Mette Møland, portfolio - single-pages

We have multi-layered Service Provision System in place becausecomprehensive back-up scheme for our customers in time

of equipment failure is essential for ensuring safety and

ef f ic iency at sea. We have set in p lace the ser v ice

f r a m e w o r k by which a l l the ser v ice works can be

systematically carried out so that we could minimize the

halt in operation even in time of unexpected misfortune.

At the end of the day, it is our vested interest, for it is our

mission to seek customer satisfaction. It matters to us all.

FURUNO ELECTRIC CO., LTD.www.furuno.com

It matters to us

FMD-3300 (23.1" LCD)FMD-3200 (19" LCD)

Fast, intuitive route planning and navigation monitoring

FURUNO provides thoroughgoing ECDIS training:

FURUNO's ECDIS training programs consist of:

Generic ECDIS training in accordance with IMO ECDIS Model Course 1.27. Presently, the generic ECDIS training is only available at INSTC Denmark.

FURUNO type specific ECDIS training, available at INSTC Denmark, INSTC Singapore and through the NavSkills network of training centers:

FURUNO Deutschland (Germany), GMC Maritime Training Center (Greece), Thesi Srl. (Italy), ECDIS Ltd. (UK), Ocean Training Center (Turkey), Odessa Maritime Training Center (Ukraine), RHME/Imtech Marine (UAE), A.S. Moloobhoy & Sons (India), FURUNO Shanghai (China), New Alliance Marine Training Center (China), COMPASS Training Center (Philippines), VERITAS Maritime Training Center (Philippines) and PIVOT Maritime Intl. (Australia)

Please contact INSTC Denmark at: [email protected] for further details

Multifunction display capability, featuring ECDIS, Conning, Radar/Chart Radar and Alert Management

Instant chart redraw delivered by FURUNO's advanced chart drawing engine

Task based operation making the ECDIS operation simple and intuitive

Fast, precise route planning, monitoring and navigation data management

FURUNO ELECTRIC CO., LTD.9-52 Ashihara-cho, Nishinomiya, 662-8580, Japan

Phone: +81 (0) 798 65-2111 • fax: +81 (0) 798 65-4200, 66-4622

www.furuno.com

Multifunction display capability incorporated to deliver ECDIS, Radar, Conning display and Alert Management System from any of the workstations within the network

Straightforward, task-based operation scheme common to all the MFD operation modes

Track Control System permits automatic steering along the set route

Durable network con�guration based upon redundant, duplicated subsystems

FURUNO VOYAGER, the next-generation bridge system

9-52 Ashihara-cho, Nishinomiya, 662-8580, JapanPhone: +81 (0)798 65-2111 Fax: +81 (0)798 65-4200, 66-4622

www.furuno.com

FURUNO ELECTRIC CO., LTD.

We strive to supply Safety Through Education because

well-educated navigators with in-depth knowledge

about the equipment onboard is an indispensable

factor to ensure safety at sea. We have arranged

va r ious t ra in ing courses tha t comb ine bo th

theoretical and practical trainings on navigation and

communication equipment.

At the end of the day, it is our vested interest, for

we would like to contribute to the global maritime

safety. It matters to us all.

FURUNO ELECTRIC CO., LTD.www.furuno.com

It matters to us

Course Catalogue2016

2

FURUNO offers training for professional navigators at one of our two INS Training Centres: FURUNO INS Training Center in Copenhagen (INSTC™ Denmark) and FURUNO INS Training Center in Singapore (INSTC™ Singapore).

INSTC™ Denmark

At INSTC™ Denmark we offer our full range of training courses, which are generic, familiarization or customised to focus on the competence of the participating navigators. For further details on the contents of the individual courses, kindly refer to the course description herein.

All training courses are conducted on a full mission navigation simulator, Class S, giving the trainees an opportunity to operate the system in all thinkable simulated situations. This gives the trainees the opportunity to gain operator experience under various circumstances within a safe environment.

INSTC™ Denmark is situated in Hvidovre, about 20 minutes drive outside Copenhagen city centre and Copenhagen International Airport.

INSTC™ Singapore

At INSTC™ Singapore we offer ECDIS familiarisation training for the FURUNO ECDIS models FEA-2107/2807 and FMD-3200/3300. The training is designed for active navigators who have already received generic ECDIS training in accordance with IMO Model Course 1.27 (2012 edition) or similar. For further details on the contents of this course, kindly refer to the detailed course descriptions herein.

All training courses are conducted on dedicated ECDIS simulators, giving the trainees an opportunity to experience the two FURUNO ECDIS models under various conditions.

INSTC™ Singapore is situated in the district of Loyang, only a few minutes drive from Changi International Airport.

Welcome to FURUNO INS Training Center

3

Training courses for seafarers IMO Model Course 1.27 (2012 edition), ECDIS model FEA-2107/2807, certified by DNV-GL and approved by Danish Maritime Authority ...................................... 4

IMO Model Course 1.27 (2012 edition), ECDIS model FMD-3200/3300certified by DNV-GL and approved Danish Maritime Authority ........................................... 5

IMO Model Course 1.32, IBS/INS, certified by DNV-GL .................................................... 6

ECDIS, FEA-2107/2807 familiarisation course, approved by ClassNK ............................... 7

ECDIS, FMD-3200/3300 familiarisation course, approved by ClassNK .............................. 8

INS/IBS & Track Control System training ............................................................................ 9

Training courses for shore staff

Shorebased staff ECDIS introduction course .................................................................... 10

Practical information ............................................................................................11

Table of contents

4

CERTIFIED BY

MARITIME

Certificate no.:407/120402

Certificate no.:2013-01

Target group: Active navigators, who operate ECDIS today or are planning to operate ECDIS in the future (STCW requires that all masters and officers in charge of a navigational watch (Officer of the Watch: OOW) on a ship fitted with ECDIS shall have completed a generic ECDIS course).

Local administrations or vetting administrations might require the OOW to hold an ECDIS certificate in accordance with IMO Model Course 1.27 (2012 edition). The training course is generic and hence covers general operation aspects for all brands of ECDIS.

Duration: 5 days.

Available at: INSTC™ Denmark. Included: Training materials, simulator training, lunch and refreshments during the

training course.

Description: This ECDIS training course provides the trainees with knowledge of the ECDIS as a system, the ECDIS operation, electronic chart materials and practical navigation by using ECDIS.

In addition, the training course includes terms and conditions for paperless navigation. The navigator will be provided with the knowledge and tools to safely shift from traditional paper chart navigation to electronic chart navigation by use of ECDIS.

The training course not only focuses on the many advantages and safety

features obtained by operating an ECDIS, but also the limitations of the ECDIS system.

The course is concluded with 3 compulsory tests and, if passed, a certificate is issued. The certificate confirms the successful completion of the ECDIS course, meeting the requirements of the IMO Model Course 1.27, reviewed by DNV SeaSkill™.

The training complies with the IMO STCW 2010 code and is approved by the Danish Maritime Authority.

IMO Model Course 1.27, FEA-2107/2807

5

CERTIFIED BY

MARITIME



Target group: Active navigators, who operate ECDIS today or are planning to operate ECDIS in the future (STCW requires that all masters and officers in charge of a navigational watch (Officer of the Watch: OOW) on a ship fitted with ECDIS shall have completed a generic ECDIS course).

Local administrations or vetting administrations might require the OOW to hold an ECDIS certificate in accordance with IMO Model Course 1.27 (2012 edition). The training course is generic and hence covers general operation aspects for all brands of ECDIS.

Duration: 5 days.

Available at: INSTC™ Denmark. Included: Training materials, simulator training, lunch and refreshments during the

training course.

Description: This ECDIS training course provides the trainees with knowledge of the ECDIS as a system, the ECDIS operation, electronic chart materials and practical navigation by using ECDIS.

In addition, the training course includes terms and conditions for paperless navigation. The navigator will be provided with the knowledge and tools to safely shift from traditional paper chart navigation to electronic chart navigation by use of ECDIS.

The training course not only focuses on the many advantages and safety

features obtained by operating an ECDIS, but also the limitations of the ECDIS system.

The course is concluded with 3 compulsory tests and, if passed, a certificate is issued. The certificate confirms the successful completion of the ECDIS course, meeting the requirements of the IMO Model Course 1.27, reviewed by DNV SeaSkill™.

The training complies with the IMO STCW 2010 code and is approved by the Danish Maritime Authority.

IMO Model Course 1.27, FMD-3200/3300

6

CERTIFIED BY

MARITIME


Target group: Masters and OOW who operate a vessel with an IBS/INS bridge. The training course also fulfils the training demands for IBS/INS, according to specific class rules in which the IMO Model Course 1.32 is in act. The training course is generic and hence covers the operation of IBS/INS in general.

Admission requirement: Any trainee should have already completed IMO Model Course 1.27 for

ECDIS and passed the compulsory test for same.

Duration: 5 days.

Available at: INSTC™ Denmark.

Included: Training materials, simulator training, lunch and refreshments during the training course.

Description: This training course is designed exclusively for crews assigned to vessels equipped with IBS/INS bridge systems and is an extension of the IMO Model Course 1.27. The IBS/INS training course is based on the practical use of the navigation equipment under different conditions. All practical exercises are carried out on a full-mission simulator, type S.

The course will exercise the trainees in the various bridge routines and challenge them to combine the theoretical and practical operation of the equipment.

The course is concluded with an assessment of the individual trainee and, if passed, a certificate is issued. The certificate confirms the successful completion of the IBS/INS course, meeting the requirements of the IMO Model Course 1.32, reviewed by DNV SeaSkill™.

The training course complies with the IMO STCW 2010 code.

IMO IBS/INS Model Course 1.32

7


Target group: Active navigators who have already received generic ECDIS training (IMO Model Course 1.27 or similar), who are operating a FURUNO ECDIS, model FEA-2107/2807 today or planning to operate this type of ECDIS in the future.

Admission requirement: Any trainee should have already completed IMO Model Course 1.27 for

ECDIS and passed the compulsory test for same.

Duration: 2 days.

Available at: INSTC™ Denmark and INSTC™ Singapore.


Description: This ECDIS familiarisation course provides the trainees with specific knowledge of the functionality and effective use of the FURUNO ECDIS, model FEA-2107/2807.

The training course includes:• Familiarisation with available functions• Familiarisation with the menu structure• Display setup• Setting of safety values• Recognition of alarms and malfunction indicators and the appropriate actions to be taken• Route planning• Route monitoring (full mission simulator training only)• Changing to back-up systems• Loading and updating of charts and licenses• Software updating

The course is concluded with a compulsory test and, if passed, a certificate will be issued. The certificate confirms the successful completion of the ECDIS FEA-2107/2807 familiarization course.

The training course complies with the STCW 2010 code and is kept up-to-date with the current flag state requirements. Further, the course is approved by Class NK.

ECDIS, FEA-2107/2807 familiarisation course

8


Target group: Active navigators who have already received generic ECDIS training (IMO Model Course 1.27 or similar), who are operating a FURUNO ECDIS, model FMD-3200/3300 today or planning to operate this type of ECDIS in the future.

Duration: 2 days.

Available at: INSTC™ Denmark and INSTC™ Singapore.


Description: This ECDIS familiarisation course provides the trainees with specific knowledge of the functionality and effective use of the FURUNO ECDIS, model FMD-3200/3300.

The training course includes:• Familiarisation with available functions• Familiarisation with the menu structure• Display setup• Setting of safety values• Recognition of alarms and malfunction indicators and the appropriate actions to be taken• Route planning• Route monitoring (full mission simulator training only)• Changing to back-up systems• Loading and updating of charts and licenses• Software updating

The course is concluded with a compulsory test and, if passed, a certificate will be issued. The certificate confirms the successful completion of the ECDIS FMD-3200/3300 familiarization course.

The training course complies with the STCW 2010 code and is kept up-to-date with the current flag state requirements.

ECDIS, FMD-3200/3300 familiarisation course

9

Target group: Active navigators who operate a FURUNO Integrated Navigation System (IBS/INS) and the FURUNO FAP-2000 Track Pilot today or are planning to operate these systems in the future.

Duration: 3 days.



Description: The IBS/INS and Track Control System training provides the navigators with the knowledge of functionality and effective use of the FURUNO FAP-2000 Track Pilot and the FURUNO IBS/INS system.

The training includes:• General description of the FURUNO IBS/INS system• Bridge routines when using IBS/INS• Operation of IBS/INS, including functions and menu structures• Assessment of validity of navigation data• Changing over to back-up systems• General description of the steering system• Familiarisation with available Track Pilot functions• Advantages when using the Track Pilot• Route planning with the Track Pilot• Track Pilot steering (full mission simulator training only)• Recognition of alarms and malfunction indicators and the appropriate actions to be taken

The course is concluded with an assessment of the individual trainee and, if passed, a certificate is issued. The certificate confirms the successful completion of the IBS/INS & FAP-2000 Track Pilot training course.

The training course complies with the STCW 2010 code.

IBS/INS & Track Control System training

10

Target group: Superintendents and personnel responsible for chart and equipment purchases or technical operations.

Duration: 3 days.



Description: The training course provides knowledge and understanding of the rules and requirements to be fulfilled when installing and operating an ECDIS on board a vessel.

The training course includes a presentation of the equipment, electronic charts available in the market and a short introduction to navigation using ECDIS. Furthermore, the course will also cover paperless navigation.

The training course complies with the IMO STCW 2010 code.

Shorebased staff ECDIS introduction course

11

To guarantee the quality of our courses and to ensure that all trainees get the utmost benefit from their participation, a maximum of 8 attendees are allowed on each training course.

INSTC™ Denmark and INSTC™ Singapore will be pleased to assist you with arrangement of hotel accommodation and transportation between the hotel and the training facility for the duration of a course.

Both INSTC™ training centers provide training "on request" most weeks of the year, meaning that courses can be booked at almost any time. However, we advice that course bookings are placed as early as possible to ensure availability during your preferred training period. Please contact your preferred INSTC™ to inquire about free time slots and to place your bookings.

Terms of cancellation

Please note that these terms of cancellation only apply for the FURUNO INS Training centers in Denmark and Singapore and not for any individual NavSkills™ facility.

By customers: Cancellation by the customer can be done without charge provided that we receive notice no later than 30 days before the commencement of a booked course. Cancellation later than 30 days before the commencement of a booked course will be invoiced with 50% of the total course fee. Cancellation later than 14 days before the commencement of a booked course will be invoiced with 75% of the total course fee.

In the event that a trainee is not able to attend the course, the customer may replace a registered trainee with a substitute participant. In the event that a registered participant does not attend the course, the full amount will be invoiced.

By INSTC: INSTC reserves the right to cancel a scheduled course up to 30 days prior to the commencement of a course on grounds of too few participants (minimum 4 trainees per course).

Contact: FURUNO INSTC Denmark FURUNO INSTC Singapore Hammerholmen 44-48 No 17, Loyang Lane 2650 Hvidovre, Denmark Singapore 508917

Phone: +45 36 77 40 12 Phone: +65 67458472 E-mail: [email protected] E-mail: [email protected]

Practical information

FURUNO INS Training Center (INSTC)Hammerholmen 44-48 • DK-2650 Hvidovre • DenmarkPhone: +45 36 77 40 12 • E-mail: [email protected]

1502PDFCatalogue no. DS-08d

© FURUNO European Branch Office, 2014

Generic

ECDISTraining for Shore Staff

Generic ECDIS training

FURUNO’s Generic ECDIS Course dedicated for Shore Staff is the fi rst 3-days train-ing course of its kind. It will focus solely on providing the necessary knowledge and skills to the superintendents, project managers and operation managers, who are responsible for the implementation of ECDIS, either on newbuilding projects or during retrofi t of the existing fl eet.

By combining theoretical and practical lessons the shore staff trainees are guided through the world of ECDIS implementation and operation. Through the hands-on training the trainees can experience on fi rst-hand what it means to the navigators (em-ployers) that ECDIS is introduced on board and how it affect bridge procedures and operations that the company is moving the navigation from paper charts to electronic charts.

The course includes technical and regulatory information related to ECDIS operation. It gives the trainee insight into the benefi ts that can be achieved when the ECDIS becomes part of the daily ship operation. The course will highlight the important steps necessary to make a successful transition from paper chart navigation to electronic navigation.

The training course is based on the IMO ECDIS model course 1.27 (STCW 2010), but it will focum on the topics that relevant for the shore staff. It includes hands-on train-ing on real ECDIS workstations and in full-mission simulators, effectively putting the superintendents, project managers and operation managers in the same spot as the navigators onboard the vessels.

In addition to the Generic ECDIS Course dedicated for Shore Staff, FURUNO INS Training Center offers INS training courses dedicated for shore staff. The INS training course focuses on the implementation of INS on board a vessel.

The shore staff training courses are available at FURUNO INS Training Center in Denmark.

Contact details:

FURUNO INS Training CenterHammerholmen 44-48DK-2650 HvidovreDenmark

E-mail: [email protected]: +45 36 77 40 12

Schedule

Day 1 Day 2 Day 3Introduction to ECDIS:• Difference between ECS

and ECDIS• ECDIS is more than a chart

system

Before departure tasks:• Chart management• Route planning• Sensor setup and check• ECDIS check

Bridge procedures:• What are the changes when

shifting to electronic charts• What shall be included• Watch handover• ECDIS settings• Maintenance of ECDIS and

charts• Example of benerig bridge • procedure

Rules governing ECDIS:• IMO• Performance standard for

ECDIS• Flag states• Classifi cation societies

(DNV, LR, BV)

During voyage tasks:• Route monitoring• Verifi cation of sensor

data• Trouble shooting

Requirements for opera-tors training:• Generic training• Familiarization training• IMO• Flag state

Related systems:• Track pilot• INS

Post voyage tasks:• Reporting• Debriefi ng

ECDIS assisted groundings:• Three case studies• The human factor• How to ensure safe

operation

Electronic charts:• ENC S-57/S-63• RCS• Private charts• Chart distribution• Online chart services

Hands-on, basic operation:• Route planning• Pre-departure check• Route monitoring

Hands-on, basic operation:• Route planning• Pre-departure check• Route monitoring

Hands-on, charts:• Chart loading• Chart updating• Chart management

FURUNO INS Training Center (INSTC)Hammerholmen 44-48 • DK-2650 Hvidovre • Denmark

Phone: +45 36 77 40 12 • E-mail: [email protected]

GESS-FEBO

Catalogue no. xx-xxa

© FURUNO European Branch Offi ce, 2013

Words from the Editor

I hope you will enjoy this volume of NavSkills News, which will focus strongly on Greece:

GMC Maritime Training Center recently cel-ebrated their 5th anniversary - so it seemed only prudent to re-introduce this training partner in this volume.

Further, we have the Posidonia exhibition arising in the horizon.

Enjoy!

Mette MølandFEBO

Contents

BIMCO ................................................................ 2

EfficienSea 2 ...................................................... 4

The performance triangle ................................... 6

Re-introduction of GMC, Greece ........................ 7

GMC, Greece, 5-year anniversary ..................... 8

Posidonia 2016 ................................................... 9

Easter? ............................................................. 10

Daylight Savings Time .......................................11

April's fool - why? ..............................................12

Notices, bits & pieces ........................................13

© FURUNO ELECTRIC CO., LTD.. European.Branch.Office 1st edition, 22nd volume, March/April 2016 All rights reserved

Volume 22 - March/April 2016

ECDIS implementation - experiences and lessons learned by shipowners

by Mads Friis Sørensen

The ECDIS implementation is half way through and both ship owners and navigators have felt the impact of this new technology and its pros and cons. ECDIS brings with it increased safety, but it comes with challenges to both ship owners and end users.

NavSkills News have had the pleasure to inter-view Mr. Peter Lundahl Rasmussen from the international shipowners’ organisation BIMCO to get an insight into the experiences gained by the ship owners during the ECDIS implementation.

According to Mr. Peter Lundahl Rasmussen, one of the main gains for the shipowners has been the increased safety of navigation, because the chart updating is much more efficient and easily provides charts that are always up-to-date. Be-cause the chart update task can be limited to the charts relevant to the area of trade and because the chart portfolio often easily can be extended online, it becomes more cost efficient.

With the possibility to display both radar and chart/navigation information on the same display a better situation awareness is established. Fi-nally, the route planning has also become a much simpler task if it is conducted correctly.

The ECDIS challenge

The path to success as not been straight and simple. Shipowners have encountered some challenges in the effort to follow the new ECDIS regulations. Because of the many manufacturers of ECDIS-systems it can be quite a challenge to find the best match when purchasing ECDIS and the need to interface with existing navigation sen-sors can cause some headaches - especially in older vessels.

In some cases, it has been extra challenging for the purchase departments, because the person in charge of the ECDIS purchase may not have been a licensed navigator and hence may not have had the necessary understanding about

what features are important and which ECDIS matches the specific ship operation the best.

Implementing ECDIS is a huge investment to the shipowners, when the cost of purchase of equip-ment, installation, crew training, etc. is added up and the ECDIS implementation has been running in parallel with a downturn in the shipping indus-try, with less income and harder competition.

Especially the crew training with emphasis on ECDIS familiarisation training or type specific ECDIS training has proven to be costly to the shipowners, because multiple ECDIS brands are installed in the shipowner’s fleet and consequent-ly, the crew members have to receive type spe-cific training in multiple ECDIS models. Because of the need for additional training and familiari-sation, it has often been difficult to find the time for the on board familiarisation and to obtain the necessary passage planning skills.

...continues on the next page...

Mr. Peter Lundahl Rasmussen, BIMCO

Page 2

ECDIS implementation - experiences and lessons learned by shipowners - continued...

How to introduce new technology in the future?

Based on the experience from the ECDIS imple-mentation it has become evident that projects of this scale, with new and sophisticated technolo-gies like ECDIS, leaves no room for mistakes.

It is important to involve the end users, both in the first part of the process, when looking for the best possible solution for the fleet, and during the last part of the process, when the equipment is fitted on board and bridge procedures and ISM's are updated and the crew is trained and assessed to operate the ECDIS. The persons involved in the implementation of such new tech-nologies have to have a basic understanding of the company’s needs and wishes and they have to be in a close dialogue with the end users, as described. The experiences gained during the ECDIS implementation can be used in the future, when other new technologies and systems are introduced into the fleets.

The shipowners seem to have used the same strategies known from the introduction of other mandatory ship borne equipment, like VDR, AIS, GMDSS, etc. There has not been a major differ-ence in the way the ECDIS has been handled, in comparison with the introduction of these systems.

The crew members have embraced the new technology because it is a move towards the future and having ECDIS skills makes the naviga-tor attractive to ship owners. Hence, many navi-gators are positive towards the ECDIS, both as a tool to improve their efficiency, and as way to have an advantage, when ship owners and crew managers employ new navigators. Most naviga-tors have, in general, felt comfortable with the ECDIS technology, but as with all new technolo-gies introduced, they need to become familiar with the equipment before showing 100% trust in the technology.

Because of the increasing complexity of ship borne technology, it may also be necessary in the future to look at improving the knowledge and competence of the shore-based staff involved in the implementation of new technologies, to pre-pare them well for the task. They may need to be familiarised with the new concepts and systems, to make the best selections for their fleet.

In return, the shipowners have experienced an optimization of the routes being used and an increase in efficiency and safety in navigation in general. The chart correction and chart purchase is much more efficient with ECDIS, compared to the work involved in maintaining the paper chart portfolio. It appears that the easy chart update and chart maintenance offered in the ECDIS have reduced the habit of performing chart up-dates during voyage, which sometimes may dis-tract the navigator on watch from maintaining a proper lookout. However, the actual safety ben-efits cannot be established until more statistics are available..The generic and type specific ECDIS training courses have, to some extent, met the needs of the navigators to get the necessary skills and competence to safely operate the ECDIS. How-ever, the training courses should be followed up to optimise the outcome and ensure safe and efficient operation. The access to training can be challenging at times and in some areas it has been difficult to find available training courses, causing a challenge to the HR-departments.

With the forthcoming new technologies and sys-tems proposed by IMO or developed by manu-facturers, the involvement of the ship owners and end users is vital to create a successful product. Ship owners are often open to attend seminars and events when new regulatory requirements emerge and the use of focus groups to exchange views and ideas between ship owners and manu-facturers may prove to be an improvement in ensuring that the new products are user friendly and meet the needs of the navigators and ship owners.

Page 3


The EfficienSea 2 is an EU-funded E-navigation project. The EfficienSea 2 project is primarily about safe communication and data sharing be-tween ships and ship and shore. The purpose is to enhance navigation safety through exchange of relevant data.

With an offset in practical testbeds performed primarily in the Baltic Sea, the project aims at establishing a usable communication and data exchange infrastructure that works together with actual navigation and maritime management systems, as close as possible to real life. Besides establishing the necessary communication infra-structure and the ability of navigation equipment to present new types of data in an easy under-standable way, the project revolves around the platform that provide the means for the data to be accessed and shared in a safe way.

The project is headed by the Danish Maritime Authority and runs for 3 years. It started in May 2015 and is planned to be finalised in April 2018 and it has a budget of EUR 11,5 million, of which the European Union contributes with EUR 9,8

million. It has 32 partners from 12 countries, including navigation and communication manu-facturers, of which FURUNO is one.

The main objective is to create a safe and reliable connectivity between ships and ship and shore. Today such interconnectivity is not fully stand-ardised, which makes it difficult to exchange data between different entities. Up until now it has not been possible to exchange route data between ECDIS of different brands, because they each use own proprietary protocols. By standardising such protocols, and fx use the S-100 standard, it is possible to exchange all sorts of data between systems on board ships and on shore. It opens for new ways of using the navigation equipment and for new services to be rendered by VTS cen-tres and authorities to the industry.

Another interesting part of the project is the au-tomated reporting, which will be developed and tested during this project. The hope is to have an operational solution ready, when the project is completed.

EfficienSea 2by Mads Friis Sørensen

Page 5Page 4

Cloud technology

To make this data exchange possible in a safe and efficient way the EfficienSea 2 includes the establishment of the "Maritime Cloud", which is a safe data exchange platform. All users and ser-vice providers are identified through an identifica-tion registry and all services available are identi-fied through a Service Registry. To get access to the "Maritime Cloud" the user or service provider has to be registered and identified in the system.

The "Maritime Cloud" is currently being devel-oped by the Danish Maritime Authority for test purposes in this project. At the same time manu-facturers, universities, maritime authorities from the Baltic region and other relevant organisations develop services and test systems for commu-nication and navigation to support the "Maritime Cloud". The goal is to test live exchange of data between fx ECDIS on board a ship and a VTS station, or to receive MSIs and other relevant data from authorities to the ships and display the information on the ECDIS or an E-navigation display.

An important part of these kinds of tests will be the communication systems. One of the systems to be explored and tested in this project is the VDES, in addition to the traditional satellite com-munication systems like Inmarsat and VSAT.

The hope is to have some E-navigation services and systems available for the market at the end of the project in 2018 or shortly after.

This is one of the main reasons why the test beds are designed to support live use of the technolo-gies in real maritime environments such as ships and VTS stations in operation.

For further information, please refer to the EfficienSea website: http://efficiensea2.org/

A series of articles explaining more in detail about the various systems and solutions created during this project will be provided in the coming volumes of NavSkills News.

EfficienSea 2 - continued...

Page 5

Have you ever heard of “The Performance Tri-angle”? If the answer is "no", then you are not unique in any way.

"The Performance Triangle" was introduced by Mr. Aaron Frank Sørensen of BIMCO at the Euro-pean Manning and Training conference in Copen-hagen in 2014 and it is a powerful revelation.

It consists of the following three components:

The introduction was made in a maritime setting, but it applies to just about all aspects of life.

The three components of the triangle represent desired qualities of a product or service in any given situation.

However, it is only possible to meet two out of the three criteria simultaneously - there will always have to be a compromise, when trying to meet a customers' demand.

This means that only one of the three following combinations can be achieved in any situation, where it is applied:

1 - Good and Fast2 - Good and Cheap3 - Cheap and Fast

Try applying the performance triangl, in your business or in a private setting - and there is no doubt you will discover that there is no way you can make any situation meet all three compo-nents.

In our professional capacity this tool will prove very useful to visualize the value of an offer to our customers.

It allows to easily pair cost with quality, thus pro-viding a good foundation to an easy explanation to the difference between products and offers.

The performance triangleby Peter Svan

Page 6

Re-introducing: GMC Maritime Training Centerby Mette Møland

GMC Maritime Training Center & Services (GMC MTC) was established in early 2011 by Capt. Ioannis Giannopoulos and has just recently cel-ebrated it's 5th anniversary - please see the lovely pictures on page 10.

GMC MTC has its head office in the world-famous port town of Piraeus, right in the heart of the Greek shipping community. Further hereto, GMC MTC has a branch office on the beauti-ful island of Kalymnos, in the eastern part of the Aegean Sea.

GMC MTC joined the NavSkills training network in February 2012, as the third NavSkills training partner.

In the beginning of the NavSkills cooperation, the navigators could go to GMC MTC for type specific ECDIS training on the FURUNO ECDIS model FEA-2107/FEA-2807 only, but today GMC MTC offers FURUNO accredited ECDIS training for both the FEA- and the FMD-models.

GMC MTC has a skilled pool of instructors, out of whom, three are certified to teach the FURUNO type specific ECDIS courses:

Mr. Ioannis Delis - FEAMr. Ioannis Pateros - FEA and FMDMr. Spyros Mandalenakis - FEA and FMD

Further to the generic- and type specific ECDIS training, GMC MTC offers a long list of courses to the maritime community. For the full list of cours-es, kindly visit the company website.

This year, GMC MTC is proud to present the newest courses to obtain "Certification of Com-petence" as Master, Chief Mate, Chief Engineer and Second Engineer. These courses are recog-nised and endorsed by all countries in the world!

From the very beginning GMC MTC has worked closely together with FURUNO HELLAS (FHL) and has on numerous occations demonstrated the FEA and FMD ECDIS models to both existing and future customers.

This year, FHL and GMC MTC will - once again - join forces at the Posidonia exhibition, which will take place in Athens from June 6th - 10th.

GMC MTC will be present at the FHL stand and will integrate a simulator with the FMD ECDIS hardware, to provide bridge visualisation to the stand setup. For further information, please see the Posidonia press release on page 11.

GMC Maritime Training Center & Services47, Gounari Street18531 Piraeus, Greece

Phone: +30 2104 124 040E-mail: [email protected] website: www.gmcmaritimecenter.com

Page 7

GMC Maritime Training Center - 5 years anniversaryby Mette Møland

As mentioned in the re-introduction of GMC Maritime Training Center & Services, the company recently celebrated their 5th anniversary.

CONGRATULATIONS to Capt. Ioannis Giannopoulos and his staff on this impressive accomplishment.

Here's few pictures from the festive day of celebration:

Thank you to Capt. Ioannis & the GMC MTC staff for sharing these happy moments from a festive day with your colleagues in the NavSkills net-work!

We wish you all a "safe sailing" and a happy future. We are looking forward to continue our excellent cooperation with you all.

The gracious hostesses in front of the entrance Mr. Yannis Papaefthymiou, MD of FURUNO HELLAS and Capt. Ioannis Giannopoulos, owner of GMC MTC

An attentive auditoriumGuests mingling and talking

The guests were given a try in the simulator

Page 8

Posidonia 2016 - press releaseby Mette Møland

The bi-annual maritime exhibition, POSIDONIA, will take place in Metropolitan Expo in Athens, Greece, from Monday 6th to Friday 10th June.

FURUNO HELLAS will, naturally and as always, be in charge of this Mediterranean event. This year FURUNO will exhibit a wide range of prod-ucts and services.

The primary focus at the FURUNO stand will be our FMD-3x00 ECDIS series and the recently launched Voyage Data Recorder, VR-7000.

The FMD-3x00 ECDIS series offers a new and improved intuitive user interface; “Task Based Operation”, which makes it much easier to navigate the menus and operate the ECDIS ef-ficiently. It comes with seamless zoom and an easy chart management tool, which fully sup-ports ENC, ARCS and CM-93 chart formats and makes chart/permit updating, loading and erasing easy and efficient.

The wide range of FURUNO products that will be on display includes:

GPS: GP-170 and GP 33Doppler Speed Log, DS-80Satellite Speed Log, GS-100Navigational Echo Sounder, FE-800AIS, FA-170Radars, FAR-2xx7 and FAR-3000ECDIS: FMD-3200 BB with 26” display and FMD-3100VHD radiotelephone, FM8900sMF/HF radiotelephone, FS-1575Mobile Earth Station, FELCOM-18Navtex receiver, NX-700AInmarsat-C Mobile Earth Station, FBB-250/500Remote Displays, RD-20, RD-50 and RD-33BNWAS, BR-500Voyage Data Recorder, VR-7000 (partial)Weather fax, FAX- 408BB-Weather Fax, FAX-30

Further hereto, FURUNO also plans to present our VSAT-services.

In addition to all the hardware, FURUNO will - in close cooperation with GMC Maritime Training Center and Services, present our extensive train-ing program for FURUNO type specific ECDIS training.

Customers and guests can meet FURUNO in Hall no. 1, stand no. 202, where representatives from FURUNO HELLAS, FURUNO ELECTRIC CO., Ltd. and GMC Maritime Training Center & Services will be present to serve customers, demonstrate equipment and explain the many services and solutions that FURUNO offers to the market.

--00--

For further information, kindly contact:

FURUNO HELLASMr. Yannis Papaefthymiou or Mr. Nikos MaltezosPhone: +30 21 0400 4426E-mail: [email protected]: www.furuno.gr

Page 9

Easter... a little history lesson...by Mette Møland

In ancient times, way before Judaism, Christianity and other church religions, many original pagan people celebrated the Spring Equinox - the com-ing of spring, fertility and light.

Easter Day is the first Sunday after a full moon following the vernal equinox (which, in 2016, was 21st March). Thus, Easter Day can at the earliest fall on 22nd March and at the latest on 25th April.

Today, Easter (also called Pascha or Resurrec-tion Sunday) has replaced most pagan traditions and has become a church holiday and festival, celebrating the resurrection of Jesus Christ from the dead. Easter is the culmination of the Passion of Christ, preceded by the 40-day Lent; A period of fasting, prayer and penance (kindly see NavSkills News, Jan/Feb. volume).

According to various sources, the name Easter has its origin from a goddess of the Anglo-Saxons named Eostre (aka Orstre, Estara, Eas-tre, Ostara and similar spellings). It is believed that she was the goddess of the dawn and was worshipped in the spring by pagans in Northern Europe and the British Isles.

It is claimed by the church reformist, Alexander Hislop, that the name Eostre derived from the Babylonian goddess Astarte. Hislop even went so far as to extend this connection to include god-desses from around the world: Ishtar, Ashtoreth, Venus and others...

Easter symbolism

Eggs, like rabbits and hares, are ancient, pagan fertility symbols. Since birds lay eggs and rabbits and hares give birth to large litters in the early spring, these became symbols of the rising fertil-ity of the earth.

Religiously, Easter eggs are seen as a symbol of the empty tomb. Orthodox churches have a custom of abstaining from eggs during Lent. The only way to keep the eggs from going bad was to boil or roast them and begin eating them to break

the fast (which is where the word "breakfast" stems from). As a special dish, they were likely decorated, as a part of the celebrations.

Later, German Protestants adopted the custom of eating colored eggs for Easter. The eggs were dyed with herbs or plants to change color, bringing the spring into the homes and over time added the custom of decorating the eggs. In some parts of the world, the eggs are dyed red in recognition of the blood of the sacrificed Christ. Some use the color green, in honor of the new foliage emerging after the long winter.

The Easter Lily is a symbol of the resurrection and this flower traditionally decorates the chancel area of churches during Easter. Additional cus-toms that have become associated with Easter and are observed by both Christians and some non-Christian religions, including egg hunting, the Easter Bunny, and Easter parades.

The Easter Bunny is a folkloric figure, often de-picted as a rabbit bringing the Easter eggs. Origi-nating among German Lutherans, the "Easter Hare" originally played the role of a judge, evalu-ating whether children were good or disobedient at the start of the season of Easter. The Easter Bunny is sometimes depicted with clothes, carry-ing colored eggs in his basket, along with candy and sometimes toys to the children. As such the figure shows similarities to Santa Claus, as it brings gifts to children on the night before their respective holidays

A Danish tradition

The Danes have a unique Easter tradition; Send-ing "teaser letters" (gækkebreve). In the weeks before Easter, mostly children cut out decorative letters, on which they write a "teaser verse". The letter is anonymous, but signed with a number of dots equal to the number of letters in the sender’s name. The receiver have to guess who sent it and the pledge is a chocolate Easter egg. The letter is often accompanied by a Snowdrop, which is regarded as the first flower of the year.

Page 10

Daylight Saving Time - DSTby Mette Møland

During the night between 26th and 27th March, many countries changed to Daylight Saving Time, DST - but why?

Industrialized societies generally follow a fixed clock-based schedule that do not change much throughout the year. The time of day that people begin and end work or school, and the coordina-tion of fx mass transit usually remain quite con-stant year-round.

In contrast, the daily routines of an agrarian soci-ety are more likely governed by the length of the daylight hours, which change seasonally because of the Earth's axial tilt.

By resetting all clocks in a region to one hour ahead of Standard Time, people, who follow a fixed year-round schedule will begin their daily routines one hour earlier, giving them an extra hour of available daylight, after their workday activities. As a consequence, they will have one less hour of daylight at the start of each day, making the DST less practical during winter.

While the times of sunrise and sunset change at roughly equal rates with the seasons, supporters of DST argue that most people prefer the extra daylight hours after the typical "eight-to-five" workday. Supporters have also argued that DST decreases energy consumption, but the actual effect on the overall energy consumption is still heavily disputed among experts.

The manipulation of time at higher latitudes has little effect, because the length of day and night changes more extremely throughout the year. Sunrise and sunset times are significantly out of sync with standard working hours, regardless of manipulations of the clock.

DST is also of little use for locations near the equator, because these regions only see a small variation in daylight in the course of the year.

The history of DST

Historians has found that ancient civilizations adjusted their daily schedules to the sun, often di-viding the daylight into 12 hours regardless of day length, meaning that a daylight hour was longer during summer and shorter during winter. Roman water clocks had different scales for different months of the year.

During the course of time, equal-length civil hours replaced the unequal hours, so that civil time no longer varies by season. The unequal hours are still used in a few traditional settings, such as some Mount Athos monasteries and at all Jewish ceremonies.

During his time as an American envoy to France, Benjamin Franklin anonymously published a let-ter suggesting that Parisians could economize on candles by rising earlier to use the morning sun-light. This lead to a 1784-satire proposing to tax window shutters, rationing candles and waking the public by ringing church bells and firing can-nons at sunrise. Despite common misconception, Franklin did not actually propose DST. 18th-centu-ry Europe did not even keep precise schedules. However, this soon changed, as rail and commu-nication networks came to require a standardiza-tion of time unknown in Franklin's day.

Modern DST was first proposed by the New Zealand entomologist George Hudson in 1895. His shift-work job gave him leisure time to collect insects and led him to value after-hours daylight. 1895 he presented a paper to the Wellington Philosophical Society proposing a two-hour day-light-saving shift.

Many publications credit the proposal of DST to the prominent English builder and outdoorsman William Willett, who independently conceived DST in 1905 during a pre-breakfast ride, when he observed with dismay how many Londoners slept through a large part of a summer's day.


Page 11

Daylight Saving Time - DST - continued...by Mette Møland

A skilled golfer, he also disliked cutting short his rounds at dusk. His solution was to advance the clock during the summer months, a proposal he published two years later, in 1907. The proposal was taken up by the Liberal Member of Parlia-ment, Robert Pearce, who introduced the first Daylight Saving Bill to the House of Commons on February 12th, 1908.

A select committee was set up to examine the proposal, but Pearce's bill did not become law, and several other bills failed in the following years. Willett lobbied for the proposal in the UK until his death in 1915.

William Sword Frost, mayor of Orillia, Ontario, introduced daylight saving time to the municipal-ity during his tenure from 1911 to 1912.

Starting on April 30th, 1916, Germany and its World War 1 ally Austria-Hungary were the first to use DST (at that time known as "German Sommerzeit") as a way to conserve coal during wartime. Britain, most of its allies and many Eu-ropean neutrals soon followed suit. Russia and a few other countries waited until the following year and the United States adopted DST in 1918.

Broadly speaking, DST was abandoned in the years after the WW1 (with some notable excep-tions, incl. Canada, the UK, France, and Ireland). However, it was brought back for shorter periods of time in many different places during the fol-lowing decades, and was commonly introduced during the Second World War.

It became widely adopted, particularly in North America and Europe, starting in the 1970,ies as a result of the 1970'ies energy crisis.

April Fools - why...??by Mette Møland

The custom of setting aside a day for laying harmless pranks on one's family, friends and neighbours is recognized almost everywhere - but where does this tradition come from?

The most prevalent theory stems from a theory that April Fools emerged when France intro-duced the calendar reformation that exchanged the Julian 10-month calendar with the Gregorian 12-month system in 1582. As early as in 1564, the Pope had sanctioned that France moved the official start-of-the-year-date from Eastertime (March-April) to the 2nd January. Consequently, it became customary to tease each other by wish-ing "Happy New Year" on April 1st in reference to the old system. Some French citizens could not come to terms with the new 12-month calendar system and stubbornly kept to the old ways. As a consequence they were banteredly called "Pois-sons d´Avril" (April fish).

From France the April Fools custom allegedly spread north and reached Germany in the early 17th century.

Today, the most commonly known April Fools pranks are played by the news media, by posting untrue and often very imaginative stories. This year in Denmark, fx, a travel bureau posted a story that they had invented a titanium capsule that could take tourists to the center of the Earth, through the Mount Edna vulcano...

Even though the Internet is widely responsible for the broad spread of the April Fools tradition, there are still many countries where April Fools is an unknown custom. Thus, it is considered a bad judgement to post April Fools in media, where the readers fully relies on the truthfulness of the contents, such as international, trade- or scien-tific journals.

Page 12

Notices, bits & pieces

Yet another reminder re. activity plans

We are still missing quite a few of your Activity Plans (annex C). Unfortunately, this continue to be one of the major causes of issuing NCR's, when INSTC's auditors visit for the annual audit.

Kindly remember to fill in this activity plan and send it to us by the end of each month. It can be sent to: [email protected].

We also use this opportunity to once again draw your attention to the Activity Report (annex D), which shall be filled in and submitted at the end of each quarter.

Sources:

Some of the source material for the articles on page 12, 13 and 14 can be found online at:

www.wikipedia.orgwww.history.comwww.news.discovery.comwww.denmark.dk

And - in "The Danish Encyclopaedia"

Page 13

Be as smart as your navigators!

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FURUNO offers training for professional navigators at one of our two training centres: FURUNO INS Training Center in Copenhagen (INSTC™ Denmark) and FURUNO INS Training Center in Singapore (INSTC™ Singapore).

The first INS Training Center, INSTC™ Denmark, was established in March 2005.

In November 2005 INSTC™ was, as the first training facility established by an equipment manufacturer, awarded the Certificate of Approval by DNV SeaSkill™ for the IMO ECDIS model course 1.27. Since then INSTC™ has continued to develop high quality training courses, and in August 2010 INSTC™ was awarded the Certificate of Approval by DNV SeaSkill™ for the IBS/INS model course 1.32.

The request for crew training, especially ECDIS training courses has increased rapidly over the past few years. In order to meet the growing demand for training, the INSTC™ Singapore was established in November 2011.

All INSTC™ training courses, whether it be generic, familiarisation or customised, include comprehensive theoretical lectures and hands-on training exercises. The purpose of the training is to provide the navigators with a thorough understanding of the equipment, knowledge on how to operate it properly and the necessary know-how to determine the validity of the data provided - in short, the training familiarises the operator with all the functions and limitations of the equipment.

The hands-on training includes training in modern navigation during normal operational conditions as well as during dangerous or critical circumstances.

Our training facilities complies with STCW 2010 code.


Certification by Det Norske Veritas

INSTC™ Denmark offers generic ECDIS- and IBS/INS training courses, which have been awarded the Certificate of Approval by Det Norske Veritas (DNV). The certification is realised in close cooperation between DNV SeaSkill™ and FURUNO and is in due line with DNV's focus on improving the skills of the navigators.

The generic ECDIS training complies with the IMO Model Course 1.27. The ECDIS course provides the trainees with the knowledge of ECDIS as a system, the ECDIS operation, electronic chart materials and the practical navigation using ECDIS. The training also includes track control operation.

The generic IBS/INS training complies with IMO Model Course 1.32. This course is an extension of the IMO Model Course 1.27. The course provides the trainees with know-ledge of IBS/INS as a system, the IBS/INS operation and practical navigation using IBS/INS and track control system.

After completion of an ECDIS- or IBS/INS training course, the navigator will be awarded a certificate that proves the completion of an ECDIS or IBS/INS course that meets the requirements of the IMO Model Courses 1.27 or 1.32, reviewed by DNV. This guarantees the quality of the contents and execution of the course.

Approval by the Danish Maritime Authority

The generic ECDIS training courses for FURUNO ECDIS, model FEA-2107/FEA-2807 and FMD-3200/FMD-3300 was approved by the Danish Maritime Authorities in 2013.

Approval by ClassNK

The familiarization training course for FURUNO ECDIS, model FEA-2107/2807 was approved by ClassNK in 2012. The training course is also available from INSTC™ Singapore and through FURUNO's NavSkills training partners.


INSTC™ Denmark

At INSTC™ Denmark we offer a wide range of training courses aimed at active navigators. The courses can be either generic, familiarisation or customised to focus on the personal competence of the participating navigators. The duration of the individual training courses vary between 2 and 5 days dependant of the type and contents.

We also offer training courses for shore staff. Examples of these are: Introduction to ECDIS and electronic navigation charts and Introduction to INS and track control system.

In addition to our standard training courses, INSTC™ Denmark offers customer specified training and training packages.

For further information on individual courses, please refer to the descriptions in our Course Catalogue.

INSTC™ Denmark houses two full-mission simulators (Class S) and two classrooms.

All practical training sessions take place in the full-mission simulators. This ensures that the navigator has the opportunity to train equipment operation in the most realistic environ-ment possible. The use of full-mission simulators allows the instructors to create lifelike situations: Traffic, weather, sea, ship parameters, critical occurrences, etc. can all be set to challenge the navigators and to accommodate the aim of the individual exercise.

The theoretical training sessions take place in light, spacious classrooms fully equipped with modern AV-equipment. Each classroom is fitted with eight ECDIS planning stations.

INSTC™ Denmark is situated in Hvidovre, some 20 minutes drive from Copenhagen city centre and Copenhagen International Airport.

INSTC™ Singapore

At INSTC™ Singapore we offer ECDIS familiarisation training for the FURUNO ECDIS models FEA-2107/2807 and FMD-3200/3300. The familiarisation training is designed for active navigators who have already received generic ECDIS training (IMO 1.27 model course or similar). The duration of the type specific ECDIS training course is 2 days.

All practical training sessions take place on a dedicated ECDIS simulator, which allows the trainees to experience the FURUNO ECDIS under various conditions.

The theoretical training sessions take place in light, spacious classrooms fully equipped with modern AV-equipment.

All training courses are conducted in groups of no more than 8 trainees to ensure the best possible outcome for the individual participant.

INSTC™ Singapore is situated in the district of Loyang, only a few minutes drive from Changi International Airport.

Assessment and quality assurance

All courses at FURUNO INSTC™ are concluded with an assessment of the trainees through theoretical and practical tests that have to be passed, in order to be granted a certificate or diploma.

FURUNO INSTC™ use various testing methods, depending on the type of course:

• Individual written examination through multiple-choice-test (ECDIS IMO Model Course 1.27 and FURUNO ECDIS familiarisation course)

• Individual written examination through a route planning test (ECDIS IMO Model Course 1.27)

• Individual practical exercise and test by performing a specific task in the full mission simulator (ECDIS IMO Model Course 1.27 and IBS/INS IMO Model Course 1.32)

• Team-based practical exercises and tests by performing specific tasks in the full mis-sion simulator (IBS/INS IMO Model Course 1.32)

• Competence recognition through objective instructor evaluation of group based tasks, designed to challenge the trainees, performed during the training course (all other)

partnership

Since January 2011 INSTC™ Denmark has worked to develop a global network of training partners under the brand name NavSkills™.

The partners are carefully selected and audited and all NavSkills™ instructors must undergo comprehensive training at INSTC™ Denmark in order to receive the FURUNO NavSkills accreditation.

Today, familiarisation training for the FURUNO ECDIS models FEA-2107/2807 and FMD-3200/3300 can be achieved through the NavSkills network of training centres in Germany, Italy, Greece, Turkey, Ukraine, United Arab Emirates, India, Singapore, China, the Philippines and Australia.

Why invest in training?

Crew training is an investment and the payback to the ship owner has to be optimal. It is FURUNO's training policy at any time and as a minimum, to meet the standards and requirements of the STCW 2010 and any local administration.

FURUNO strongly focuses on the safety at sea provided through well educated crew and proper use of our equipment, while navigating a vessel. In a time when equipment is be-coming increasingly sophisticated and integrated, it becomes even more important that the crew members are well educated and fully familiar with the equipment installed onboard, before taking a vessel into operation.

The crew members need to have a solid knowledge of the system designed and of the interaction amongst the many different types of equipment installed on a vessels' bridge. They need to know how to conduct daily routines and operations, and how to operate the equipment in the event that critical circumstances arise.

It is the philosophy of FURUNO that safety at sea is not only constrained to the equipment itself, but also extended to the operators' ability to use it properly.

FURUNO INS Training Center (INSTC™)Hammerholmen 44-48 • DK-2650 Hvidovre • DenmarkPhone: +45 36 77 40 12 • E-mail: [email protected]

FURUNO INS Training Center (INSTC™)No. 17, Loyang Lane • Singapore 508917Phone: +65 6745 8472 • E-mail: [email protected]

1403PDFCatalogue no. DS-06c

© FURUNO European Branch Office, 2014

www.furuno.com

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