Scope and Technical Report: Automatic Identification System and Tide Gauges

November 2012

PNG: Maritime and Waterways Safety Project

ii

CURRENCY EQUIVALENTS (as of 5 November 2012)

Currency unit – kina (K)

K1.00 = $0.49 $1.00 = K2.06

ABBREVIATIONS

AIS – Automatic Identification System CSTDMA – Carrier-Sense Time-Division Multiple-Access GPS – Global Positioning System IEC – International Electrotechnical Commission IMO – International Maritime Organization NMSA – National Maritime Safety Authority (of PNG) PNG – Papua New Guinea PNGPCL – Papua New Guinea SAR – search and rescue SART – search and rescue transponder SOTDMA – Self-Organized Time-Division Multiple-Access VDR – voyage data recorder VHF – very high frequency (relating to radio waves) VTS – vessel traffic services

NOTE

In this report, "$" refers to US dollars unless otherwise stated.

iii

CONTENTS

Page

I. AUTOMATED IDENTIFICATION SYSTEM 1

A. General Remarks 1 B. Applications and Limitations 1 C. Overview 3 D. AIS in Papua New Guinea 5 E. Installation 10

II. TIDE GAUGES 13

A. Introduction 13 B. Project Justification 13 C. Project Benefits 14 D. Installation 14

ANNEX 1: COMPLETION REPORT OF TIDE GAUGE INSTALLATION 18

I. AUTOMATED IDENTIFICATION SYSTEM

A. General Remarks 1. The Automatic Identification System (AIS) is an automatic tracking system used on ships and by vessel traffic services (VTS) for identifying and locating vessels by electronically exchanging data with other nearby ships and AIS base stations. AIS information supplements marine radar, which continues to be the primary method of collision avoidance for water transport. 2. Information provided by AIS equipment, such as unique identification, position, course, and speed, can be displayed on a screen or an electronic chart display. AIS is intended to assist vessels’ officers on watch and allow maritime authorities to track and monitor vessel movements. AIS integrates a standardized very high frequency (VHF) transceiver with a positioning system such as a LORAN-C or global positioning system (GPS) receiver, with other electronic navigation sensors, such as a gyrocompass or rate of turn indicator. Vessels fitted with AIS transceivers and transponders can be tracked by AIS base stations located along coast lines or, when out of range of terrestrial networks, through a growing number of satellites fitted with special AIS receivers. 3. The International Maritime Organization's (IMO’s) International Convention for the Safety of Life at Sea requires AIS to be fitted aboard international voyaging ships with gross tonnage of 300 or more tons, and all passenger ships regardless of size.1 It is estimated that more than 40,000 ships currently carry AIS class A equipment.2

4. In 2007, the new Class B3

India

AIS standard was introduced which enabled a new generation of low-cost AIS transceivers. This has triggered multiple additional national mandates affecting hundreds of thousands of vessels. Additionally, a number of other countries, including China,

, the United States, and Singapore, have started AIS mandate programs which require large numbers of vessels to fit an approved AIS device for safety and national security purposes. B. Applications and Limitations

1. Collision Avoidance 5. AIS was developed to avoid collisions among large vessels at sea that are not within range of shore-based systems. Due to the limitations of VHF radio communications, and because not all vessels are equipped with AIS, the system is meant to be used primarily as a means of lookout and to determine the risk of collision rather than as an automatic collision avoidance system, in accordance with the International Regulations for Preventing Collisions at Sea. 6. While requirements of AIS are to display only very basic text information, the data obtained can be integrated with a graphical electronic chart or a radar display, providing consolidated navigational information on a single display.

1 SOLAS'1974, December 2000 amendments. 2 Class A equipment is described in Section B1. 3 Class B equipment is described in Section B2.

2

2. Vessel Traffic Services 7. In busy waters and harbors, a local VTS may exist to manage ship traffic. Here, AIS provides additional traffic awareness and information about the configuration and movements of ships.

3. Maritime Security 8. AIS enables authorities to identify specific vessels and their activity within or near a nation's Exclusive Economic Zone. When AIS data is fused with existing radar systems, authorities are able to differentiate between vessels more easily. 9. AIS improves maritime domain awareness and allows for heightened security and control. Additionally, AIS can be applied to freshwater river systems and lakes.

4. Aids to Navigation 10. AIS was developed with the ability to broadcast the positions and names of objects other than vessels, such as navigational aid and marker positions and dynamic data reflecting the marker's environment (e.g., currents and climatic conditions). These aids can be located on shore, such as in a lighthouse, or on water, platforms, or buoys. The United States Coast Guard has suggested that AIS might replace racon (radar beacons) currently used for electronic navigation aids.4

5. Search and Rescue 11. For coordinating on-scene resources of a marine search and rescue (SAR) operation, it is imperative to have data on the position and navigation status of other ships in the vicinity. In such cases, AIS can provide additional information and enhance awareness of available resources, even if the AIS range is limited to VHF radio range. The AIS standard also envisioned the possible use on SAR aircraft, and included a message (AIS Message 9) for aircraft to report their position. 12. To aid SAR vessels and aircraft in locating people in distress, the specification (IEC 61097-14 Ed 1.0) for an AIS-based SAR transponder (AIS-SART) was developed by the International Electrotechnical Commission’s (IEC's) TC80 AIS work group. AIS-SART was added to Global Maritime Distress Safety System regulations effective January 1, 2010.5

6. Accident Investigation 13. AIS information received by VTS is important for accident investigation since it provides accurate data on time, identity, GPS-based position, compass heading, course over ground, speed (by log/SOG), and rates of turn, rather than the less accurate information provided by radar.

4 "Types of Automatic Identification Systems". U.S. Coast Guard Navigation Center. 5 IEC Technical Committee 80. "Maritime Navigation and Radiocommunication Equipment and Systems."

3

14. A more complete picture of the events could be obtained by Voyage Data Recorder (VDR) data if available and maintained on board for details of the movement of the ship, voice communication and radar pictures during the accidents. However, VDR data are not maintained due to the limited twelve hours storage by IMO requirement.

7. AIS Data on Internet 15. AIS position data are available on the Internet through privately operated geographic information systems. In December 2004, the IMO's Maritime Safety Committee condemned the Internet publication of AIS data as follows.6

In relation to the issue of freely available AIS-generated ship data on the world-wide web, the publication on the world-wide web or elsewhere of AIS data transmitted by ships could be detrimental to the safety and security of ships and port facilities and was undermining the efforts of the Organization and its Member States to enhance the safety of navigation and security in the international maritime transport sector.

8. Range limitations and space-based tracking 16. Shipboard AIS transponders have a horizontal range that is highly variable, but typically only up to about 74 kilometers (km). They reach much further vertically – up to the 400 km orbit of the International Space Station. 17. In June 2008, ORBCOMM, a US-based telecommunications company, launched new low-earth orbit satellites for their machine-to-machine communications constellation. In parallel with ORBCOMM's contract with the United States Coast Guard to launch its AIS receiver-equipped Concept Demonstration Satellite, all of these new satellites were equipped with AIS receivers. ORBCOMM became the first commercial service provider of satellite AIS, having licensed satellite AIS data service to qualified government and commercial subscribers since the beginning of 2009. 18. In April 2008, Canadian company COM DEV International, became the first company to launch a space-based AIS nano-satellite designed to detect AIS signals from space, and is currently deploying a full micro-satellite constellation, global ground network and centralized data processing centre in order to offer global AIS data services. The service is operational and available worldwide as of mid-2010 through exactEarth, COM DEV's data services subsidiary. exactEarth uses a patented ground- and space-based processing technology to minimize interference of colliding AIS signals, thereby dramatically improving detection compared with all other satellite-based systems. C. Overview 19. AIS transponders automatically broadcast information, such as their position, speed, and navigational status, at regular intervals via a VHF transmitter built into the transponder. The information originates from the ship's navigational sensors, typically its global navigation satellite system receiver and gyrocompass. Other information, such as the vessel name and VHF call sign, is programmed when installing the equipment and is also transmitted regularly. The signals are received by AIS transponders fitted on other ships or on land based systems, such as VTS systems. The received information can be displayed on a screen or chart plotter, showing the other vessels' positions in much the same manner as a radar display.

6 "Maritime security – AIS ship data". 79th session: 1–10 December 2004. IMO Maritime Safety Committee.

4

20. The AIS standard comprises several substandards called "types" that specify individual product types. The specification for each product type provides a detailed technical specification which ensures the overall integrity of the global AIS system within which all the product types must operate. The major product types described in the AIS system standards are as follow.

1. Class A 21. Class A equipment consists of a vessel mounted AIS transceiver (transmit and receive) which operates using self-organized time-division multiple-access (SOTDMA). SOTDMA requires a transceiver to maintain a constantly updated slot map in its memory such that it has prior knowledge of slots which are available for it to transmit. SOTDMA transceivers will then pre-announce their transmission, effectively reserving their transmit slot. SOTDMA transmissions are therefore prioritized within the AIS system. This is achieved through two receivers in continuous operation. Class A's must have an integrated display, transmit at 12 watt, interface capability with multiple ship systems, and offer a sophisticated selection of features and functions. Default transmit rate is every few seconds. AIS Class A type compliant devices receive all types of AIS messages.

2. Class B 22. Class B equipment consists of a vessel mounted AIS transceiver (transmit and receive) which operates using either carrier-sense time-division multiple-access (CSTDMA) or SOTDMA. CSTDMA transceivers listen to the slot map immediately prior to transmitting and seek a slot where the 'noise' in the slot is the same or similar to back ground noise, thereby indicating that the slot is not being used by another AIS device. Class Bs transmit at 2 watt and are not required to have an integrated display: Class Bs can be connected to most display systems on which the received messages will be displayed in lists or overlaid on charts. Default transmit rate is normally every 30 seconds, but this can be varied according to vessel speed or instructions from base stations. The Class B type standard requires integrated GPS and certain LED indicators. Class B equipment receives all types of AIS messages.

3. Base station 23. Shore based AIS transceiver (transmit and receive) which operates using SOTDMA. Base stations have a complex set of features and functions which in the AIS standard are able to control the AIS system and all devices operating therein. Ability to interrogate individual transponders for status reports and or transmit frequency changes.

4. Aids to Navigation (AtoN) 24. Shore- or buoy-based transceiver (transmit and receive) which operates using fixed-access time-division multiple-access. Designed to collect and transmit data related to sea and weather conditions as well as relay AIS messages to extend network coverage.

5. Search and Rescue Transponder 25. Specialist AIS device created as an emergency distress beacon which operates using pre-announce time-division multiple-access, or sometimes called a "modified SOTDMA". The device randomly selects a slot to transmit and will transmit a burst of eight messages per minute to maximize the probability of successful transmission. A SART is required to transmit up to a

5

maximum of five miles and transmits a special message format recognized by other AIS devices.

6. Specialist AIS Transponders 26. Despite there being IMO/IEC published AIS specifications, a number of authorities have permitted and encouraged the development of hybrid AIS devices. These devices seek to maintain the integrity of the core AIS transmission structure and design to ensure operational reliability, but to add a range of additional features and functions to suit their specific requirements. The "Identifier" AIS transceiver is one such product where the core Class B CSTDMA technology is designed to ensure that the device transmits in complete compliance with the IMO specifications, but a number of changes have been made to enable it to be battery powered, low cost and more easy to install and deploy in large numbers. Such devices will not have international certification against an IMO specification since they will comply with a proportion of the relevant specification. Typically authorities will make their own detailed technical evaluation and test to ensure that the core operation of the device does not harm the international AIS system. 27. AIS receivers are not specified in the AIS standards, because they do not transmit. The main threat to the integrity of any AIS system are non-compliant AIS transmissions, hence careful specifications of all transmitting AIS devices are essential. D. AIS in Papua New Guinea

1. Present Situation 28. Papua New Guinea (PNG) occupies the eastern half of the island of New Guinea plus numerous other islands, the larger of which include Bougainville, Manus, New Britain, and New Ireland. Figure 1 shows a map of the country and its boundaries.

Figure 1: Boundaries of Papua New Guinea

6

29. Much of the country’s coastline is only accessible by sea. As there are no land links between the national capital, Port Moresby, and most of the rest of the country, the main commercial transport links with the capital are by sea. PNG is thus heavily dependent on maritime transport for the development of vital economic sectors, markets, and social services. The main local shipping routes are depicted in Figure 2, with the thickness of the lines indicating corresponding traffic volumes.

Figure 2: Local Shipping Routes

7

30. While the PNG trading fleet is small by international standards, many foreign registered ships use PNG waters. The major international routes through PNG’s territorial waters are shown in Figure 3.

Figure 3: International Shipping Routes

31. Like other maritime countries, the Government of PNG is obliged to provide a nationally integrated navigational support service for the national waters that meets international standards and is responsive to the needs of transport providers and users. Such service shall ensure safe, unhindered and efficient passage through national waters, but at the same time protect the environment. It usually includes the provision of navigational aids, warnings/notices to mariners with regard to risks and dangers and related services, but also measures to minimize the risk of accidents, and to deal with them effectively, if they happened. 32. In PNG such services are provided through the National Maritime Safety Authority (NMSA), i.e. in the first place provision and maintenance of navigational aids, hydrographic services and the related safety information infrastructure which includes AIS.

8

33. In 2008/09 NMSA took the first steps in establishing an AIS network, so far comprising five base stations in Port Moresby, Alotau, Lae, Madang and Rabaul (see Figure 4). Those stations cover about 35% of the traffic in PNG waters.

Figure 4: Existing AIS Base Stations

2. Envisaged Development

34. The distribution and density of present overall maritime traffic in PNG waters is impressively depicted in a satellite AIS image (Figure 5).

9

Figure 5: Satellite AIS Image of Vessel Traffic in PNG Waters

35. In consideration of ever increasing traffic NMSA intends to extend AIS coverage in a next step to reach about 75%, enabling the authority to better monitor traffic in territorial waters and to react faster and more efficiently to any incidents or emergencies. Further objectives in the medium and long term may be the establishment of VTS on busy or important routes, such as the Vitiaz Strait, Jomad Passage and/or St. George Channel. Moreover, the status of navaids could be monitored and their maintenance improved via AIS. 36. Various possible sites for future expansion of the network were investigated with the assistance of a contractor and by means of radio simulations. Eventually, five sites were earmarked for additional base stations, while three existing stations might be moved to better locations in the areas. 37. The new sites are:

• Mt. Albowagi – Wewak, East Sepik Province; • Mt. Favenc – Gulf Province; • Mt. Tatarabung – New Ireland Province; • Mt. Horeatoa – Central Province; and • Mt. Sakail – Kimbe, West New Britain Province.

38. Relocations to better sites are considered for stations in

• Alotau, Milne Bay Province: from VHF Hut to Mt. Dimodimo; • Lae, Morobe Province: from Mt. Lunaman to Mt. Mission; and • Port Moresby, National Capital District: from Paga Hill to Burns Peak.

10

39. It is planned to install the required AIS hardware at existing towers and structures owned/operated by Telikom PNG. Thus, installation costs can be kept at minimum; and environmental impacts may be neglected. 40. The simulated AIS coverage after installation of the additional base station and the proposed relocations is shown in Figure 6.

Figure 6: AIS Coverage after Installation of five additional Base Stations

E. Installation

1. Workflow 41. All new AIS stations (transponders and interfaces) and the three units to be relocated are earmarked to be affixed to existing PNG Telikom towers in the mountains. Hence, acquisition of land will not be required, the environment will not be affected, nor are there any social issues to be expected. However, NMSA will have to obtain the approval of the concerned land owners to pass through or use their property during the construction periods and for maintenance purposes. Moreover, NMSA will pay rents to PNG Telikom for the accommodation of their equipment and to Digicel for the leased telecommunication lines. 42. At an early stage NMSA should obtain from PNG Telikom relevant information about each site, including but not limited to site infrastructure photographs, drawings of equipment rooms and layouts, and power system schematics. Such information may be included in the tender documents for potential contractors.

11

43. Prior to the commencement of works a preliminary inspection should be undertaken to confirm the precise details and configuration of each site. 44. As seven of the sites are only accessibly by air, the equipment, tools and the contractor’s personnel will be transported by helicopters. Only the relocation of the AIS equipment close to Port Moresby from Paga Hill to Burns Peak may be arranged by truck. 45. The equipment to be installed shall comply with the corresponding national and IMO specifications, and the works are to be carried out in accordance with the applicable national technical standards and building, construction and environmental regulations. 46. The contractor shall liaise closely with the concerned landowners and local communities and provide proper prior notice of the works to be carried out to all concerned parties. 47. The works to be carried out by the contractor include but are not limited to the:

• Supply and installation of a VHF antenna system to the selected sites; • Supply and installation of five new AIS Base Stations to the new sites; • Relocation of three existing AIS Base Stations (owned by NMSA) to new sites; • Supply & installation of suitable/uninterrupted power supply for the AIS system at all

eight sites; • On-site verification & testing of AIS systems; and • Adjustment to NMSA’s data switch in the Head Office to incorporate the new and

relocated systems into the NMSA Network and Display System. 48. The works will be executed under the supervision of NMSA personnel. 49. NMSA’s obligations with regard to the efficient execution of the works and future utilization of the AIS stations will include:

• Obtaining permissions from the site owners and from PNG Telikom with regard to − Access to sites for installation and regular maintenance; − Installation of AIS, power supply system and antenna system; and − Access to a suitable power source at each site for the AIS system and

peripherals. • Providing, through its communications provider, a suitable network connection to

accept the data output from each AIS System and make it available to the NMSA’s data switch in the Head Office;

• Providing at each site all necessary data / communications equipment (i.e., routers, switches, etc.) and an appropriate power supply for that equipment to ensure that network connectivity can be established and maintained;

• Oversight of system verification and testing; and • Provision of a “completion certificate” for each installation brought into service.

2. Expected costs

50. The costs for the installation of five new and relocation of three existing AIS stations as described above and for their maintenance are provided in the Table 1 below.

12

Table 1: AIS Costs Unit No 000 Kina $

Rate Total Total Installation of 5 new and relocation of 3 existing AIS stations

1,600 776,000

Helicopter transport to 7 sites (4 hours per site) Hours 28 9 252 122,200

Maintenance of 8 AIS stations over 4 years (based on data from existing stations)

Unit Years

32 20 640 309,300

3. Installation Schedule

51. The time required for the installation, testing and commissioning of the equipment is estimated to be two working days per site. Under consideration of required preparatory work and certain imponderability (e.g., availability of helicopters) the work at all sites is expected to be completed within 13 weeks after contract award. 52. The installation and relocation of the AIS station is planned for the fourth quarter of 2013. In order to complete the works before Christmas, the corresponding contract should be awarded by the 36th calendar week. 53. A schedule showing the main activities prior and during installation is shown in Table 2. The sequence of the installation at the various sites is given only as an example and should be agreed upon between NMSA and the contractor. However, the installation of the new stations should be done prior to the relocation of the existing ones.

Table 2: Installation Schedule

36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52

1 Contract award

2 Site inspections

3 Finalisation of design

4 Configuration of systems

5

5.1 Site 1 Mt. Albowagi

5.2 Site 2 Mt. Favenc

5.3 Site 3 Mt. Tatarabung

5.4 Site 4 Mt. Sakail

5.5 Site 5 Mt. Horeatoa

5.6 Site 6 Mt. Mission

5.7 Site 7 Mt. Dimidimo

5.8 Site 8 Burns Peak

6 Completion of project

Installation, testing and commissioning

Calendar week of Year 2013 Activity

13

II. TIDE GAUGES

A. Introduction 54. Over the last five years, NMSA has invested in installing and implementing a lot of new technologies, such as tide gauges and current meters to assist in the prediction of tidal heights and streams or for the broadcast of real-time information to shipping. The latter is generally used to overcome the sometimes considerable differences between actual tide heights and predicted values due to meteorological and mean sea level fluctuations. 55. To install the tide gauge network, NMSA has decided to base on radar tide gauge recorders and sensors and data acquisition systems and link them via a mobile or landline network to a central Tide Gauge Center at NMSA Headquarters in Port Moresby for reception of real-time data of sea level variations. While seven to eight stations were considered necessary to cover the whole archipelago, only three such facilities were commissioned as a first step because of limited own financial resources. 56. A contract was awarded to AD Engineering Ltd for this project on the 11th April, 2012, and the three tide gauges were installed in Port Moresby, Alotau and Lae by 18 June, 2012 (the corresponding project Completion Report is attached as Annex 1.). 57. The aim of this system of tide gauges is to have one installed in each major port in PNG and also at outer island ports to monitor the sea level variations. Proposed additional sites are in Daru, Madang, Buka/Bougainville and Manus. B. Project Justification 58. Tide measurement related to sea level change is needed as input for studies by the Inter-governmental Panel on Climate Change that affects Small Island States, of which the PNG maritime community is a part. Monitoring sea-levels is necessary to understand the spatial pattern of long term sea level change due to ocean warming and ice melt, which affects the region. The data collected will also be shared with affiliated international organizations for the global network monitoring climate change and sea-levels within the region. 59. PNG, as an island and coastal state, uses the sea for delivery of goods and services, for economic growth and Government services, especially at the rural village community level. The tide gauges will provide real time information on water depth, particularly important for vessels with critical/deep draught using coastal waters or bound for PNG ports. Moreover, the data provided by the tide gauges may support management and planning decisions for maritime transport and infrastructure development as well as the safety, security, comfort and ease of travels, particularly in coastal areas including river estuaries and rivers subjected to tides. Better critical timing will be available to transport operators at all levels of the maritime industry through use of scientifically measured and calculated tidal information. 60. The data delivered by the tide gauges will enable NMSA to monitor and record changing depths of water for hydrographic surveys, marine surveys, navigation, storm surges, tsunami warnings, and port design and construction. 61. Main deliverables will be:

• Data sets of sea-levels; • Scientific input into the study of ocean processes in tropical regions;

14

• Engineering tidal data sets for port or wharf construction; • Tide models and (indirectly) improved ocean circulation models; • Maintenance and development of tropical or regional environmental networks; • Data sets for input into hydrographic surveys; • improved sea-level observations for land and marine surveys; • tide tables for navigational purposes; • input into prediction of storm surges and tsunami warnings; and • input for port hydro-dynamics for design and construction.

C. Project Benefits 62. Through the provision of the data obtained from the tide gauges and by sharing them with other parties and institutions the Government of PNG will benefit by co-operating with the Inter-Governmental Oceanographic Committee, the World Meteorological Organization, IMO and the International Hydrographic Office. PNG’s relationship and international credibility with these organizations will improve as they provide essential support and co-ordination, at a global level, for tide gauge data management. Regional community and research projects may also benefit from the information gathered and provided. 63. An indirect benefit is the protection of: (a) populations who live and operate in coastal areas; and (b) their properties. To date there has been no long-term scientific monitoring and measurement of changes in sea-level and tides around the PNG coast. 64. Monitoring tides will assist regarding disaster preparedness and combating environmental damage caused by climate change. The data will provide information that can be used to alert authorities to give early warning to coastal communities. 65. Improved tidal information will enable vessels serving the small ports and wharves to maximize the hours during which they can operate alongside, loading and discharging. D. Installation

1. Workflow 66. There will be no negative environmental impacts resulting from the installation of the tide gauges, nor are there any social issues to be expected, as the tide gauges will be installed above water surface on existing jetties in ports. The general operation principle of the tide gauges already installed is shown in Figure 7. 67. Figure 8 shows the water level sensor of a tide gauge. Changes in water levels will be determined by measuring the distance between the water level sensor and the water surface in intervals of one second. The measurements are digitalized and transmitted to NMSA Headquarters in Port Moresby. 68. Whereas the ports for the four additional tide gauges have already been determined (Daru, Madang, Buka and Manus), the exact locations are still to be determined with PNG Ports Corporation Ltd. (PNGPCL). 69. System requirements for the new tide gauges will correspond with the specifications of the ones installed in 2012 (see Annex 1).

15

Figure 7: Operation Principle of Tide Gauges

Figure 8: Tide Gauge / Water Level Sensor

16

70. The installation works are to be carried out in accordance with the applicable national technical standards and building, construction and environmental regulations under the supervision of NMSA.

2. Expected costs 71. Based on the experience with the tide gauges already installed, costs for installation and maintenance are estimated as shown in Table 3.

Table 3: Costs for Tide Gauges

Unit No ‘000 Kina $ Rate Total Total

Tide gauges (equipment) unit 4 200 800 386,600 Installation of tide gauges unit 4 150 600 290,000 Maintenance of 4 tide gauges over 4 years (based on data from existing stations)

Unit Years

16 40 640 309,300

3. Schedule

72. The installation of the additional tide gauges is planned for mid-2014. Consequently, corresponding tenders should be floated late 2013 or in the beginning of 2014 73. The main activities to be carried out by the contractor after being awarded the contract would be:

• Ordering, testing and receiving the equipment; • Installation and testing of the tide gauges in the locations chosen by NMSA and

PNGPCL; • Calibrating and integrating the new tide gauges into the existing system; • Handing over the related documentation; and • Training of the concerned NMSA staff in the utilization and maintenance of the tide

gauges. 74. The lead time for ordering/receiving the equipment is estimated to be 10 weeks. The time required for the installation, testing and commissioning of the equipment is estimated to be five working days per site. Under consideration of the other activities mentioned above the whole project is expected to be completed within 18 weeks after contract award. A schedule showing the main activities prior and during installation is shown in Table 4.

17

Table 4: Installation Schedule

12 13 // 23 24 25 26 27 28 29 30 31

1 Contract award

2

3

4

5

6

7 Configuration and calibration of whole system

8

9 Completion of project

Calendar week of Year 2014 Activity

Handover of documentation and training

Installation tide gauge No. 4

Installation tide gauge No. 3

Installation tide gauge No. 2

Installation tide gauge No. 1

Ordering, testing and arrival of equipme

18

ANNEX 1: COMPLETION REPORT OF TIDE GAUGE INSTALLATION

r

19

20

21

22

23