard or withdrawalINTERNATIONAL
STANDARDIZATION“We cannot engage in a level playing field,
equal trade, open up markets and get rid oftrade barriers unless we harmonize standards”
An essential ingredient for achieving the“well-balanced optimum” of safer, secure and cleaner seas
together with a prosperous maritime industry

SUMMARY (Cont.)• The initiatives undertaken by ISO/TC8 in
maritime and supply chain security are“inclusive”, not “exclusive”.
• The Maritime Industry is “International” Regional or National solutions are not bestinterest of the industry.

Marine Cybernetics and DNVHIL Presentation
Asgeir J. Sørensen
2006-06-08

Vestre Rosten 77
NO-7075 Tiller, Norway
www.marinecybernetics.com
E-mail: ajs@marinecybernetics.com

Copyright © 2006 Marine Cybernetics

The Digital “Big Bang”
Instruments
andsensors

Communication
networks

HMI
I/O

SW
Products

Controllers
Powersystems

Configuration

PC

Testing

AUTOMATION

Application
solutionsRemoteServices

MS Windows
Operational
systems

Integrated
systems
Stand-alone
systems

Internet

Industry Challenge – Background
Modern maritime machinery plants• Mechanical ship Î computer-based ship
• large number of computer control systems• Increased system complexity• more and more integrated sub-systems• components delivered by different suppliers• complex in operation
Testing methods arelagging behind the system technology
development!

Propulsion Layout (principle sketch)

D

F

SWB

M

G

D

Industry Challenge
As a result of this development:• Need for more comprehensive testing,but integrated systems are difficult to test
• Failure situations are difficult to handle
HIL is a major step forward toward
a better test regime and is part of
DNV's increased focus on complex
machinery systems

Marine Control Systems
Diesel-electrical systems

INTEGRATED VESSEL AUTOMATIONDYNAMIC POSITIONING
COMMUNICATION LINE TO SHORE
POS. REF. SYSTEMSX TERMINALSPLANT NETWORKENGINECONTROLTUNNEL
THRUSTERSAUX POWER GENERATION& DISTRIBUTION– Electric power generationand distribution– Electrical propulsion– Electrical drives androtating machinery

FIELDBUS
NETWORKCONTROL
NETWORK

Marine Control Systems

MAIN POWER GENERATION& DISTRIBUTION

DRIVESPROPULSION/
POD– Machinery system– Ballast system– Loading system– Power management– Dynamic positioning
system– Autopilot– …

2006 © Marine Cybernetics

Examples of findings from
DP-HIL Safety and Performance Testing• Sensors– Single VRU failure caused simultaneous loss of all position reference systems– Wind sensor failure caused loss of position. Too little time for DP operator to react afterwarning and eventually alarm was given.
– Incorrect NMEA telegram format gave no alarm• Position Reference Systems– Drive-off due to DGPS slow drift in combination with hidden failures– Weighting and voting settings found important for resistance to common mode failures
when using two DGPS

• DP Computer System– Controller gave incorrect thrust commands after operating on capability limit for someperiod of time
– All controllers crashed simultaneously after mode change– Inconsistency in alarms reported on different operator stations– Incorrect alarms, incorrect alarm texts, incorrect alarm description– Hidden failure in I/O card made one controller in-operable. No alarms indicating failure wasgiven, even after this controller was selected in use.
– An alarm was changed to a warning after some time, it appeared that the alarm neveroccurred• Thruster and propellers– One azimuth thruster was not actively used when operating at the capability limit– Thruster feedback sensor or signal failure may lead to drive-off and loss of position• Power System– Reduced redundancy due to incorrect cabling in UPS fusing– Circuit breaker failure caused no alarm
2006 © Marine Cybernetics

CyberSea Simulator: HIL Simulation
FMEA

Simulator
Manager

User
Interfaces

3D
visualization

Analysis
Toolbox

DP andPMS
ROVControl

Run Time Infrastructure
Vessel Models:Power System:

Propulsion
System:- Current, wind,
waves- Stationkeeping- Maneuvering- Mulitibody- Diesel engine- Gas turbines- Generators- Transformers- Converters- Switchboards- etc.

- Thruster- Rudder- Pod- etc.

Other Models:- Crane- Ballast- Towing / cables- ROV- Risers- MooringSensor andInstrumentation:
-DGPS
-HPR
-Gyros-MRU/VRS-Wind sensors-…

Model Database & Library

Environment

Hulls

Wave, wind andcurrent loads

WAMIT, VERES

Propulsion
units

Power
components

HIL: Hardware-In-the-Loop
2006 © Marine Cybernetics

Crane & Winch

Cables, Pipes

Hydraulics
Heave Compensators

Nonlinear FEM

Cranecontrol
BallastcontrolHardware-In-the Loop (HIL) Testing• A NEW TECHNOLOGY for HIL testing of control systems as input to
DNV Standard for Certification of control systems• To be used in FAT (Factory Acceptance Tests), sea trials, annual tests,
periodical tests and after upgrades

C y b e rS e a S im u la to r

Real timeinterface

CyberSea Simulator

HIL Safety and Performance Testing• DP-HIL (since 2004)• PMS-HIL (since 2006)• Propulsion-HIL (new)• Autopilot-HIL (new)• …
2006 © Marine Cybernetics

Customers:
1. Oil companies
2. Vendors and Yards
3. Ship Operators
4. Contractors
5. Class societies

DP System Overview

PMS
Power
EnvironmentDP2006 © Marine Cybernetics

Machinery,
Thrusters

VesselSensors
and Pos-refCyberSea DP-HIL Simulator (FAT/dock)
PMS
Power
EnvironmentDPcomputersystemMachinery,
Thrusters

PMS

Vessel• Isolate DP control system.
• Simulate vessel/environment.
• Simulate failure modes.
• Observe vessel DP performance andfailure handling in DP control
system.

Sensors
and Pos-ref

CyberSea DP-HIL
Simulator

Failure modes

Power
Machinery,
Propellers,Rudders

2006 © Marine Cybernetics

Environment

VesselSensors

Option 2:
CyberSea Simulator
connected to DP computer or
integrated automation system
via network

Requirescustominterface by
vendor!

CyberSea
VesselSimulator

CyberSea
Simulator
Manager

2006 © Marine Cybernetics

DPcomputersystemCyberSea FMEA Simulator

CyberSea FMEA Simulator (Sea trials)

Failure2006 © Marine Cybernetics modes• Simulate sensor and positionreference signal failures/errors.
• Simulate thruster signal failuremodes.
• Simulate network and system
hardware failures.
• Observe failures and errors in
DP, PMS, Vessel control, etc.
• Minimally invasive FMEA.

PMS
Power
Environment

Machinery,
Thrusters

VesselSensors
and Posref

HIL Testing and FMEA
Observations• There are no requirements for redundancy ofsoftware. Software errors should be considered acommon mode failure. The consequence of software
errors are therefore potentially much larger thancomponent failures.
• A focus on functional barriers in FMEA studies isuseful in order to understand the possible impact ofcomplex failure modes, the role of software, and how
to efficiently analyse and test DP systems.

2006 © Marine Cybernetics

Example: Barriers to loss of position due to VRU and
DGPS failure modes
FUNCTIONAL BARRIERSTO LOSS OS POSITIONCOMPONENTS
VRU/GPS HW
VRU/GPS SW
VRU/HPS HW

VRU sensors

Integrity check
I/O board

I/O board

Ready

Pitch and roll

FAILURE MODES

GPS antennas

Integrity check anddifferential correction
Serial

I/O board
Ready

NMEA GGA

Circuitloop test

Circuitloop test

Circuitloop test

Circuitloop test

Short circuit
Broken circuit
Loss of power

I/O boardI/O driver

I/O boardI/O driver

I/O boardI/O driver

Serial board
Serial driver

Out of range
Timeout
Transmission errors
Network failure

DPC HW

DPC SW

2006 © Marine Cybernetics

Sensor failures
Electronics failures
Disturbances
Loss of power / UPS

Data quality check

Data quality check

Noise
Wild points
Format error
Integrity errors
FreezeCOMPONENTS

FUNCTIONAL BARRIERSTO LOSS OF POSITION
Ready

Pitch and roll

Data quality check

Ready

FAILURE MODES
GGA

Data quality check

Redundant
VRUs
VRU redundancy
Compare and vote

DPC SW

Noise
Wild points
Format error
Integrity errors
FreezeCorrection

Redundant position reference systems
Posref redundancy
Compare and vote

Model / Kalman filter
Redundant controllers

Bias (difference ormedian reject)
Drift (difference ormedian reject)
Noise
Bias (prediction error)
Drift (prediction error)
Controller HW failure
Controller SW errors
Loss of power / UPS
Transmission errors
Network errors

PSU HW

Controller redundancy
Thruster voting

Operator

Operator

Everything else

OperatorstationOperator station
input integrity checking

Operator errors

2006 © Marine Cybernetics

Loss of position!

FUNCTIONAL BARRIERSTO LOSS OF POSITIONCOMPONENTS

FAILURE MODES

VRU/GPS HW

VRU sensors

DGPS antennas

VRU/GPS SW

Quality andIntegrity check

Quality andIntegrity check

VRU/GPS HW

I/O board

I/O board

Ready

Pitch and roll

Typical FMEA trial test scope

Serial

I/O board
Ready

NMEA GGA

Circuitloop test

Circuitloop test

Circuitloop test

Circuitloop test

Short circuit
Broken circuit
Loss of power

I/O boardI/O driver

I/O boardI/O driver

I/O boardI/O driver

Serial board
Serial driver

Out of range
Timeout
Transmission errors
Network failure

DPC HW

DPC SW

Data quality check

Typical DP-HIL test scope2006 © Marine Cybernetics

Sensor failures
Electronics failures
Disturbances
Loss of power / UPS

Data quality check

Noise
Wild points
Format error
Integrity errors
FreezeCOMPONENTS

FUNCTIONAL BARRIERSTO LOSS OF POSITION
Ready

Pitch and roll

Data quality check

Ready

FAILURE MODES
GGA

Data quality check

Redundant
VRUs
VRU redundancy
Compare and vote

DPC SW

Correction

Redundant position reference systems
Posref redundancy
Compare and vote

Typical DP-HIL test scope
Model / Kalman filter
Redundant controllers

Typical FMEA trial test scope
PSU HW
Operator

Noise
Wild points
Format error
Integrity errors
FreezeController redundancy
Thruster voting

Bias (difference ormedian reject)
Drift (difference ormedian reject)
Noise
Bias (prediction error)
Drift (prediction error)
Controller HW failure
Controller SW errors
Loss of power / UPS
Transmission errors
Network errors

Operator

Everything else
Operator
2006station© Marine Cybernetics

Operator station
input integrity checking
Loss of position!

Operator errors

Certification and Class Process
New Buildings and Sailing Ships- Request for CyberSea test and verification services- Engineering: simulator configuration, test plan with acceptance criteria for safety / performance- Simulation 1 and report acceptance / deviations- System / configuration signature 1, version number-Retest: Simulation 2 / Signature 2
Upgrades:- Simulation 3++- Signature 3++

Order

MS/FAT

Manufacturer/supplier2006 © Marine Cybernetics

Dock trial Sea trial/CAT

Yard

Ship owner

Ship in operation(Annual tests)

Customer Value (1)Yards

Ship Operators

Save Time

E&P Operators

More Thorough

Reduce building risk;
Get vessel productive
fasterReduce operational risk;
Less downtime
over operational lifecycle€ / $ / NOK(by the day)

€ / $ / NOK(entire operation)

HIL testing improves building efficiency and operational availability
2006 © Marine Cybernetics

“Big Picture” Value Drivers
Main
Players

VendorYard

Ship
Operator

E&P
Operator

Value ofimproved
testing andverification
for Offshore
Service
Vessels,
Drilling,
FPSO,..

~ 10.000 USD~100.000 USD~106 USD~107 USD

Design/engineering
team efforts

Increased sea
trial costs anddelayeddeliveryOff-hire
cost,
damagecost,(vessel day
rates)

Lost
revenueandproduction,
damagecost, HSE, ..

2006 © Marine Cybernetics

References: Ships in Operation 2006
Acergy Osprey, Acergy (DSV)
Kongsberg Maritime DP 3

Island Frontier, Island Offshore (IMR)
Marine Technologies DP 3

Far Fosna, Farstad Shipping (AHTS)
Rolls-Royce DP 2

Bourbon Orca, Bourbon Offshore (AHTS)
Kongsberg Maritime DP 32006 © Marine Cybernetics

References: New Buildings 2006
NB 275 Ulstein Yard, Bourbon Offshore (PSV)
Marine Technologies DP 2
Ulstein/Megacon PMS

NB 275 Ulstein Yard, Bourbon Offshore (PSV)
Marine Technologies DP 2
Ulstein/Megacon PMS

2006 © Marine Cybernetics

Reference: Ships in Operations

Acergy Osprey
DP-HIL Safety and
Performance Testing
FAT:• January 2006

Dock Trials:• February 2006
• Diving and Construction Ship
• DP Class 3: Kongsberg Maritime• E&P Operator: Statoil• Class: DNV AUTRO + SfC of HIL testing

2006 © Marine Cybernetics

Sea Trials:• March 2006

Acergy Osprey DP-HIL Testing

Test Scope

110 tests completed in 19 hours.
Focus on HW and integrated functions.

Test at Sea

Test at Dock

Test at Factory

2006 © Marine Cybernetics

111 tests at dockcompleted in 30 hrs.
Focus on SW functionality
and integrated functions.

259 tests at factorycompleted in 3.5
days.
Focus on SW
functionality.

Software Problem Identification

System tests (FAT)+ HIL

Tests on board (CAT) + HIL
Revealed during
normal operation+ HIL

Identified during accidents andemergency handling ... or that arenever identified“Software
Bugs”

Software Problem Identification
Goal: Reduced number of possible ”Software bugs”
will give a safer system after HIL testing
System tests (FAT) + HIL

Tests on board+ HIL

Revealed during
normal operation+ HIL

Identified during accidents andemergency handling ... or that arenever identified“Software
Bugs”

Why does DNV believe in HIL
testing in the maritime industry?
• HIL technology is successfully applied
to other industries• Reliability of control systems is of great
concern to stakeholders in the offshore
and the maritime industry

DNV Deliveries related to HIL
DNV can offer an independentcertification of the HIL process• DNV approves HIL test suppliers• DNV has a standard for HIL testing• DNV issues HIL certificates

Standard for Certification of HIL testing• Defines responsibilities for the involved
parties– Target system owner– HIL Supplier– HIL Test organisation– HIL Certification body

Standard for Certification of HIL testing
End user

Supply chain, CMC, NB, SiO phases

Owner, SiO
DNV
Yard, NB

Rules

HIL certification
SfC

System supplier, CMC

3. party

1. party

HIL supplier
2. partyStandard for Certification of HIL testing• Defines general requirements for the HIL
test package– Requirements to configured HIL/Plant
SIMULATOR
simulator– Requirements to the HIL/FMEA simulator– Requirements
HIL test setup and test
SIMULATOR to the+plan
– Validation requirements for the configured
HIL simulator

Standard for Certification of HIL testing• Refers to functional requirements for thetarget system– E.g. class rules for DP, PMS,…

• Defines the content of the HIL test
certificate

Conclusion• HIL• makes possible improved testing
compared to today's maritime test standards• makes the system become safer• will become part of the future industry standard• is available today
HIL represents a significant step forward• The maritime and offshore markets request improved
testing regime for safety critical onboard computer
systems. HIL testing and HIL test certification are ananswer to this request.
• DNV can deliver certification of HIL testing today

MARINTEKNorwegian Marine Technology Research Institute

Trondheim

2005-06-20

MARINTEK

1

Norwegian universities
and university colleges

2005-06-20

MARINTEK

Updated April 20012

Gløshaugen-Campus

2005-06-20

MARINTEK

Updated April 2001
3

SINTEF

Technology for a better society

2005-06-20

MARINTEK

4Our partners
 The Norwegian University of Science and Technology, NTNU:- 20000 full-time students- 973 scientific employees

 University of Oslo, UiO,
Faculty of mathematics and natural sciences:- 4500 full-time students- 518 scientific employees

NTNU and the SINTEF Group Collaboration in R & D

NTNU personnel
working on
SINTEF projects

SINTEF employees
teach at NTNU

Joint use of laboratories
and instruments

2005-06-20

MARINTEK

5The SINTEF Group

SINTEF’s Council
SINTEF’s Board

President
Senior Executive Vice President

SINTEF
Health Research

SINTEFICT

SINTEF
MarineSINTEF
Materials and Chemistry

SINTEF
Petroleum and Energy

SINTEF
Technology and Society

2005-06-20

MARINTEK

6The SINTEF Group (cont.)

SINTEF Marine

consists of:MARINTEKSINTEF Fisheries and Aquaculture
SINTEF Marine Environmental Technology

SINTEF
Petroleum and Energy

consists of:

SINTEF Petroleum Research
SINTEF Energy Research

2005-06-20

MARINTEK

7

Marine Technology Centre in Trondheim, Norway

2005-06-20

MARINTEK

8Market Profile
MARINTEK carries out contract R&D for marine related industries:••••

Offshore oil/gas industry
Ship building industry
Shipping
Marine equipment industry

MARINTEK is heading for technologically challenging R&D projects:- New advanced product concepts and prototypes- New advanced services
for the benefit of our customers, and the society through:- Reduced risks for human lives, environment and capital assets.
MARINTEK undertakes multidisciplinary projects and co-operates
with associated partners within the SINTEF Group.

2005-06-20

MARINTEK

9Technology Profile
MARINTEK is a contract research institute within marine technology.
Hydrodynamics and structuresz Energy and machinery technology
z Operations technologyz

MARINTEK is co-operating closely with the Norwegian University of
Science and Technology (NTNU) - Institute of marine technology.
MARINTEK operates national marine technology laboratories
together with NTNU.
Ocean basin (80x50x10 m)
z Ship model towing tank (260 m)
z Cavitation tunnelz Machinery laboratoryz Marine structures laboratoryz

2005-06-20

MARINTEK

10

Ownership
MARINTEK has the following shareholders:
SINTEF ……………..………………..….: 6.5 MNOK 56%
Norwegian Shipowners’ Association : 3.0 MNOK 26%
Det Norske Veritas …...………..….….: 1.0 MNOK

9%Found. of Shipbuilders’ Fundfor Research and Education ..……….: 0.5 MNOKDirectorate of Shipping ………………: 0.5 MNOK

4%4%Fed. of Norwegian Coastal Shipping : 0.1 MNOK

1%
Total Share Capital: 11.6 MNOK2005-06-20

MARINTEK

11

Foreign trade
34% of total turnover
Total turnover 2004: 189 mill NOK

Europe (47%)
North America (32%)
South America (3%)
Far East (11%)
Foreign companies in Norway (7%)

2005-06-20

MARINTEK

12

Personnel
176 employees (2005-01-01)

MSc Engineers/University graduates (43%)
Dr.ing./Ph.D. (20.5%)
Engineers (11%)
Technical staff (15%)
Administrative staff (10.5%)

2005-06-20

MARINTEK

13

Project-related specification of turnover
Total turnover 2004: 189 mill. NOK(mill NOK)
200

150

100

Contract research
Strategic projects

50
Basic grants

0
2004

2003

2002

2001

2000

2005-06-20

MARINTEK

14MARINTEK projects in EC – FP 5
STID
Waterman-Ts
THEMIS- Steam Injection Diesel Engine- Waterborne Traffic and Transport Management - Thematic Network(TN) - Thematic Network in Optimizing the Management of Intermodal
Transport Services
THEMES(TN) - Thematic Network on Safety Assessment in Waterborne Transport
IP - Intermodal Portal - Integration of Ports into Intermodal Transport Chains
TRESHIP(TN) - Technologies for Reduced Environmental Impact from Ships
MARPOWER(TN) - Concepts of Advanced Marine Machinery Systems with Low
Pollution and High Efficiency
FLOWMART- Efficient Low Wash Maritime Transportation
SWAN- Standardization and Dissimination Support Actions for Waterborne
Telematics Networks and Applications
ITEA-DS- Intelligent Tools for Emergency Applications and Decision Support
D2D- Demonstration of an Integrated Management and Communication
System for Door 2 Door Intermodal Freight Transport Operations
MARTOB- On board Treatment of Ballast Water and Application of Low Sulphur
Marine FuelHullMon+- Intelligent Hull Monitoring Systems
ENCONA- Encouraging Co-operation between Community Funded andNational Research in Maritime Sector
2005-06-20

MARINTEK

15

MARINTEK projects in EC – FP 6
ERAMAR(TN/CA) - European Research Area Application in the Maritime Domain

ERASTAR(CA)DSS-DC(STREP) - Decision Support System – Damage Control(MARINTEK Coordinator)

MTCP

(CA)

- Maritime Transport Coordination Platform

INMARE(CA)- Best Practices of Ship Management

HERCULES(IP)- Reduction of CO2 Particles from Engines

ENCOMAR(SSA)- Enhanced Co-operation between EU Member States andAssociated Candidate States in Maritime Research on Transport(Extension of ENCONA project)

SPREEX(STREP) - Spreading of Oil Pollutions in Sea

SUPERPROP(STREP) - Superior Life-Time Operation Economy of Ship Propellers

MARNIS(IP)- Maritime Navigation and Information Services

VISIONS(NoE)- Visionary Concepts of Vessels and Floating Structure

FREIGHTWISE (IP)- The Network for the Shipbuilding Technology applied Research- Intermodal Freight Transport Information System

2005-06-20

MARINTEK

16

Ship Technology and Operation
Ship performance and operation
•
•
•
•
•
•
•

Ship performance
Manoeuvring and ship handlingSea-keeping performance and operational criteria
Sea loads
Propellers, cavitation and noise
Waterjets
Thrusters, positioning capacity

Efficient production
•
•
•
•
•
•

Pre-outfitting principles and methods
Procurement principles and methods
Preliminary design tools
Cell-oriented construction methods
Preliminary design tools
Information technology for the shipbuilding industry

Energy technology
•
•
•
•
•

Diesel and gas engine processes R&D
Ship equipment design analyses and development
Energy conservation and pollution control
Liquid and gaseous fuels, quality validation and testing
Prototype testing and verification(Cont.)

2005-06-20

MARINTEK

17

Ship Technology and Operation (cont.)
Shipping and logistics• Supply Chain Management• Transport scenarios and logistic support systems• Management and decision support systems• Condition assessment and maintenance program• Qualification testing of personnel andcomputerbased training

Control and monitoring systems• Integrated bridge systems and operational procedures• Marine cybernetics, anchoring and dynamic positioning• Marine crane operations and heave compensation

2005-06-20

MARINTEK

18

Offshore Oil and Gas Industry
Floating systems••••

Loads and motions of floating support vessels
Loads and motions of risers and other connecting elements
Capacity of anchoring and dynamic positioning systems
Operation and operability criteria in specified environments

Structural analysis and testing• Ultimate strength and collapse behaviour of steel structures• Dynamic analysis and fatigue design• Dynamic analysis of slender marine structures;
risers and pipelines• Stress analysis of flexible risers including thermal effects,
service life assessment• Reliability assessment of steel structures,
risers and pipelines• Integrated fire analysis of steel structures• Re-assessment of ageing structuresCont.

2005-06-20

MARINTEK

19

Offshore Oil and Gas Industry (cont.)
Offshore operations••••

The positioning of surface vessels
Forces on, and motions of, complex geometries
Heave compensation devices
Simulation of subsea operations

Efficient design and operations• Operational scenarios and logistics support systems• Condition assessment and maintenanceprogram development• Qualification testing of personnel andcomputerbased training• Management information systems for operations

2005-06-20

MARINTEK

20The Ocean Basin Laboratory
Double-flap
wave makerMulti-flap
wave maker

Double-flap
wave maker
50 m

OCEAN BASIN

TOWING TANK

80 m

Multi-flap
wave maker

Cross-section of Ocean Basin

Length: 80 m - Width: 50 m - Depth: 0-10 m

2005-06-20

MARINTEK

21

Marine Technology Centre in Trondheim, Norway

2005-06-20

MARINTEK

22

Model tests in the Ocean Basin

2005-06-20

MARINTEK

23

Model tests in the Ship Model Tank

2005-06-20

MARINTEK

24

The Cavitation Laboratory

2005-06-20

MARINTEK

25

Structural Testing

2005-06-20

MARINTEK

26

The Machinery Laboratory
Artist impression

2005-06-20

MARINTEK

27

Heading North!!

2005-06-20

MARINTEK28

Development of the Norwegian Offshore Industry

2005-06-20

MARINTEK

29

Oil exploitation and transport in the Arctic
 25% of the world’s undiscovered
oil resources are expected to befound in the Barents Sea
 EU imports 70% of her energydemand. Only Danmark andUK net exporters.
 Politically stable area Strategic location wrt. the EU EU’s “Northern Dimension”
Programme Close dialogue EU, Norway,
Russia on the energy field

2005-06-20

MARINTEK

30

New drivers for the Norwegian Ocean Dimension
Stortingsmelding: / Governmental White Paper :”Challanges and Possibilities in the Northern Areas” April 2005.
Oil and Gas
Exploitation

Environmental
and safety issus

Surveillance
and Defence

Industry inNorth of Norway

Increased
Russianbusiness

North Eastpassages

2005-06-20

MARINTEK31

A game-changing combination oftechnologies from SINTEF
Deepline

ColdFlow

SIMlab
LEDA

2005-06-20

MARINTEK

32

SeaOrbiter at theJules Verne Exhibitionin Paris 2005

2005-06-20

MARINTEK

33

Verification testsÅsgard A in Norway

Terra Nova Project in Canada

Snorre II (B) in Norway

Thunder Horse, Gulf of Mexico

2005-06-20

MARINTEK

34

2005-06-20

MARINTEK35

LNG-Chain to US and EU:

2005-06-20

MARINTEK36

Small scale distribution of LNG
Kystgass
Eksport av LNG

Kystgass skip

Regionale depot

SnøhvitCovering the coast of Norway
 LNG source - base load LNG or
receiving terminals or small scale
LNG production
 LNG could be further distributed bytruck or rail way or distributed by
locale pipeline.

Lokalt LNG skip

Lokalt depot

Kystgass skip

2005-06-20

MARINTEK

37

The natural gas chain

Production

Processing andliquefaction

Shipping

Transmission/distribution

End useMain areas for MARINTEK activities are:
 Technologies for loading and transport of LNG
 Technologies for end use
 Analysis of supply systems for natural gas

2005-06-20

MARINTEK

38

Offshore offloading & LNG FPSO

• mitigation of an collision risk
• reducing terrorist attack threat• preventing costly civil works
2005-06-20

MARINTEK

39

Maritime Transport solutions

Enisys

Ipsi
Terminal

FRESHFISH

Barge

ENISYS

2005-06-20

MARINTEK

40Multimodal logistics – combining
deepsea, shortsea and inland waterways
Stuttgart

Hamburg

Rail

Deep Sea

European Deep Sea Terminal
and Warehouse

Production
Location

Hamburg

Zeebrugge
Mannheim
Sindelfingen/Stuttgart

Alternative via Zeebrugge:
Stuttgart
Production
Location

Road

Mannheim
Inland Rail terminal& Warehouse

Barge

Zeebrugge

Deep Sea

European Deep Sea Terminal
and Warehouse
2005-06-20

MARINTEK

41

Business cases provide practical improvements and realistic
recommendations
Several pan-European real-life businesscases
 Demonstrations (continuos
lines) full project duration
 Feasibility studies (dashedselections) in 1st project phase2005-06-20

MARINTEK

42

Door to Door operations in new car
distribution chain is an extended service
compared to traditional RoRo shipping“Traditional RoRo shipping”
Rail/truck
SourceRail/truck

RoRo vessel
POL

Customer

POD“Door-to-door new car distribution”
Rail/truck
Assembly

POL

Truck

Rail/truck

PCC vessel
POD

VDC

Customer

2005-06-20

MARINTEK

43

Lead Logistics Provider service – Total
Responsibility for Integrated Logistics

Assembly

In-Plant
Operation

Transport

Ocean
Transport

Compound .
PDI etc

Transport

Physical Flow

Information Flow (simplified)Financial Settlements/Transactions

Dealer

C
O
N
S
U
M
E
R

Responsibility

Lead Logistics Provider

2005-06-20

MARINTEK

44

Local bulk transport solution using using
Handysize vessels and barge transshipment
Kat Lai

Ko Si Chang

2005-06-20

MARINTEK

45

Local bulk transport solution using using
Handysize vessels and barge transshipment

Ko Si Chang

2005-06-20

MARINTEK

46

IPSI - Technology for the cargo handling






State-of-the terminal lay-out
Fast cargo handlingHigh capacity
Reduced area requirements
State-of-the-art multi modal
solution Automatic guided vehicles,(AGV) operations
 2400 TEU per day
 400 TEU per hour

Source: HamworthyKSE, IPSI – A Revolutionary Concept for Intermodal Transport

2005-06-20

MARINTEK47

IPSI - Concept terminal

2005-06-20

MARINTEK

48

IPSI – vessel is purpose built to accommodate
specialised container boxes (SECU) carrying up to 80
tons each on RoRo cassettes

SECU = Store Enso container unit
2005-06-20

MARINTEK

49

Distribution cost comparison from plant
to continental terminal
50
Traditional sideport and breakbulk technology

45

StoraEnso40

Traditional RoRo solution

35

USD/ton30
25
20
Including extra
transport anddistribution
terminal

15
10
5
0
0

2

Transport to POL

4

POL
Handling

6810Vessel transport

12

14

POD
Handling

16

2005-06-20

MARINTEK

50The Interbarge concept

The Interbarge transport concept focus on combining transport of paperand other commodities suitable for unitizing with transport of new cars,
heavy machinery and other road units
Targets :- To improve the cost position of RoRo based transport solutions byutilising the European waterways.
- Reduce emissions and fuel consumption facilitated by reduced light shipweight, low resistance due to optimized hull shapes and state-of-the-art
propulsion systems.

Localisation of production sites in Europe / Main inland waterways:

2005-06-20

MARINTEK

51

The Interbarge concept – basic design;Comparing the new design with a conventional
RoRo vessel design
Main data MS”VERA”:

Main data NEW DESIGN:

–
–
–
–
–
–

–
–
–
–
–
–

LOA:
108.5 mBreadth moulded
11.4 mDraught light ship
1.2 m
Draught loaded
2.5 m
Payload1450 tons
Displacement light ship 1200 tons

LOA:
110 m
Breadth moulded
11.4 mDraught light ship
0.95 mDraught loaded
2.63 m (design)
Payload2050
tons(design)
Displacement light ship 950 tons

2005-06-20

MARINTEK

52

2005-06-20

MARINTEK

53

This new design is designed fortransporting cement in dedicated tanks
and mainly empty containers to USA andcontainers with cargo to Caribbean.

2005-06-20

MARINTEK54

Increased capacity on High Speed Crafts(Multi-hull)

2005-06-20

MARINTEK

55

Let’s imagine that we move 10-15 years in the future…

Cruise and Leisure

Deep Sea Shipping

Inland Shipping

Short Sea Shipping

Floating Infrastructures

56

56

Be prepared to handle critical situations

2005-06-20

MARINTEK

57

Operations in hard weather conditions ischallenging for people and constructions

2005-06-20

MARINTEK58

Energy production from wind, waves andcurrent need in dept knowledge in marine
technology

2005-06-20

MARINTEK

59http://www.tocc.no

Technical Operation Competence Centre
Presentation 8. June 2006, Brage Mo, MARINTEKMARINTEK

1Objective
TOCC improves competence by employing tools for
performance analysis and decision support suited to themaritime industry.
TOCC tools are beneficial and easy to use. They are alsotransparent and consistent for better understanding andeasier implementation.

MARINTEK

2The concept of TOCC

MARINTEK

3

Current situation vs. Best practiceÀNot optimised reporting &performance assessment
methodÀLimited performanceassessment supportÀLimited time to evaluate vessel dataÀReporting sub optimalÀLimited tools / support / authority for operation
optimisationÀOperation/performance indicators not optimal-Technical condition vs. company strategy?
-Over-all fleet performance?

SEA¿ Simple and smart reporting¿ Quality feedback¿ Focus on critical systems¿ Clear procedures¿ Customised training

OFFICEÀLittle co-operationsÀLack of standardsÀLack of best practice

INDUSTRY¿ Monitoring of indicators¿ Standardised reporting & monitoring¿ Cross-fleet comparison¿ Proactive planning¿ Customised training¿ Cross-company
comparison¿ Common performancestandards¿ Competence sharing

MARINTEK

4Benefits for TOCC participants
 TOCC offers new methods and tools for efficient technical operation
 TOCC addresses common challenges, but individual solutions are
possible TOCC will ensure the development of an active competence network.
 research and university sector
 classification, authorities
 ship owners
 system and equipment suppliers offshore industry

 TOCC gives the direction for R&D within shipping technicaloperations.

MARINTEK

5• Safety• Environment• Finance• QA• Technical performanceSuperintendent

Fleet Mgr.

Indexing fleet performance

Alarm
Alert

Ship

OK

MARINTEK

6TOCC cases
 Performance for critical systems
 Index for main engine performance data Index, other systems
 Auxiliary engines
 Other critical systems

 Hull and propeller analysis

MARINTEK

7

General status:
 M.E. performance model specified and tested in SW toolwith data received from ships.
 Findings improved by ship owners.
 New reporting form for performance tests validates info
and sends xml messages.
 Guidelines testing and collection of measurements underdevelopment.
 Onboard implementation started May 2006.
 Hull and propeller model not finished for testing.
 AE performance model development has started.

MARINTEK

8

Existing standards
 The project have reviewed some “standards” describing
engines. One initiative is SFI, often used by Norwegian
shipowners and yards (A Functional classification of theship) :
1.
2.
3.
4.
5.
6.
7.
8.

Generals ship arrangement
Hull
Loading equipment
Ship equipment
Equipment for crew and passengers
Machinery main components
Systems for machinery main components
Ship common systems

MARINTEK96 - Machinery main components•

601 - DIESEL ENGINES•

625 - EL. GENERATOR/EL. MOTOR PLANTS•

628 - SPECIAL PROPULSION AGGREGATES•

631 - FIXED PROPELLER PLANTS INCL. NOZZLES•

634 - CONTROLLABLE PITCH PROPELLER PLANTS INCL. NOZZLES•

636 - SPARE PROPELLERS•

637 - MAIN REDUCTION GEARS W/THRUST BEARINGS & COUPLINGS•

638 - CENTRAL GEARS (JOINT AUXILIARY GEAR, NOT FOR PROPULSION)•

641 - MAIN BOILERS•

644 - AUXILIARY BOILERS•

646 - EXHAUST GAS BOILERS•

647 - STEAM CONVERTERS•

648 - CENTRAL HEATING & THERMAL OIL BOILERS•

651 - MOTOR AGGREGATES•

665 - HARBOUR & EMERGENCY AGGREGATES W/EQUIPMENT•

667 - SHAFT GENERATORSMARINTEK

10TOCC Procedures•Develop forms•Input ship static data
•Send forms to ship

•Install forms•Input measure data
•Validate•Send data to TOCC
•Use email as prot.

•Receive xml/email•Validate•Store data
•Analyze•Develop report•Send report to ship

MARINTEK•Receive report•Do maintenance

11

MARINTEK12

ME performance specification

MARINTEK

13

MARINTEK

14

MARINTEK

15

MARINTEK

16

MARINTEK

17

MARINTEK

18

MARINTEK

19

General Situation
 Need for better input
 Need experience to conclude Realistic improvement in data quality to stabilize TCI results
 Measurements accuracy influence on indicators

 Improvements
 Ships get insight in TCI ME model Specifications
 Results
 Ships focus on procedures for measurement collection
 A template that give feedback (hint) about illogical readings

MARINTEK

20

Conclusion
Systematic analysis of operation data will improve the ship
operation and quality.
TOCC analysis will focus from ship managers viewpoint toexpose performance that should initiate corrective action.
TOCC will provide ship managers with tools andcompetence to improve operation and quality throughcollaboration between relevant parties.

MARINTEK

21

MARINTEK

22

VHF Data
Communication carrier forthe maritime market

NORGE

Internet
Server - Sola
Dig network(Ethernet)

2006年6月20日

1

VHF Data – What is done?

•

A pilot project was performed on a limited network with 6
VHF base stations, each with two radios. Various types ofships participated in the test for a period of two years– We have favourable experiences regarding stability,
range and functionality. It was easy to set up local
networks on ship LAN and to adapt various software
applications to the system

2006年6月20日

2

VHF Data – What is done?

•– In the test period, we have had close cooperation with
the Norwegian fishery authorities. We have developed a
new positioning database and a tracking system inaccordance with international standards for tracking offishing vessels.
– We have also developed a fishery catch reporting
system in accordance with the SHEEL project (Secureand Harmonised European Electronic Logbook)– The system has been approved by the NorwegianInterbank Payment Centre (BBS) as a carrier for credit
card and online payment terminals on board passenger
ships

2006年6月20日

3

VHF Data – Main project– Based on the experience from the pilot project, andfeedback from customers, a feasibility study for
improvement of the system was performed incooperation with the manufacturer.
– The suggested improvements are included in the main
project

2006年6月20日

4Telenor has now decided to build a VHF Data radio system on 50 basestations, covering the coastline from Oslo to Kirkenes (near the Russian
border in northern Norway).
The system will be in full commercial operation by 1st quarter 2007.
The project includes a new customer service platform as well as other system
improvements:

•

•
•

–
–
–
–
–

2006年6月20日

IP speed up on 25 kHz channel
CryptoAutomatic Web and e-mail compression
Web broadcast
New VHF Data radio using 225 kHz bandwidth

5

VHF Data – functionality (1)IP protocol with Ethernet interface– Enables simple interface with other equipment andapplications• Fixed IP-address on board the vessel– May be addressed from shore to ship without active
action onboard• Always connected– Well suited for “ real time applications”.
•

2006年6月20日

6VHF Data – functionality (2)The system continues data transfer automatically after
a break in communication, e.g. when going outside
coverage– There is no need for the operator to intervene, thesystem detects when the connection is resumed andcontinues the data transfer from the position where
the break took place• Several in and out interfaces, both analogue anddigital, direct from the radio equipment– Simple connection to instruments, GPS and local
networks (LAN)•2006年6月20日

7

VHF Data – funcionality (3)•Extensive internal memory in the radio equipment– May be operated without any external PC connected– For instance is the complete protocol for tracking offishing vessels based upon the internal memory of
the radio

2006年6月20日

8

VHF Data – funcionality (4)•Data parcels from different users and services may betransmitted on the same channel, and various IP
packets may be given different priority.
– For example, it is possible to connect at the sametime several active payment terminals to one radiothat allready is in use for e-mail. IP packets that
contain transaction data from a bank terminal may
be given priority and are transmitted immediately,even if the radio is engaged with e-mail og websurfing.

2006年6月20日

9

VHF Data – funcionality (5)•The system will automatically choose the next
available channel if there is no capacity left on the
primary channel.
– Under heavy trafic, larger volumes of data are
moved to the next available channel.
– In areas of constantly heavy trafic, it is of course
possible to equip the base stations with morechannels.

2006年6月20日

10

65,0

VHF Data

The inner ring indicates error free coverage.
The outer ring indicates useful coverage.
Error free coverage for each station is
given in nautical miles.

64,5

Located on existing
VHF base stations

Falkhetta 38,2 nm
Njord A 29,4 nm

64,0Kopparen 54.2 nm

63,5Under piloting

63,0

Ready for construction

Basic coverage of theNorwegian coast, theNorth Sea andHaltenbanken requires
construction of VHF
Data on about 50 basestations

Gamlemsveten 65,6 nm

62,5
62,0

Bremanger 61,8 nm

61,5
Gullfaks 27,6 nm

61,0Latitude•

Litlefonni 50,3 nm

Gulen 61,8 nm

60,5Oseberg 29,4 nm

Rundemannen 58,6 nm

60,0Kattnakken 62,8 nm
Heimdal 28,6 nm

59,5Rogaland59,0•

We have about 130
existing VHF basestations which may be
used if needed,enabling better local
coverage andincreased transmission
capacity,

2006年6月20日

Tryvann 58,0 nm

Vealøs 55,7 nm
Høyås 45,8 nm

Mailserver
Bjerkreim 57,5 nm

58,5Hisøy 31,5 nm

Draupner 28,6 nm

58,0Dolsveden 34,8 nm

Storefjell 44,7 nm

57,5
Ula 28,6 nm

57,0
56,5

Ekofisk 28,6 nm

56,0
0

1

2

3

11

4

5

6

Longitude

7

8

9

10

11

12

Typical services provided by VHF Data.
TelenorMaritime Radio

Supplier of ship
equipment•Delivery•Installation•Stocks•IP-address•Configuration(examples)• Fishery Authorities• Storm Weather Centre• Interbank payment services• Coastal Authorities• Fishery sales organisations• Machinery control systems

Service platform
Email

Tracking
Electronic
logbook

Payment
services

Web

Weather
forecast

OffshoreandsupplyFishery

Ferry- andlocal
passenger
traffic

Coast
aux. &
cargo

EuropeCargo

Customer segments

VHF Data

Service providers• System owner• Frequency license• Owner of infrastructure• Operator

Typical services provided by VHF Data.
TelenorMaritime Radio

Supplier of ship
equipment•Delivery•Installation•Stocks•IP-address•Configuration(examples)• Fishery Authorities• Storm Weather Centre• Interbank payment services• Coastal Authorities• Fishery sales organisations• Machinery control systems

Service platform
Email

Tracking
Electronic
logbook

Payment
services

Web

Weather
forecast

OffshoreandsupplyFishery

Ferry- andlocal
passenger
traffic

Coast
aux. &
cargo

EuropeCargo

Customer segments

VHF Data

Service providers• System owner• Frequency license• Owner of infrastructure• Operator

Typical services provided by VHF Data.
TelenorMaritime Radio

Supplier of ship
equipment•Delivery•Installation•Stocks•IP-address•Configuration(examples)• Fishery Authorities• Storm Weather Centre• Interbank payment services• Coastal Authorities• Fishery sales organisations• Machinery control systems

Service platform
Email

Tracking
Electronic
logbook

Payment
services

Web

Weather
forecast

OffshoreandsupplyFishery

Ferry- andlocal
passenger
traffic

Coast
aux. &
cargo

EuropeCargo

Customer segments

VHF Data

Service providers• System owner• Frequency license• Owner of infrastructure• Operator

Typical services provided by VHF Data.
TelenorMaritime Radio

Supplier of ship
equipment•Delivery•Installation•Stocks•IP-address•Configuration(examples)• Fishery Authorities• Storm Weather Centre• Interbank payment services• Coastal Authorities• Fishery sales organisations• Machinery control systems

Service platform
Email

Tracking
Electronic
logbook

Payment
services

Web

Weather
forecast

OffshoreandsupplyFishery

Ferry- andlocal
passenger
traffic

Coast
aux. &
cargo

EuropeCargo

Customer segments

VHF Data

Service providers• System owner• Frequency license• Owner of infrastructure• Operator

Typical services provided by VHF Data.
TelenorMaritime Radio

Supplier of ship
equipment•Delivery•Installation•Stocks•IP-address•Configuration(examples)• Fishery Authorities• Storm Weather Centre• Interbank payment services• Coastal Authorities• Fishery sales organisations• Machinery control systems

Service platform
Email

Tracking
Electronic
logbook

Payment
services

Web

Weather
forecast

OffshoreandsupplyFishery

Ferry- andlocal
passenger
traffic

Coast
aux. &
cargo

EuropeCargo

Customer segments

VHF Data

Service providers• System owner• Frequency license• Owner of infrastructure• Operator

SafeSeaNetTypical services provided by VHF Data.
TelenorMaritime Radio

Supplier of ship
equipment•Delivery•Installation•Stocks•IP-address•Configuration(examples)• Fishery Authorities• Storm Weather Centre• Interbank payment services• Coastal Authorities• Fishery sales organisations• Machinery control systems

Service platform
Email

OffshoreandsupplyTracking
Electronic
logbookFishery

Payment
services

Ferry- andlocal
passenger
trafficWeb

Coastaux. &
cargo

Customer segments

VHF Data

Service providers• System owner• Frequency license• Owner of infrastructure• Operator

Weather
forecast

EuropeCargo

Dynamic weather
forecast based on
GPS position

Typical services provided by VHF Data.
TelenorMaritime Radio

Supplier of ship
equipment•Delivery•Installation•Stocks•IP-address•Configuration(examples)• Fishery Authorities• Storm Weather Centre• Interbank payment services• Coastal Authorities• Fishery sales organisations• Machinery control
systems

Service platform
Email

Tracking
Electronic
logbook

Payment
services

Web

OffshoreandsupplyFishery

Ferry- andlocal
passenger
traffic

Coast
aux. &
cargo

Customer segments

VHF Data

Service providers• System owner• Frequency license• Owner of infrastructure• Operator

Weather
forecast

EuropeCargo

Open to third
party
application
providers.

VHF Data – Contracts as per 2. February 2005
Fosen trafikklag:• Bastøferga (3 ferries)• 9 payment terminals with
automatic cashier accounts• (e-mail)• The company owns 18 vessels.

3X

HSD:
• 1 ferry + 1 fast passenger craft• (e-mail)• The company owns 40 vessels

Rødne ship owners:• 1 fast passenger craft• 1 payment terminal• e-mail• maintenance system• The company owns 16 vessels
2006年6月20日

19Typicalequipment cost

VHF Data – competing / complementary systems:
VHF data versus some satellite systems

Monthly cost
Equipment: € 40.000
Monthly cost: € 3.000

y
Pa

n
illi
w
nt
me

ess
n
g

s
eed
n
/
Norsat (fixed)
Voice + e-mail + internet
128 kbit/s)
Inmarsat Fleet 77

Equipment: € 20.000

Voice + e-mail + internet
128 kbit/s)Monthly cost: € 3.000

Equipment: € 7.500

Inmarsat Fleet 33

Monthly cost: € 1.200
Equipment: € 4.500
Monthly cost: € 400

Voice + e-mail + internet 9,6
kbit/s up – 28 kbit/s down)

Inmarsat C

VHF Data may also penetrate the satellite market:• For long periods the ships are within VHF coverage
VHF Data• Special applications made for VHF Data
Tracking + e-mail + internet
fo r• Lower costsy
21 kbit/s - 64 kbit/s)pa• Complementary to satellitetoTracking + SMS
0,6 kbit/s
Irridium

Equipment: € 3.000

Voice + e-mail (2,4 kbit/s)llwidi te emi
L ellitsatMonthly cost: € 400
Equipment: € 2.500
Monthly cost: € 400

Functionality and data speed
2006年6月20日

20

VHF Data – competing / complementary systems:
VHF data versus cell phone
The customer will make his
Data speedandfunctionality

choice based on:• coverage / distance to shore
UMTS• stability

Voice + e-mail + internet
386 kbit/s down)• functionality• maritime applications

Will not have sufficient
coverage for the maritime
Edgemarket.
Voice + e-mail + internet 128
kbit/sVHF Data
Tracking + e-mail + internet
21 kbit/s - 64 kbit/s)

GPRS
Voice + e-mail + internet 64
kbit/s)VHF Data for
tracking.

GSM
Voice + e-mail + internet–
14,4 kbit/s)

GSM for voiceand SMS

Stability and coverage
2006年6月20日

21

Ship
ModularsolutionsCabinet

GPS

MR160

RS232

MPA160Market segment: Coastal
fishing vessel
ANT1-VHF (duplex)
narrow ch

25 / 5 watts

eth2

MW160
eth3

POS
terminalLAN

ANT2-VHF (simplex)
wide ch

eth1

MWLan

MRouter

User PC 1

eth4
ANT3-2,4 GHz
or existing HotSpot hardware
eth5

Existing Satellite

User PC 2orMaster for ship LAN

WiFi

or

Slave for existing HotSpot

WiMax?

230V/AC(or 24/48V/DC)

2006年6月20日

22

Ship
ModularsolutionsCabinet

GPS

MR160

RS232

Market segment: Ocean Fishingvessels
25 / 5 watts

eth2

MW160
eth3

POS
terminalLAN

ANT2-VHF (simplex)
wide ch

eth1

MWLan

MRouter

User PC 1

eth4
ANT3-2,4 GHz
or existing HotSpot hardware
eth5

Existing Satellite

User PC 2orMaster for ship LAN

WiMax?

230V/AC(or 24/48V/DC)

Market segment: Offshore /supply2006年6月20日

23

”Narrowband”/ Wlan

Shipe-post / web / maintenance system / payment
services

Modularsolutions

Cost appr. € 1.500 + payment terminal
Cabinet

GPS

MR160

RS232

25 / 5 watts

eth2

Market segment: Ferry andhigh speed passenger

MW160
eth3

POS
terminalLAN

ANT2-VHF (simplex)
wide ch

eth1

MWLan

MRouter

eth4

User PC 1

ANT3-2,4 GHz
or existing HotSpot hardware

eth5

Existing Satellite

User PC 2orMaster for ship LAN

Slave for existing HotSpot

WiMax?

230V/AC(or 24/48V/DC)

2006年6月20日

24Specification
Main Engine
Performance model

Hual Asia and Hual Trader
Revision: 0.i.2
Date: 5th of May 2006

Specification_ME_performance_model_H_Asia_and_Hual_Trader_2006-05-05.xls

Page 1 of 29

Indexing
This specification describes calculations used to decide main engine performance. The performance is a sum ofindex values calculated from measurements.
The index values range from 0 to 100 where 0 is extreme unacceptable performance and 100 is design
performance.
The measurements and calculated index values are kept in a database. The index values make it easier tointerpret and compare performance over time and between similar units as ships, engines, turbochargers, etc.
Values and corresponding time are presented in tables and graphs.
It is advantageous to run the performance tests collecting measurements at steady state at the same service
condition each time for better quality in measurements and index model results. The model is more correct near therecommended power of 85% of MCR.

Summation of indexes
An index tree is used to structure the main engine performance and to sum up measurements from performance
tests. Summation of indices into higher level indices in the index tree is done by functions like weighted sum, mean,
worst case, etc. Refer index tree in this specification.

Converting measurements to index values
The example in figure 1 illustrates how measurements are converted into index values. Ideal relation between
cylinder maximum pressure (Pmax) and mean effective pressure (MEP) from project guide is shown as the blueline. The slope of this curve is used to correct Pmax measured at (1) to Pmax at standard MEP (15.14 bar) at (2).
Correction of Pmax to a standard MEP is essential if measurements shall be comparable through time.
The index function (red, yellow and green lines) convert the corrected value (2-3-4) to an index value [0,100] and astatus; red, yellow or green.
Ideal performance

Index function

145

120
100

140

5

4

130

Index

Pmax

80
135

Ref

1

125
120
14.5

Ref
40

2

3

60

20

3
15

15.5

16

16.5
MEP

17

17.5

18

18.5

0
116.00119.00122.00125.00128.00131.00134.00137.00140.00

Pmax

Figure1: Conversion of cylinder maximum pressure measured (1) to corrected value (2-3-4) to index value (5).

Results
Example of result presentation in the software TeCoView is shown in figure 2 below. At left the corrected
measurements are presented as points interconnected with straight lines. At right the corresponding index values
are presented as points interconnected with a step curve to indicate that index values are valid until new values are
obtained.

The results below show that engine performance with respect to Pmax has improved and is acceptable after 2003.

Figure 2: Example of how results are presented in the Technical Condition Viewer.

It is important to have in mind that low index values can be caused by:- Bad performance.
- Bad instrumentation.
- Bad registration.
Instrumentation and registration quality should be checked before erroneous conclusions to poor performance.
Results are also presented in reports that easier can be submitted to the ships. These reports are also in use at
office. The reports focus on the performance at a high level and at measurement level where follow-up andattention are required, respectively red or yellow status.

Reference documentation
Reference documents used to develop indexes are performance tests, sea-trials, shop tests, project guides,
experience and statistics.

1 Main engine performance

WSum

0x

1.1 Quality measurements

10 x

1.2 Efficiency

10 x

1.3 Balance

10 x

1.4 Degradation

1.1 Quality measurements
Mean
1.1.1 Fuel pump index / MEP [Ref. M1]

1.1.2 Power(MEP,rpm) / Pscav [Ref. M2]

1.1.3 Power(torsio) / Pscav [Ref. M3]

1.1.4 Power(torsio) / Power (MEP,rpm) [Ref. M4]

Specification_ME_performance_model_H_Asia_and_Hual_Trader_2006-05-05.xls Page 4 of 29

1.2 Efficiency
Wsum
25 x

1.2.1 SFOC [Ref. M5]

10 x

1.2.2 Turbochargers

Mean
1.2.2.1 Turbocharger 1

Mean
1.2.2.1.1 TempExh inlet TC1 [Ref. M6]
1.2.2.1.2 TempdropExh TC1 [Ref. M7]
1.2.2.2-x Turbocharger 2 - x [Ref. 1.2.2.1]

15 x

1.2.3 Fuel pumps

Mean
1.2.3.1 IndexAverage FPs [Ref. M8]
1.2.3.2 VIT_Average FPs [Ref. M9]
25 x

1.2.4 Scavenging air receivers

1.2.4.1 Pscav Receiver [Ref. M10]25 x

1.2.5 Cylinders
1.2.3.2 PmaxAverage Cyl [Ref. M11]

Specification_ME_performance_model_H_Asia_and_Hual_Trader_2006-05-05.xls Page 5 of 29

1.3 Balance
Wsum

25 x

1.3.1 Fuel pumps

Mean
1.3.1.1 Fuel pump 1

Mean
1.3.1.1.1 IndexDev FP1 [Ref. M12]
1.3.1.1.2 VIT_Dev FP1 [Ref. M13]
1.3.1.2-x Fuel pump 2 - x [Ref. 1.3.1.1]

75 x

1.3.2 Cylinders

Mean
1.3.2.1 Cylinder 1

Wsum
30 x

1.3.2.1.1 TempExhDev Cyl1 [Ref. M14]40 x

1.3.2.1.2 PmaxDev Cyl1 [Ref. M15]40 x

1.3.2.1.3 MEP_Dev Cyl1 [Ref. M16]

1.3.2.2-x Cylinder 2 - x [Ref. 1.3.2.1]

Specification_ME_performance_model_H_Asia_and_Hual_Trader_2006-05-05.xls Page 6 of 29

1.4 Degradation
Wsum
30 x

1.4.1 Turbochargers
Mean
1.4.1.1 Turbocharger 1
Wsum
10 x

1.4.1.1.1 Pdrop Filter TC1 [Ref. M17]40 x

1.4.1.1.2 TdropExh TC1 [Ref. M18]

50 x

1.4.1.1.3 Rot_freq. TC1 [Ref. M19]

1.4.1.2-x Turbocharger 2 - x [Ref. 1.4.1.1]

20 x

1.4.2 Fuel pumps
Mean
1.4.2.1 Index FP1 [Ref. M20]
1.4.2.2-x Index FP2 - x [Ref. 1.4.2.1]

10 x

1.4.3 Scavenging air coolers

Mean
1.4.3.1 Pdrop ScavCool1 [Ref. M21]
1.4.3.2-x Pdrop ScavCool2 - x [Ref. 1.4.3.1]

40 x

1.4.4 Cylinders

Mean
1.4.4.1 Cylinder 1

Mean
1.4.4.1.1 Pcomp Cyl 1 [Ref. M22]
1.4.4.1.1.2 TempExh Cyl1 [Ref. M23]
1.4.4.2 Cylinder 2 - x [Ref. 1.4.4.1]
Specification_ME_performance_model_H_Asia_and_Hual_Trader_2006-05-05.xls Page 7 of 29

M1. Fuel pump index / MEP {to be defined}

M2. Power(MEP,rpm) / Pscav {to be defined}
M3. Power(torsio) / Pscav {to be defined}
M4. Power(torsio) / Power (MEP,rpm)
Acceptable deviation between power from torsiometer and power calculated from MEP
and rpm given in index function.

Fuel pump (i) index [-]Technical Condition
Index (TCI)

Reference value:
1.00
0
1.00
100
Index function
SFOC Index From reference
0.90
0-10.0 %
0.96
80
-4.0 %
0.97
90-3.0 %
0.98
100-2.0 %
1.02
100
2.0 %
1.03
90
3.0 %
1.04
80
4.0 %
1.10
0
10.0 %

120
100
80
60
40
20
0
0.85

0.9

0.95

1

1.05

1.1

1.15

User function

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Page 8 of 29

M5. SFOC

Ideal performance
SFOCBHP
SFOCkWh
Reference value:
173.700173.7010075129.58173.6985130.13174.43

100 [%]
130.95 [g/BHP]
175.54 [g/kWh]75
75

Specific fuel oil consumption [g/kWh]176.00SFOC

175.50175.00174.50174.00173.50173.00
70

75

80

85

90

95

100

Engine load [%]Calculated value:⎛ FOC meas
LCHV meas ⎞⎟ ⋅ [1 − 0,0002(T _ airmeas − 25 ) − 0,0006(T _ scav meas − 25 )] ⋅ 1000
SFOC = ⎜⎜⋅42700 ⎟⎠⎝ SHP [ kW ] meas

From reference-15.0 %
-5.0 %-2.5 %
0.0 %
5.0 %
7.5 %
10.0 %
30.0 %

Specific fuel oil consumption [g/kWh]Technical Condition
Index (TCI)

Index function
Value Index
147.6
0
165.0
80
169.4
90
173.7
100
182.4
100
186.7
90
191.1
80
225.8
0

120
100
80
60
40
20
0
145.0

165.0

185.0

205.0

225.0

User function

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Page 9 of 29

M6. TempExh inlet TC1

Ideal performancen∑ BHP (i )BHPM _ meas = i =1

meas

n
75
350
2097.66
1564.85

Reference value:364.520364.52100

1768.28
1768.2885
365
2370.35
1768.28

100 [%]
386 [˚C]
2773.94 [BHP]
2069.36 [kW]Exhaust inlet temperature [°C]
Exhaust temperature

Engine power
Texh_T/C_inlet
BHPM_meas
Power

400
390
380
370
360
350
340
330
1500.00

1600.00

1700.00

1800.00

1900.00

2000.00

2100.00

Power

Calculated value:

K _ exh _ temp =T _ exh _ inlet 2 − T _ exh _ inlet1
Power2 − Power1

K exh_temp =((0.0714)

Texh _ corr = Texh _ meas + K exh _ temp ⋅ ( powerref − Powermeas ) + (Teng _ room − 25 ) ⋅ − 2.466 ⋅ 10 −3 ⋅ ( 273 + Texh _ meas )((Index function
Value Index
309.8
0
337.2
80
341.7
90
346.3
100
391.9
100
401.0
90
410.1
80
455.6
0

From reference-15.0 %
-7.5 %-6.3 %-5.0 %
7.5 %
10.0 %
12.5 %
25.0 %+ (Tcool _ water − 25 ) ⋅ −0.59 ⋅ 10 −3 ⋅ ( 273 + Texh _ meas )

)

)

)

Technical Conditionindex (TCI)

Exhaust inlet temperature [°C]
120
100
80
60
40
20
0
300.0

350.0

400.0

450.0

User Function

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Page 10 of 29

M7. TempdropExh inlet TC1

Ideal performance
MEP(i)meas=

MIP(i)meas - 0,94

Engine power
Texh_T/C_inlet
Texh_T/C_outlet∆T T/C_exh (∆Ti)
MEPmeas

75
350
231
119
13.92

Reference value:131.560131.56
100

15.14
15.14

85
365
233
132
15.14

K ∆T _ T / C _ exh =∆T2 − ∆T1
MEP2 − MEP1

K ∆T_T/C_exh =

BHP
n⋅K

100 [%]
386 [˚C]
236 [˚C]
150 [˚C]
16.93 [bar]Exhaust temperature drop [°C]160
Exh. Temp. drop

Calculated reference:

MEP(i ) meas =

[Bar]

150
140
130
120
110
100
13.50

14.50

10.2990

15.50

16.50

17.50

MEP

∆ T _ T / C _ exhcorr = ∆ T _ T / C _ exhmeas + K ∆ T _ T / C _ exh (MEPref − MEPM _ meas )From reference-25.0 %
-15.0 %
-12.5 %
-10.0 %
5.0 %
6.3 %
7.5 %
25.0 %

Exhaust temperature drop [°C]

Technical Condition
Index (TCI)

Index function
Value Index
98.7
0
111.8
80
115.1
90
118.4
100
138.1
100
139.8
90
141.4
80
164.5
0

120
100
80
60
40
20
0
95.0

115.0

135.0

155.0

User function

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Page 11 of 29

M8. IndexAverage FPs

Ideal performanceSpec. fuel grav. 15˚C Spec_ grav_ 15˚CST
0.966 [kg/l]
966 [kg/m³]

LCHV
9690 [kcal/kg]

LCHVST
40570 [kJ/kg]n∑ FPI (i )FPI M _ meas = i =1

meas

n

Engine load
FPImeas
MEPmeas0-8.8330Reference value:
72.86
0
72.86
100

15.14
15.14

75
66.86
13.92

85
72.86
15.14

100 [%]
81.86 [-]
16.93 [bar]Average fuel pump index [-]

FPI

80.00
75.00
70.00
65.00
13

14

15

17

18

MEP

Calculated value:

K mep =

16

FPI 2 − FPI1
MEP2 − MEP1

Kmep =

5.3958

Fuel _ pump _ index M _ corr = (Fuel _ pump _ index M _ meas + K mep (MEPref − MEPM _ meas )) ⋅⎛ Spec _ grav _ 15°C meas LCHV meas ⎞⎜⎜⎟⎟⋅⎝ Spec _ grav _ 15°C ST LCHV ST ⎠From reference-15.0 %
-5.0 %-2.5 %
0.0 %10.0 %
12.5 %
15.0 %
25.0 %

Average Fuel pump index [-]Technical Condition
Index (TCI)

Index function
Value Index
61.93
0
69.22
80
71.04
90
72.86
100
80.15
100
81.97
90
83.79
80
91.08
0

120
100
80
60
40
20
0
60.00

65.00

70.00

75.00

80.00

85.00

90.00

95.00

User function

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Page 12 of 29

M9. VIT_Average FPs

Ideal performance
Engine load
VITmeas75
5.85

Reference value:
5.54
0
5.54
100

85
85

85
5.54

100 [%]
5.07 [-]
Average VIT index [-]6.00
VIT index

5.80
5.60
5.40
5.20
5.00
70

75

80

Calculated value:

85

90

95

100

8.00

10.00

Engine load [%]n∑ VIT (i )VITind _ M = i =1

ind _ measn

From reference-90.0 %
-40.0 %
-30.0 %
-20.0 %
20.0 %
30.0 %
40.0 %
60.0 %

Average VIT index [-]Technical Condition
Index (TCI)

Index function
Value Index
0.55
0
3.32
80
3.87
90
4.43
100
6.64
100
7.20
90
7.75
80
8.86
0

120
100
80
60
40
20
0
0.00

2.00

4.00

6.00

User function

Specification_ME_performance_model_H_Asia_and_Hual_Trader_2006-05-05.xls

Page 13 of 29

M10. Pscav Receiver
Ideal performancen∑ BHP (i )BHPM _ meas = i =1

meas

n
75
1.70
2097.66
1564.85

Reference value:
2.04
0
2.04
100

1768.28
1768.2885
2.04
2370.35
1768.28

100 [%]
2.55 [bar]2773.94 [BHP]
2069.36 [kW]Scavenging air pressure [bar]scav. air pressure

Engine load
Scav_air_press
BHP
Power

2.70
2.50
2.30
2.10
1.90
1.70
1.50
1500.00 1600.00

1700.00 1800.00 1900.00

2000.00 2100.00

Power [kW]Calculated value:

K Pscav =Pscav2 − Pscav1
Power2 − Power1

K_scav =0.0017

Pscavcorr = Pscavmeas + K Pscav ( Powerref − PowerM _ meas ) + (TEng _ room _ meas − 25) ⋅ 0, 002856 ⋅ Pscav meas

From reference-30.0 %
-15.0 %
-11.3 %
-7.5 %
7.5 %
11.3 %
15.0 %
25.0 %

Scavenging air receiver pressure [bar]Technical Condition
Index (TCI)

Index function
Value Index
1.43
0
1.73
80
1.81
90
1.89
100
2.19
100
2.27
90
2.35
80
2.55
0

120
100
80
60
40
20
0
1.40

1.70

2.00

2.30

2.60

User function

Specification_ME_performance_model_H_Asia_and_Hual_Trader_2006-05-05.xls

Page 14 of 29

M11. PmaxAverage Cyl

Ideal performancen

P max M _ meas =n∑ P max( i ) meas

∑ MEP (i )i =1

MEPM _ meas = i =1nEngine load
Pmax
MEP
MEPmeas

75
129
14.9
13.92

n

100 [%]
140 [bar]
18.0 [bar]16.93 [bar]Average cylinder max pressure [bar]

15.14
15.14

145
140
Pmax

Reference value:131.160131.16
100

85
140
16.1
15.14

meas

135
130
125
120
14.5

15.5

16.5

17.5

18.5

MEP

Calculated value:

K P max =P max 2 − P max 1
MEP2 − MEP1

KPmax =

9.0164

P max M _ corr = P max meas + K P max ( MEPref − MEPM _ meas )+ (Teng _ room − 25) ⋅ 2,198 ⋅10 −3 ⋅ (1 + P max meas )From reference-30.0 %
-7.5 %-6.3 %-5.0 %
2.5 %
3.0 %
3.5 %
15.0 %

Cylinder maximum pressure [bar]Technical Condition
Index (TCI)

Index function
Value Index
91.81
0121.3380
122.9790124.61100
134.44100
135.1090135.7580
150.84
0

120
100
80
60
40
20
0
90.00

100.00110.00120.00130.00140.00150.00User function

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Page 15 of 29

M12. IndexDev FP1
Deviation from reference calculated on basis of fuel pump index absolute condition.
Indicator referance: M8.
Reference value:
0.00
0
0.00
100
Calculated value:n∑ FPI (i)FPI M _ meas = i =1

meas

n

FPI (i ) dev = FPI (i ) meas − FPI M _ meas

From reference-15.0 %
-10.0 %
-7.5 %-5.0 %
5.0 %7.5 %10.0 %
15.0 %

Fuel pump (i) index [-]Technical Condition
Index (TCI)

Index function
Value Index-10.93
0
-7.29
80
-5.46
90
-3.64
100
3.64
100
5.46
90
7.29
80
10.93
0

120
100
80
60
40
20
0
-13.00

-9.00

-5.00

-1.00

3.00

7.00

11.00

User function

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Page 16 of 29

M13. VIT_Average FPs
Deviation from reference calculated on basis of fuel pump average VIT index absolute condition.
Indicator referance: M9.
Reference value:
0.00
0
0.00
100
Calculated value:n∑ VIT (i )VITM _ m eas = i =1

ind _ m easn

VIT(i) dev = VIT(i) ind _ meas − VITM _ meas

From reference-15.0 %
-10.0 %
-7.5 %-5.0 %
5.0 %7.5 %10.0 %
15.0 %

Fuel pump (i) VIT index [-]Technical Condition
Index (TCI)

Index function
Value Index
-0.83
0
-0.55
80
-0.42
90
-0.28
100
0.28
100
0.42
90
0.55
80
0.83
0

120
100
80
60
40
20
0
-1.00

-0.50

0.00

0.50

1.00

User function

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M14. TempExhDev Cyl1
Deviation from reference calculated on basis of exhaust inlet temperature absolute condition.
Indicator referance: M6.
Reference value:
0.00
0
0.00
100
Calculated value:n∑ Texh _ T / C _ inlet

Texh _ T / C _ inletM _ m ea s = i =1nTexh _ T / C _ inletdev = Texh _ T / C _ inletm eas − Texh _ T / C _ inletM _ m eas

From reference-10.0 %
-7.5 %-6.3 %-5.0 %
5.0 %
6.3 %
7.5 %
10.0 %

Cylinder (i) exhaust temperature [°C]

Technical Condition
Index (TCI)

Index function
Value Index-36.450-27.3480-22.7890-18.23
100
18.23
100
22.78
90
27.34
80
36.45
0

120
100
80
60
40
20
0
-40.00-20.00

0.00

20.00

40.00

User function

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M15. PmaxDev Cyl1
Deviation from reference calculated on basis of cylinder maximum pressure absolute condition.
Indicator referance: M11.
Reference value:
0.00
0
0.00
100
Calculated value:n∑ P max(i)P max M _ m ea s = i =1n

From reference-8.0 %-5.0 %-4.0 %-3.0 %
3.0 %
4.0 %
5.0 %
8.0 %

Cylinder (i) maximum pressure [bar]Technical Condition
Index (TCI)

Index function
Value Index-10.49
0
-6.56
80
-5.25
90
-3.93
100
3.93
100
5.25
90
6.56
80
10.49
0

P max dev = P max( i ) m eas − P max M _ m eas

m ea s

120
100
80
60
40
20
0
-12.00

-8.00

-4.00

0.00

4.00

8.00

12.00

User function

M16. MEP_Dev Cyl1
Deviation from reference calculated on basis of MEP_ref.
Reference value:
0.00
100
0.00
0
Calculated value:n∑ MEP(i )MEPM _ m ea s = i =1m ea sn

MEPdev = MEP(i) m eas − MEPM _ m eas

From reference-10.0 %
-5.0 %-4.0 %-3.0 %
3.0 %
4.0 %
5.0 %
10.0 %

Cylinder (i) mean effective pressure [bar]Technical Condition
Index (TCI)

Index function
Value Index
-1.51
0
-0.76
80
-0.61
90
-0.45
100
0.45
100
0.61
90
0.76
80
1.51
0

120
100
80
60
40
20
0
-1.60

-1.10

-0.60

-0.10

0.40

0.90

1.40

User function

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M17. Pdrop Filter TC1
Scavenging air pressure from "Introduction for 46 - 98 MC type engines operation" Edition 40E page 196.
Model performance
1
2.00
27.0

Scav_air_pressmeas
Air_filter∆p(i)23.00 [bar]43.0 [mmWc]

Calculated model value:

Kscav_air_press =16.00∆ p 2 − ∆ p1
K scav _ air _ press =Pscav 2 − Pscav1
Air filter pressure drop are not given in "Report of Sea Trial".
Estimated from "Hual Asia Engine performance data sheet"from 0501 dated 2004-11-21, lowest value at T/C pressure drop.
Scav_air_press0 from "Hual Asia Engine Performance data sheet" from 0501.

Ideal performance
0501
12.0
1.95

Air_filter∆p0
Scav_air_press0

ref12.66 [mmWc]
2.04 [bar]

2.04
2.04

Air filter pressure drop

Air filter pressure drop [mmWC]

Reference value:
12.66
0
12.66
100

12.8
12.6
12.4
12.2
12.0
11.8
1.94

1.96

1.98

2

2.02

2.04

Scavenge air pressure [bar]Calculated value:

K Pscav _ calibrated = K Pscav ⋅∆p0 ⋅ Pscav1∆p1 ⋅ Pscav0

KPscav_cailbrated =7.2934∆ p filter _ corr = ∆ p filter _ meas + K Pscav _ calibrated ( Pscavref − Pscavmeas )From reference-40.0 %
-20.0 %
-15.0 %
-10.0 %
20.0 %
30.0 %
40.0 %
80.0 %

Turbocharger (i) air filter pressure drop [mmWc]

Technical Condition
Index (TCI)

Index function
Value Index
7.59
0
10.13
80
10.76
90
11.39
100
15.19
100
16.45
90
17.72
80
22.78
0

120
100
80
60
40
20
0
6.00

11.00

16.00

21.00

User function

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M18. TdropExh TC1
Ideal performance
75
350
231
119
13.92

Reference value:131.560131.56
100

15.14
15.14

85
365
233
132
15.14

100 [%]
386 [˚C]
236 [˚C]
150 [˚C]
16.93 [bar]n∑ MEP (i )MEPM _ meas = i =1

meas

n

Exhaust temperature drop [°C]
Exhaust temperaturedrop

Engine load
Texh_T/C_inlet
Texh_T/C_outlet∆T T/C_exh (∆Ti)
MEPmeas

160
150
140
130
120
110
100
13.50

14.50

15.50

16.50

17.50

MEP

Calculated value:

K ∆T _ T / C _ exh =∆T2 − ∆T1
MEP2 − MEP1

K ∆T_T/C_exh =10.2990∆ T _ T / C _ exhcorr = ∆ T _ T / C _ exhmeas + K ∆ T _ T / C _ exh (MEPref − MEPM _ meas )From reference-25.0 %
-15.0 %
-12.5 %
-10.0 %
5.0 %
6.3 %
7.5 %
25.0 %

Turbocharger (i) exhaust temperature drop [°C]

Technical Condition
Index (TCI)

Index function
Value Index
98.67
0111.8380
115.1290
118.41
100
138.14100
139.7990141.4380
164.46
0

120
100
80
60
40
20
0
95.00

115.00135.00155.00User function

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M19. Rot_freq. TC1

75
11133
1.7

Reference value:
11720.00
011720.00
100

2.04
2.04

85
11720
2.04

100 [%]
12600 [rpm]2.55 [bar]Turbocharger rotational frequency [rpm]Rotational frequency

Ideal performance
Engine load
T/C_RPMmeas
Scav_air_press

12800
12500
12200
11900
11600
11300
11000
1.6

1.8

2

2.2

2.4

2.6

Scavenge air pressure

Calculated value:

K T / C _ RPM =T / C _ RPM 2 − T / C _ RPM 1
Pscav 2 − Pscav1

KT/C_RPM =1725.88

T / C _ RPM corr = T / C _ RPM meas + K T / C _ RPM ( Pscavref − Pscavmeas )From reference-15.0 %
-5.0 %-3.8 %-2.5 %
2.5 %
3.8 %
5.0 %
20.0 %

Turbocharger (i) rotational frequency [rpm]Technical Condition
Index (TCI)

Index function
Value Index
9962.00
011134.00
8011280.50
90
11427.00
100
12013.00
100
12159.50
9012306.00
8014064.00
0

120
100
80
60
40
20
0
10000.00

11000.00

12000.00

13000.00

14000.00

User function

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M20. Index FP1
Ideal performanceSpec. fuel grav. 15˚C Spec_ grav_ 15˚CST
0.966 [kg/l]
966 [kg/m³]

LCHV
9690 [kcal/kg]

LCHVST
40570.09 [kJ/kg]n∑ FPI (i )FPI M _ meas = i =1

meas

n
0
-8.8330Reference value:
72.86
0
72.86
100

15.14
15.14

75
66.86
13.92

85
72.86
15.14

100 [%]
81.86 [-]
16.93 [bar]Fuel pump (i) index [-]85.00
Fuel pump index

Engine load
FPImeas
MEP(i)meas

80.00
75.00
70.00
65.00
13

14

15

16

17

18

MEP

Calculated reference:

K FPI =FPI 2 − FPI1
MEP2 − MEP1

KFuel_pump_index=

5.3958⎛ Spec _ grav _15°Cmeas ⋅ LCHVmeas ⎞FPI (i )corr = FPI (i )meas + K FPI ⋅ ( MEPref − MEPmeas ) ⋅ ⎜⎟⎝ Spec _ grav _15°CST ⋅ LCHVST ⎠()

From reference-15.0 %
-5.0 %-2.5 %
0.0 %10.0 %
12.5 %
15.0 %
25.0 %

Fuel pump (i) index [-]Technical Condition
Index (TCI)

Index function
Value Index
61.93
0
69.22
80
71.04
90
72.86
100
80.15
100
81.97
90
83.79
80
91.08
0

120
100
80
60
40
20
0
60.00

65.00

70.00

75.00

80.00

85.00

90.00

95.00

User function

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M21. Pdrop ScavCool1

75
150
1.70

Reference value:
164.000
164.00
100

2.04
2.04

85
164
2.04

100 [%]
185 [mmWc]
2.55 [bar]Scavenging air cooler pressure drop [mmWc]

pressure drop

Ideal performance
Engine load
Scav_cool∆pmeas
Scav_air_press

185
175
165
155
145
1.60

1.80

2.00

2.20

2.40

2.60

scavenging air pressure

Calculatd value:

K cooler ∆p =∆ p 2 − ∆ p1
Pscav2 − Pscav1

Kcool∆p =41.1765∆ pcool _ corr = ∆ pcool _ meas + K ∆pcool _ calibrated ( Pscavref − Pscavmeas )From reference-75.0 %
-20.0 %
-10.0 %
0.0 %
20.0 %
30.0 %
40.0 %
70.0 %

Scavenging air cooler (i) pressure drop [mmWc]

Technical Condition
Index (TCI)

Index function
Value Index
41.00
0131.2080147.6090
164.00100
196.80100
213.2090229.6080278.80
0

120
100
80
60
40
20
0
40.00

90.00

140.00190.00240.00290.00User function

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M22. Pcomp Cyl 1
Ideal performance
Engine load
Cyl(i)_comp_press
MEPmeas

75
95.0
13.92

reference value:
106.000
106.00
100

15.14
15.14

n

85
106.0
15.14

∑ MEP (i )100 [%]
125.0 [bar]16.93 [bar]MEPM _ meas = i =1

meas

n

Cylinder compression
pressure (MEP) [bar]Cylinder compression pressure (MEP) [bar]126.00120.00114.00108.00102.00
96.00
90.00
13

14

15

16

17

18

MEP

Calculated value:

K Pcomp =Pcomp 2 − Pcomp1
MEP2 − MEP1

Kcyl_comp_press_(MEP)

9.9668

Pcomp (i )corr = Pcomp (i ) meas + K Pcomp ⋅ ( MEPref − MEPM _ meas )+ ( Teng _ room − 25 ) ⋅ 2.954 ⋅10 −3 ⋅ (1 + Pcomp (i ) meas )From reference-15.0 %
-7.5 %-6.3 %-5.0 %
5.0 %
6.3 %
7.5 %
30.0 %

Cylinder (i) compression pressure (MEP) [bar]Technical Condition
Index (TCI)

Index function
Value Index
90.10
0
98.05
80
99.38
90
100.70100111.30100112.6390
113.9580
137.80
0

120
100
80
60
40
20
0
88.00

98.00

108.00118.00128.00138.00User function

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Page 25 of 29

M23. TempExh Cyl1

75322.832097.66
1564.85

Reference value:
325.730325.73100

1768.28
1768.2885325.702370.35
1768.28

100 [%]
330.00 [°C]2773.94 [BHP]
2069.36 [kW]Exhaust gas temperature after cylinder [°C]
Exhaust gas temperature

Ideal performance
Engine load
Exh temp after cyl
BHP
Power

335.00332.00329.00326.00323.00320.001500.00

1650.00

1800.00

1950.00

2100.00

Power [kW]Calculated value:

K _ exh _ temp =T _ exh _ outlet 2 − T _ exh _ outlet1
Power2 − Power1

K_exh_temp(

0.0143Texh _ corr = Texh _ meas + K exh _ temp ⋅ ( Powerref − Powermeas ) + (Teng _ room − 25 ) ⋅ − 2.466 ⋅ 10 −3 ⋅ ( 273 + Texh _ meas )((+ (Tcool _ water − 25 ) ⋅ −0.59 ⋅10 −3 ⋅ ( 273 + Texh _ meas )Index function
Value Index
276.9
0
301.3
80
305.4
90
309.4
100
350.2
100
358.3
90
366.5
80
390.9
0

From reference-15.0 %
-7.5 %-6.3 %-5.0 %
7.5 %
10.0 %
12.5 %
20.0 %)))

Exhaust gas temperature after cylinder [°C]

Technical Condition
Index (TCI)

(

)

120
100
80
60
40
20
0
270.0

290.0

310.0

330.0

350.0

370.0

390.0

User function

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Page 26 of 29

Index-tree
Specific fuel oil consumption (SFOC)
Specific fuel oil consumption (SFOC)
Specific fuel oil consumption (SFOC)
Specific fuel oil consumption (SFOC)
Exhaust inlet temperature
Exhaust inlet temperature
Exhaust inlet temperature
Exhaust temperature drop
Exhaust temperature drop
Exhaust temperature drop
Exhaust temperature drop
Average VIT index
Average VIT index
Average VIT index
Average VIT index
Average Fuel pump index
Average Fuel pump index
Average Fuel pump index
Average Fuel pump index
Scavenging air pressure
Scavenging air pressure
Scavenging air pressure
Scavenging air pressure
Average Cylinder max pressure
Average Cylinder max pressure
Average Cylinder max pressure
VIT index balance
VIT index balance
VIT index balance
Fuel pump index balance
Fuel pump index balance
Fuel pump index balance
Exhaust temperature balance
Exhaust temperature balance
Cylinder max pressure balance
Cylinder max pressure balance
Cylinder max pressure balance
Mean effective pressure balance
Mean effective pressure balance
Mean effective pressure balance
Air filter pressure drop
Air filter pressure drop
Air filter pressure drop
Exhaust temperature drop
Exhaust temperature drop
Exhaust temperature drop
Exhaust temperature drop
Rotational frequency
Rotational frequency
Rotational frequency
Rotational frequency

2006-03-21
2006-01-03
2006-01-18
2006-02-23
2006-03-21
2006-01-18
2006-02-23
2006-03-21
2006-01-03
2006-01-18
2006-02-23
2006-03-21
2006-01-03
2006-01-18
2006-02-23
2006-03-21
2006-01-03
2006-01-18
2006-02-23
2006-03-21
2006-01-03
2006-01-18
2006-02-23
2006-03-21
2006-01-03
2006-01-18
2006-03-21
2006-01-03
2006-01-18
2006-03-21
2006-01-03
2006-01-18
2006-03-21
2006-01-18
2006-03-21
2006-01-03
2006-01-18
2006-03-21
2006-01-03
2006-01-18
2006-03-21
2006-01-03
2006-01-18
2006-03-21
2006-01-03
2006-01-18
2006-02-23
2006-03-21
2006-01-03
2006-01-18
2006-02-23
2006-03-21

Index tree changed
Operational reference load changed to 80 % for easy comparence to other ships.
Operational reference load changed to 85 %, Limits set by absolute deviation removed.
Acceptable limits for lowest value changed to include possible variations
Layout changed
New indicator added to the specification.
Acceptable limits for lowest value changed to include possible variations
Layout changed
Operational reference load changed to 80 %.
Operational reference load changed to 85 %, Limits set by absolute deviation removed.
Acceptable limits for lowest value changed to include possible variations
Layout changed
Operational reference load changed. Limits set by percentage deviation changed.
Operational reference load changed to 85 %, Limits set by absolute deviation removed.
Acceptable limits for lowest value changed to include possible variations
Layout changed
Operational reference load changed to 80 %.
Operational reference load changed to 85 %, Limits set by absolute deviation removed.
Acceptable limits for lowest value changed to include possible variations
Layout changed
Operational reference load changed to 80 %.
Operational reference load changed to 85 %, Limits set by absolute deviation removed.
Acceptable limits for lowest value changed to include possible variations
Layout changed
Operational reference load changed. Limits set by percentage deviation changed.
Operational reference load changed to 85 %, Limits set by absolute deviation removed.
Layout changed
Limits changed. Now set by percentage deviation of reference load.
Operational reference load changed to 85 %, Limits set by absolute deviation removed.
Layout changed
Limits changed. Now set by percentage deviation of reference load.
Operational reference load changed to 85 %, Limits set by absolute deviation removed.
Layout changed
Limits changed. Now set by percentage deviation of reference load.
Layout changed
Limits changed. Now set by percentage deviation of reference load.
Operational reference load changed to 85 %, Limits set by absolute deviation removed.
Layout changed
Limits changed. Now set by percentage deviation of reference load.
Operational reference load changed to 85 %, Limits set by absolute deviation removed.
Layout changed
Operational reference load changed. Limits set by percentage deviation changed.
Operational reference load changed to 85 %, Limits set by absolute deviation removed.
Layout changed
Operational reference load changed to 80 %.
Operational reference load changed to 85 %, Limits set by absolute deviation removed.
Acceptable limits for lowest value changed to include possible variations
Layout changed
Operational reference load changed. Measured values changed.
Operational reference load changed to 85 %, Limits set by absolute deviation removed.
Acceptable limits for lowest value changed to include possible variations
Layout changed

Air filter pressure drop relative condition
Air filter pressure drop relative condition
Air filter pressure drop relative condition
Exhaust inlet temperature relative condition
Exhaust inlet temperature relative condition
Exhaust inlet temperature relative condition
Rotational frequency relative codition
Rotational frequency relative codition
Rotational frequency relative codition
Rotational frequency relative codition
Fuel pump index deviation
Fuel pump index deviation
Fuel pump index deviation
Fuel pump index
Fuel pump index
Scavenging air cooler (i) pressure drop
Scavenging air cooler (i) pressure drop
Scavenging air cooler (i) pressure drop
Scavenging air cooler (i) pressure drop
Scav air cooler pressure drop relative condition
Scav air cooler pressure drop relative condition
Scav air cooler pressure drop relative condition
Compression pressure (MEP)
Compression pressure (MEP)
Compression pressure (MEP)
Compression pressure (MEP)
Compression pressure (Scav)
Compression pressure (Scav)
Compression pressure (Scav)
Compression pressure (Scav)
Compression pressure deviation
Compression pressure deviation
Compression pressure deviation
Compression pressure deviation
Exhaust outlet temperature
Exhaust outlet temperature
Exhaust outlet temperature

2006-01-03
2006-01-18
2006-03-21
2006-01-18
2006-01-18
2006-03-21
2006-01-03
2006-01-18
2006-02-23
2006-03-21
2006-01-03
2006-01-18
2006-02-23
2006-02-23
2006-03-21
2006-01-03
2006-01-18
2006-02-23
2006-03-21
2006-01-03
2006-01-18
2006-03-21
2006-01-03
2006-01-18
2006-02-23
2006-03-21
2006-01-03
2006-01-18
2006-02-23
2006-03-21
2006-01-03
2006-01-18
2006-02-23
2006-03-21
2006-01-18
2006-02-23
2006-03-21

Limits changed. Now set by percentage deviation of reference load.
Operational reference load changed to 85 %, Limits set by absolute deviation removed.
Indicator removed from specification
Limits changed. Now set by percentage deviation of reference load.
Limits changed. Now set by percentage deviation of reference load.
Indicator removed from specification
Limits changed. Now set by percentage deviation of reference load.
Operational reference load changed to 85 %, Limits set by absolute deviation removed.
Acceptable limits for lowest value changed to include possible variations
Indicator removed from specification
Limits changed. Now set by percentage deviation of reference load.
Operational reference load changed to 85 %, Limits set by absolute deviation removed.
Acceptable limits for lowest value changed to include possible variations
FPI changed from deviation to absolute value
Layout changed
Operational reference load changed to 80 %.
Operational reference load changed to 85 %, Limits set by absolute deviation removed.
Acceptable limits for lowest value changed to include possible variations
Layout changed
Limits changed. Now set by percentage deviation of reference load.
Operational reference load changed to 85 %, Limits set by absolute deviation removed.
Indicator removed from specification
Operational reference load changed. Limits set by percentage deviation changed.
Operational reference load changed to 85 %, Limits set by absolute deviation removed.
Acceptable limits for lowest value changed to include possible variations
Layout changed
Operational reference load changed. Limits set by percentage deviation changed.
Operational reference load changed to 85 %, Limits set by absolute deviation removed.
Acceptable limits for lowest value changed to include possible variations
Indicator removed from specification
Limits changed. Now set by percentage deviation of reference load.
Operational reference load changed to 85 %, Limits set by absolute deviation removed.
Acceptable limits for lowest value changed to include possible variations
Indicator removed from specification
New indicator added to the specification.
Acceptable limits for lowest value changed to include possible variations
Layout changed

Variable in u.f.

TOCC tag name

Höegh tag name

SFOC
FOCmeasL.Hoegh_Asia_Engine specific fuel oil consumption
L.Hoegh_Asia_Engine fuel oil consumption

FO_KG_HR

SHP[kW] meas

L.Hoegh_Asia_Shaft torsion meter power indicator

SHP

LCHVmeas

L.Hoegh_Asia_Engine fuel heat value

FO_HEAT_VAL

T_eng_roommeas

L.Hoegh_Asia_Ship engine room temperature

AIR_TEMP_ENG_R

T_scavmeas

REC_TEMP

Texh_T/C_inletmeas

L.Hoegh_Asia_Scavenging air receiver 1 temperature
L.Hoegh_Asia_Turbocharger 1 exhaust gas inlet temperature

Texh_T/C_inletmeas

L.Hoegh_Asia_Turbocharger 2 exhaust gas inlet temperature

EXH_TEMP2

Texh_T/C_outletmeas

L.Hoegh_Asia_Turbocharger 1 exhaust gas outlet temperature

OUTLET1

Texh_T/C_outletmeas

L.Hoegh_Asia_Turbocharger 2 exhaust gas outlet temperature

OUTLET2

MIP(i)meas

L.Hoegh_Asia_Cylinder 1 mean indicated pressure

CYLINDER_PMI1

MIP(i)meas

L.Hoegh_Asia_Cylinder 2 mean indicated pressure

CYLINDER_PMI2

MIP(i)meas

L.Hoegh_Asia_Cylinder 3 mean indicated pressure

CYLINDER_PMI3

MIP(i)meas

L.Hoegh_Asia_Cylinder 4 mean indicated pressure

CYLINDER_PMI4

MIP(i)meas

L.Hoegh_Asia_Cylinder 5 mean indicated pressure

CYLINDER_PMI5

MIP(i)meas

L.Hoegh_Asia_Cylinder 6 mean indicated pressure

CYLINDER_PMI6

MIP(i)meas

L.Hoegh_Asia_Cylinder 7 mean indicated pressure

CYLINDER_PMI7

VIT(i)ind_meas

L.Hoegh_Asia_Cylinder 1 fuel pump VIT index

CYLINDER_VIT1

VIT(i)ind_meas

L.Hoegh_Asia_Cylinder 2 fuel pump VIT index

CYLINDER_VIT2

VIT(i)ind_meas

L.Hoegh_Asia_Cylinder 3 fuel pump VIT index

CYLINDER_VIT3

VIT(i)ind_meas

L.Hoegh_Asia_Cylinder 4 fuel pump VIT index

CYLINDER_VIT4

VIT(i)ind_meas

L.Hoegh_Asia_Cylinder 5 fuel pump VIT index

CYLINDER_VIT5

VIT(i)ind_meas

L.Hoegh_Asia_Cylinder 6 fuel pump VIT index

CYLINDER_VIT6

VIT(i)ind_meas

L.Hoegh_Asia_Cylinder 7 fuel pump VIT index

CYLINDER_VIT7

Fuel_pump_index(i)meas

L.Hoegh_Asia_Cylinder 1 fuel pump index

CYLINDER_FUEL1

Fuel_pump_index(i)meas

L.Hoegh_Asia_Cylinder 2 fuel pump index

CYLINDER_FUEL2

Fuel_pump_index(i)meas

L.Hoegh_Asia_Cylinder 3 fuel pump index

CYLINDER_FUEL3

Fuel_pump_index(i)meas

L.Hoegh_Asia_Cylinder 4 fuel pump index

CYLINDER_FUEL4

Fuel_pump_index(i)meas

L.Hoegh_Asia_Cylinder 5 fuel pump index

CYLINDER_FUEL5

Fuel_pump_index(i)meas

L.Hoegh_Asia_Cylinder 6 fuel pump index

CYLINDER_FUEL6

Fuel_pump_index(i)meas

L.Hoegh_Asia_Cylinder 7 fuel pump index

CYLINDER_FUEL7

Spec_grav_15°Cmeas

L.Hoegh_Asia_Engine fuel specific gravity at 15oC

FUEL_DENSITY

Scav_air_pressmeas

L.Hoegh_Asia_Scavenging air receiver 1 pressure

REC_PRESS_BAR

Pmax(i)_meas

L.Hoegh_Asia_Cylinder 1 maximum pressure

CYLINDER_PMAX1

Pmax(i)_meas

L.Hoegh_Asia_Cylinder 2 maximum pressure

CYLINDER_PMAX2

Pmax(i)_meas

L.Hoegh_Asia_Cylinder 3 maximum pressure

CYLINDER_PMAX3

Pmax(i)_meas

L.Hoegh_Asia_Cylinder 4 maximum pressure

CYLINDER_PMAX4

Pmax(i)_meas

L.Hoegh_Asia_Cylinder 5 maximum pressure

CYLINDER_PMAX5

Pmax(i)_meas

L.Hoegh_Asia_Cylinder 6 maximum pressure

CYLINDER_PMAX6

Pmax(i)_meas

L.Hoegh_Asia_Cylinder 7 maximum pressure

CYLINDER_PMAX7

Air_filter∆pmeas

L.Hoegh_Asia_Turbocharger 1 air filter pressure drop

TC_DP1

Air_filter∆pmeas

L.Hoegh_Asia_Turbocharger 2 air filter pressure drop

TC_DP2

T/C_RPMmeas

L.Hoegh_Asia_Turbocharger 1 rotational frequency

TC1

T/C_RPMmeas

L.Hoegh_Asia_Turbocharger 2 rotational frequency

TC2

Scav_cool∆pmeas

L.Hoegh_Asia_Scavenging air cooler 1 air pressure drop

COOLER_DP1

Scav_cool∆pmeas

L.Hoegh_Asia_Scavenging air cooler 2 air pressure drop

COOLER_DP2

Cyl(i)_comp_pressmeas

L.Hoegh_Asia_Cylinder 1 compression pressure

CYLINDER_PCOMP1

Cyl(i)_comp_pressmeas

L.Hoegh_Asia_Cylinder 2 compression pressure

CYLINDER_PCOMP2

Cyl(i)_comp_pressmeas

L.Hoegh_Asia_Cylinder 3 compression pressure

CYLINDER_PCOMP3

Cyl(i)_comp_pressmeas

L.Hoegh_Asia_Cylinder 4 compression pressure

CYLINDER_PCOMP4

Cyl(i)_comp_pressmeas

L.Hoegh_Asia_Cylinder 5 compression pressure

CYLINDER_PCOMP5

Cyl(i)_comp_pressmeas

L.Hoegh_Asia_Cylinder 6 compression pressure

CYLINDER_PCOMP6

Cyl(i)_comp_pressmeas

L.Hoegh_Asia_Cylinder 7 compression pressure

CYLINDER_PCOMP7

EXH_TEMP1ARKTRANS
System Framework Architecture forMultimodal Freight and Passenger
Transport
Hans Westerheim
hans.westerheim@sintef.noInformation and Communication Technology

ARKTRANS Background Need for harmonisation
 Between transport modes (road, railway, sea, air) Between freight and passenger transport The same information is requested by authorities, service
users, service providers, transport users, etc.
 Information is registered manually many times
 Faulty and insufficient information, e.g for dangerous cargo Multimodal transport chains are not managed properly Lack of status information, estimated time of arrival, etc.

 Lack of information, or available information is not utilised
when transport is planned and carried out.
 Dynamic information (e.g. traffic conditions, meteorological conditions) Route and traffic information across transport modes Available capacity across transport modes
Information and Communication Technology

The ARKTRANS project Phase1: September 2000 – September 2001
 Phase 2 Æ: January 2002 – December 2004
 Participants
 The Norwegian Public Road Administration (contractor)
 The Norwegian Coast Administration
 The Norwegian Civil Aviation Administration
 The Norwegian National Rail Administration
 The Norwegian State Railways
 Telenor R&D
 Ergo Solution
 Transportbedriftenes Landsforening (TL) – Federation of NorwegianTransport Companies
 The SINTEF Group (technical manager/project leader) User reference groups
 ARKTRANS is now managed by ITS Norway

Information and Communication Technology

The Transport Domain
Transport
Network

Terminal• Authorities•Authorities•Service providers•Traffic control centerTransport• Terminal operator
User /
Logistics Provider • Intermodality• Synchronisation

Fleet Operator

Transport
Means / Crew
Information and Communication Technology

ARKTRANSWhat we want to achieve
 Establish a common view on the transport domain
 Transport domain organisation and structure Multimodal terminology for roles (representing the actors involved)
 Multimodal terminology for services and functionality
 Specifications of roles, services and functionality

 Interoperable ICT solutions
 Defined functionality
 Can interact with other actors and other systems
 ”Standardised” information exchange Better basis for specification of ICT solutions
 ARKTRANS shall be a template Requirements and solutions can be based on ARKTRANS
 Solutions can be evaluated towards ARKTRANS

Information and Communication Technology

ARKTRANS - Content

Overallconceptual
aspects
Logicalaspects
Technical
aspects

Reference
model

Roles

Functional Information
view
view

Physicalrealisation

Why?
The overall structure

Behaviour
view

What?

Communication

Information and Communication Technology

How?

The ARKTRANS Reference Model
Transport Network
Management
Service Administration

Transport Demand

Transport Network Utilisation
Management

Transort Service Management

Transport Network InfrastructureManagement
Regulation Enforcement

On-board Support and Control

Information and Communication Technology

Terminal Management

Emergency Management

Roles – Some examples
Multimodal terms
Superior
Detailed
roles
roles
Transport
Transport
Network
CorridorTransport
Means
Terminal
Crew

Transport
Item

Road

Modal terms
Sea
Rail

Air

Road

Fairway

Railroad

Corridor

Vessel,bark, etc.
Terminal

Train

Aircraft,helicopter
AirportCaptainCar,buss, etc.
Stop,stationDriverDriverDriverHelmsman

Captain

StationEnginedriverEnginedriver

Captain
Pilot

Traveller
Cargo Referring to stakeholders and systems that may interact with ITS
 Common multimodal terminology – simplifies the architecture specification
 Mapping between multimodal and modal terms
Information and Communication Technology

Functional view:
Decomposition, scenarios, interactions

 Functional decomposition of the reference model sub-domains
 Scenarios showing how the functionality can be used
 Based on needs of different roles
 Verifies the functionality
 Identifies required interactions – interoperability
Information and Communication Technology

Behavior view - Scenarios











Terminal Scenarier
Strategic and Tactical Planning
Operational PlanningOperational Inbound PlanningOperational Transhipment PlanningOperational Outbound Planning
Terminal Operation Management
Terminal Operation Monitoring
Inbound Control
Transhipment and Storage
Outbound Control

Incident and Deviation Management










Transport Preparation
Chain Management

Transporter/Fleet Manager ScenariosTransport Network Management ScenarierTransport User Scenarier

Strategic and Tactical Planning
Operational Planning
Transport Operation Management
Start-up and administration
Transport Operation Monitoring
Schedule Management

Deviation Management

Incident Management
Exceptional Transport NeedManagement

TIC/TCC/Traffic and transport plannerStrategic and Tactical PlanningTransport Operation PlanningOn-board Scenarier
Traffic MonitoringDriving supportTraffic Control

Navigation supportIncident Handling
Automated operations
Service providerTransport operation
Travel Information Provider….
Transport Network ManagerStrategic and Tactical Planning The scenarios are important for the identification…..

and harmonisation of the information flow

Information and Communication Technology

Scenarios UML swim lanes
 Show the use of functionality
 Verify functionality

Transport User

Transporter or Fleet Manager

Actual Transport Preferences Definition

Strategic and tacticalplanning

Terminal actor
Service
ProviderYield Management

Transport Item Definition
Route plan
Actual route plan

Transport Chain Definition

Transport Service Marketing/ Chain or service not OK
Service information

Transport Service Selection

Service Marketing/ OK chain and services

Transport Plan Establishment

 Identify interactions/ Negative
confirmation
re-do planning

Transport Information Exchange Definition

No Show Managment showsthat space is available.
Check and accept
Transport Items on
waiting list

Exception Notification Definition/ Negative confirmation
Transport Order
Administration/ Amendment required

Firm transport booking
Preliminary transport booking
Transport booking cancellation
Transport plan

Transport Request Management

Transport booking confirmation
Space and Resource Allocation/ Positive firm booking confirmations

Transport Plan Completition

TicketTransport plan

Order Information Administration/ No amendment
Passenger Information Mangement/ No amendment/ Amendment

Load Information Management
Transport Order Amendment Appraisal

Transport plan amendmentssuggested by the Transporter(due to deviations) are notaccepted by the Transport User.

Information and Communication Technology

Information focus:
Information models and messages
Ice_condition

ice thickness

Visibility

Method_used

Horizontal visibility

ice type

Location

EquipmentID

Visibility integration time

Water_level_zone

Location code

Equipment typeIce condition integration time

Created date

Location name

Link to description

Expired date

Accuracy

Range

MethodDelay
OffsetSeaCurrent

Description
Current direction
Current speed

Fairway_object

Current depth
Average from
Average toCurrent integration time

Tide_gauge
Metocean_condition
Timestamp

Meteorological_statement

Valid from

Name

Timestamp

Statement text

Gauge status

Calc timestamp

Statement type

Description

Wave

Water_level

Wave mean direction
Wave peak direction

Total water level

Swell direction

Tidal water levelWindsea direction

Surge

Direction convention
Significant wave height

Max wave heightWind

Swell heightAir_condition

Wind direction

Wind speed
Gust direction
Gust velocity
Wind height

Air temperature

Salinity

Humidity
Air pressure
Pressure tendencyWind integration time

Air temp integration time

Gust integration time

Humidity integration time

MessageDepth Conceptual information models
defines common information
 Messages are composed bymeans of information elementsfrom the information models
 Message specifications are
generated from the models
 Interactions are message
exchange sequences

Information and Communication Technology

The use of ARKTRANS ARKTRANS has been used in several research anddevelopment projects as an architectural basis
 MarNIS MultiRIT VIKING Ferry Data Pool

 ARKTRANS may be used to set the context for the
information flow realised by e.g. XML
www.arktrans.no

Information and Communication Technology