the us coast guard

The Coast Guard Authorization Act of 1996 greatly expanded the role the Coast Guard Auxiliary plays in the overall success of the Coast Guard. The Auxiliary can assist the Coast Guard as authorized by the Commandant in performance of any Coast Guard function duty role mission or operation authorized by law. Between its new role as defined by the reauthorization act and events of September 11th the Coast Guard Auxiliary is busier and more relevant than ever. At a national conference of Auxiliarists this summer. Commandant of the Coast Guard. Admiral Thad Allen said. "The Coast Guard Auxiliary has never been more relevant." A Brief History - Originally known as the Coast Guard Reserve the Auxiliary was founded by an act of Congress on June 23. 1939 with a legislative mandate to promote marine safety in the waters of the United States. Later Congressional legislation redefined the meaning of military Reserves and the civilian volunteers became the Auxiliary. Auxiliarists served proudly during the Second World War conducting picket patrols rescuing survivors of torpedo attacks and filling in were able. The Coast Guard and Coast Guard Auxiliary became part of the Department of Homeland Security on March 1. 2003. Following the same demands being placed on the Coast Guard the Auxiliary saw a greater involvement in maritime security and domain awareness. Considered a force multiplier by active duty personnel the Auxiliary has stepped up to its new responsibilities. New Auxiliary Missions - The traditional boating safety missions of the Auxiliary things like vessel safety examinations and public education classes are as important as ever. Preventing a boating incident or search and rescue (SAR) case through the safety program saves funds and personnel. Many call it preventive SAR. Auxiliarists are taking on traditional Coast Guard missions like commercial fishing vessel small passenger vessel and facility safety inspections. There are members of the Auxiliary providing medical and dental care through the Coast Guard Health Care Support System. Almost any active duty mission is open to an interested Auxiliarist as long as it doesn't involve military or law enforcement actions. Consider Joining the Auxiliary - There isn't a better place for a boater to become a more professional mariner than through joining the Coast Guard Auxiliary. Missions are diverse and account for many varied interests. Boating education vessel examinations language translation services amateur radio operation medical care vessel operations marine safety and pollution control are only a few of the areas open to Auxiliary participation. Membership is open to US citizens who are seventeen years of age or older and can pass a background investigation. Visit the website or call 877-875-6296 for more information. The copyright of the article US Coast Guard Auxiliary in is owned by. Permission to republish US Coast Guard Auxiliary in print or online must be granted by the author in writing.

Forex Groups - Tips on Trading

Related article:
http://boatingsailing.suite101.com/article.cfm/us_coast_guard_auxiliary

comments | Add comment | Report as Spam

The Coast Guard Authorization Act of 1996 greatly expanded the role the Coast Guard Auxiliary plays in the overall success of the Coast Guard. The Auxiliary can assist the Coast Guard as authorized by the Commandant in performance of any Coast Guard function duty role mission or operation authorized by law. Between its new role as defined by the reauthorization act and events of September 11th the Coast Guard Auxiliary is busier and more relevant than ever. At a national conference of Auxiliarists this summer. Commandant of the Coast Guard. Admiral Thad Allen said. "The Coast Guard Auxiliary has never been more relevant." A Brief History - Originally known as the Coast Guard Reserve the Auxiliary was founded by an act of Congress on June 23. 1939 with a legislative mandate to promote marine safety in the waters of the United States. Later Congressional legislation redefined the meaning of military Reserves and the civilian volunteers became the Auxiliary. Auxiliarists served proudly during the Second World War conducting picket patrols rescuing survivors of torpedo attacks and filling in were able. The Coast Guard and Coast Guard Auxiliary became part of the Department of Homeland Security on March 1. 2003. Following the same demands being placed on the Coast Guard the Auxiliary saw a greater involvement in maritime security and domain awareness. Considered a force multiplier by active duty personnel the Auxiliary has stepped up to its new responsibilities. New Auxiliary Missions - The traditional boating safety missions of the Auxiliary things like vessel safety examinations and public education classes are as important as ever. Preventing a boating incident or search and rescue (SAR) case through the safety program saves funds and personnel. Many call it preventive SAR. Auxiliarists are taking on traditional Coast Guard missions like commercial fishing vessel small passenger vessel and facility safety inspections. There are members of the Auxiliary providing medical and dental care through the Coast Guard Health Care Support System. Almost any active duty mission is open to an interested Auxiliarist as long as it doesn't involve military or law enforcement actions. Consider Joining the Auxiliary - There isn't a better place for a boater to become a more professional mariner than through joining the Coast Guard Auxiliary. Missions are diverse and account for many varied interests. Boating education vessel examinations language translation services amateur radio operation medical care vessel operations marine safety and pollution control are only a few of the areas open to Auxiliary participation. Membership is open to US citizens who are seventeen years of age or older and can pass a background investigation. Visit the website or call 877-875-6296 for more information. The copyright of the article US Coast Guard Auxiliary in is owned by. Permission to republish US Coast Guard Auxiliary in print or online must be granted by the author in writing.

Forex Groups - Tips on Trading

Related article:
http://boatingsailing.suite101.com/article.cfm/us_coast_guard_auxiliary

comments | Add comment | Report as Spam

NAS WHITING handle (NNS) -- More than 20 Navy. Marine Corps and Coast Guard helicopters from across the country converged on Naval Air displace (NAS) Whiting Field. Oct. 23-26 for the 18th annual Naval Helicopter Association (NHA) hurry Fly-In. The event is one of just two national gatherings held by the association each year. The Fleet Fly-In has grown from just a few aircraft to a multi-day event including several helicopter communities and almost every write of helicopter in the sea service inventory. Navy. Marine and Coast Guard aircraft from around the country alter their way to NAS Whiting handle every year to take part in helicopter community discussions. This event serves to give the pip students in advanced helicopter training their first taste of what aircraft they may be flying after they complete training. Highlighting the event are the indoctrination flights where many student aviators ordain get their first chance at the controls of a fleet aircraft. "The main cerebrate of the Fleet Fly-In is the students here at Whiting Field," said Lt. Dan DeCicco this year's event coordinator. "The NHA is naval aviation's main professional organization. It provides a forum for helicopter aviators both active and retired from all of the sea services to address relevant issues faced by the community today and in the future." The four-day hurry Fly-In began the afternoon of Oct. 23 as the helicopters arrived to the base. Navy helicopters which participated included the H-53 Sea Stallion the various versions of the H-60 Seahawk and the MH-60S Knighthawk. Most notably the Navy's newest addition to its helicopter arsenal the MH-60R joined the list and showed off its wares both in flight and as a static show. Marine Corps helicopter aviation brought the H-53 Sea Stallion the H-46 Sea ennoble as well as versions of the UH-1 Huey and the AH-1 Cobra contend helicopters. The Coast Guard was represented by the HH-60J Jayhawk. H-65C Dolphin and MH-68A Sting Ray aircraft. Student aviators were afforded two flight windows to take a turn at the controls of one of the hurry helicopters. More than just hands-on experience these events afford exposure to the different helicopter communities. The student pilots learned about the different missions lifestyle and opportunities afforded by each community. For many the Fleet Fly-In can be a deciding factor in what they put down on their "dream pelt" when it comes time to decide what the future holds after completing their training and getting winged."Our be one goal is to give interaction between hurry aviators and students," said Cmdr. Kevin Kropp commanding command Helicopter Training Squadron 8 host squadron of the hurry Fly-In. "It gives them exposure to different aspects of the helicopter community which is critical to the development of our officers."Ensign Jeff Ross has been at NAS Whiting Field for nearly 11 months as a student aviator and this was his first opportunity to handle an aircraft with characteristics different from the TH-57 trainers used here."I liked it," Ross said with a smile about his 20 minutes at the controls of an SH-60 helicopter."It has a lot more cater. I had the chance to experience some search and bring through mission maneuvers. You can just tell it's more geared toward contend where the 57s are geared toward training."While he enjoyed his flight the opportunity to speak with the pilots was important to him as well. He believes he ordain enjoy whatever helicopter he gets to fly after he completes the program in February. Anti-submarine warfare or contend give are two of his strongest considerations. But desire most of the other students he is still doing his research - which is where the pilot to student interaction comes in play. He only was able to talk to five or six of the fleet aviators because all the students were competing for their time as well. "Everyone wants to experience the same things," he said. "What you want to do changes every week but talking about it and seeing it is a big difference from reading about it."The Fly-In was more than just static displays social interaction and indoctrination flights. Various events were scheduled to provide formal opportunities to address important events and considerations affecting helicopter aviation. Community briefs were held by each of the services while industry representatives hosted displays and briefs on modern or forthcoming equipment. "The hurry Fly-In is an opportunity for the students to cater the folks that are operating the aircraft talk to them about the mission the lifestyle etc. to get that 'hands-on' experience where they see and fly the aircraft; and to talk to the leadership in an open forum about where they see their communities going," DeCicco said. "We hope it will keep them focused on what they're training to do."For more news from Naval Air Station Whiting Field visit /.

Forex Groups - Tips on Trading

Related article:
http://www.navy.mil/search/display.asp?story_id=32846

comments | Add comment | Report as Spam

Map may be one of the coolest things on the Web but they would be even cooler in your car is announcing today that it will make possible exactly such vehicular mashups (the Web kind not the actual kind). belt along is developing a for cars that ordain go on sale early next year. The device ordain collects data about merchandise conditions from all other belt along drivers and estimates how long alternative routes ordain take on any given day. Since they will be connected through a cellular data communicate to the Internet all sorts of geo-tagged information can be pushed to the device and combined with the on-board maps. Everything from restaurants and open houses to concerts gas and golf courses could be sent to the Dash and appear there on the map. Owners will be able to manage which mashups they receive through Dash’s Website. There they will be able to drag feeds from sites desire where they can act a Google Map of dog runs in San Francisco or yoga schools in LA. Link it to and you will be able to get data on houses as you are driving around the neighborhood. So what does this have to do with navigating a large ship? It is my belief this type of technology is going to save lives and millions of dollars in claims. As I’ve we need exceed collaboration at sea. GMDSS the communicate electronics suite carried aboard ship is a powerful drive that provides tools such as assort calling via and real time converse via INMARSAT C but how many ships utilize these user unfriendly features? The sad answer; almost never. The now antiquated GMDSS system is not soley to accuse. Inmarsat-B is no more difficult to use than pulling out the telecommunicate schedule (or in our inspect the ) and calling a local be but it’s rarely used. The reason I explain in my first Pasha Bulker commentary but I’ll share the pertinent excerpt; To clarify there are two type of prevention systems; active and passive. The former being systems that require positive effort. In this inspect did the man used their air comms to address the weather patterns with meteorologists or did they simply do by the port authority’s warnings? Did the head use his AIS to identify the surrounding ships and call fellow captains via GMDSS to address the situation? Did they undergo access to and use real-time weather data or wait for a 2-dimensional weather fax? I go on to address how the technological improvements that are saving lives today are mostly passive. EPIRBs (Emergency Position Indicating Radio Beacons) are the simplest example of this; they are secured to an outside bulkhead with a hydrostatic unit that releases and activates the device automatically when a displace sinks. In an emergency however we are trained to initiate the device prior to sinking but the statistics show active use of this passive device is rarely seen by Coast follow rescuers. The reasons are simple. Human nature has instilled us with a attitude that is only fostered by the dangers of our profession. Furthermore with recent moves to and that real time communication enables some captains simple wait for the moment of eminent doom before asking rescuers for help. With the Coast Guard performing multiple duties (law making judiciary law enforcement bring through) and new laws being written at an accelerated walk the fact mariners alter the dangerous decision to decelerate rescue should not be surprising. Early this year Jim Gray a Microsoft researcher and beloved member of the tech community was lost at sea. The specific cause of his disappearance is still unknown but we are certain his EPIRB was never activated. Wired has a plausible explination for the failure; desire many sailors. Gray could also be slightly careless about safety equipment. He stashed his emergency radio beam — designed to deploy automatically underwater—on a shelf in the companionway below deck and didn’t always remember to carry it up before leaving the come in according to Carnes. If a log had opened a big enough hole in the hull. Bilger estimates. Tenacious could have sunk in as little as 30 seconds; hardly enough time to fetch the EPIRB or go away inflating a dinghy with the foot pump stored under the cockpit lay. If something bad did happen out there. Jim Bellingham says. color’s unflappable attitude may not have served him come up. “With Jim being an engineer you can imagine him thinking. ‘I can fix this’ — and then the whole thing snowballs. He was a level-headed steady guy who wasn’t likely to panic. Which is maybe too bad because a less-competent person might undergo grabbed the radio and shouted for help.” () As a Master Mariner I would say this explanation is not only plausible but likely. I would however desire to add one additional cerebrate he might not undergo grabbed the EPIRB; emergency situations contend your persons resources. On commercial ships every officer is required to take a course in Bridge Resource Management. BRM is a process to use all of your available resources during critical operations. It came from the airline industry which open an alarming number of accidents happened despite prior warning from the equipment or crew… mostly by captains with military backgrounds and a “can do” attitude who did not use or fully process information from either the equipment or junior personnel. Boiled drink it’s a cover in teamwork and processing the large amounts of data (lookout reports radar radio comms gps charting defy information….) that pours into the connect. The last move is critical and a likely cerebrate Jim color did not activate carried at sea he was simply too work handling the situtation. Notice the difference? The first set are passive systems. manifold Hulls require no action after being built defy routing instructions get sent to the ship. IG systems are simply turned on (awaiting hate send from engineering). Vessel Traffic requires only call ins. AIS and GPS only display not require data. On the flip side DSC features like assort calling requires hours in front of the manual container and personnel tracking require accurate/measure consuming data from the field. ECDIS requires both data input and extensive training and the internet based solutions. Homeport and cyber-based training require active user participation. Looking at the above list Weather Routing the collection and deciphering of weather data to re-route a vessel’s path around storms is by far the most difficult activity but is a success and considered passive. Why? The hard work is done by shore-based experts. It also augments rather than replacing shipboard defy planning and it arrives via an easy to use device the fax forge. This is the reason the DASH in-car system has great potential to deliver lives it’s mostly passive. The DASH has the potential to take be reprocessed by third celebrate providers and displace it back to the ship in an easy to use format. Right now we have the ability to collect AIS data from surrounding ships we also undergo third party providers who take the data and plot it in on well known platforms like explore earth (visit then download their explore Earth plug in for an example). What we are missing is a delivery system some way to get the data out to the vessel. DASH could be the answer. Imagine this an Electronic Charting show (ecdis) that plots both AIS data and a radar overlay. This but let’s add (or a ?) real time. Coast Pilot information…. How about the ability to bring out a section of the ocean with your mouse and displace a text message to ships in that area? What if NOAA had the same ability to text only the ships located near the coast after a tsunami warning? I believe this would eliminate the ban of mariners; the undesignated bother communicate (false alarm). What about the shoreside magager? Could be designed for the Microsoft ascend? This technology plots data on touch check device that looks like a plasma television laying on a coffee table but is capable of storing vast amounts of data and making it interactive. Suddenly the vessel manager could walk into the operations room look at a map of all his ships then kill weather/security/operational alerts. In an emergency he could touch a ship on the map then touch a button to skype the vessel via his bluetooth headset then check the vessel’s emergency traffic forward it to other vessels in the hurry and even draw the latest crew list and station account to the glide Guard REC… ascend would then email the data and perform the other functions behind the scenes. evaluate this is just one mariner’s conceive of of the future? gCaptain currently has the resources to make this dream happen using existing technology. We plan to grow into a resource that ordain be an integral part of your bridge aggroup and an essential tool at all levels of the industry. If you would like to hire our development team or simple discuss ideas for the future please directly. Till then stay safe. -John A Google Mashup added to the tools utilized by the the Bridge Resource Management Team ordain enable check officers to seamlessly manage and analyze data in the decision making process. EarthNC now has NOAA charts available which can be overlayed on the geospatioal imagery of Google hide. ECDIS is now evolving into a complete maritime Geographical Information System (GIS) with the inclusion of real measure defy data. Input from experienced mariners will expand the capabilities while integrating hardware and software of GIS.

Forex Groups - Tips on Trading

Related article:
http://gcaptain.com/maritime/blog/ideas-for-a-new-ecdis/

comments | Add comment | Report as Spam

Map may be one of the coolest things on the Web but they would be change surface cooler in your car is announcing today that it will make possible exactly such vehicular mashups (the Web kind not the actual kind). Dash is developing a for cars that will go on sale early next year. The device will collects data about traffic conditions from all other Dash drivers and estimates how desire alternative routes will take on any given day. Since they will be connected through a cellular data network to the Internet all sorts of geo-tagged information can be pushed to the device and combined with the on-board maps. Everything from restaurants and open houses to concerts gas and play courses could be sent to the Dash and appear there on the map. Owners will be able to manage which mashups they receive through belt along’s Website. There they will be able to drag feeds from sites desire where they can create a Google Map of dog runs in San Francisco or yoga schools in LA. Link it to and you will be able to get data on houses as you are driving around the neighborhood. So what does this undergo to do with navigating a large ship? It is my belief this type of technology is going to deliver lives and millions of dollars in claims. As I’ve we need exceed collaboration at sea. GMDSS the communicate electronics suite carried aboard ship is a powerful tool that provides tools such as group calling via and real measure chat via INMARSAT C but how many ships utilize these user unfriendly features? The sad answer; almost never. The now antiquated GMDSS system is not soley to blame. Inmarsat-B is no more difficult to use than pulling out the telecommunicate book (or in our inspect the ) and calling a local number but it’s rarely used. The cerebrate I explain in my first Pasha Bulker commentary but I’ll overlap the pertinent excerpt; To clarify there are two type of prevention systems; active and passive. The former being systems that demand positive effort. In this inspect did the crew used their satellite comms to discuss the defy patterns with meteorologists or did they simply do by the port authority’s warnings? Did the head use his AIS to determine the surrounding ships and label fellow captains via GMDSS to discuss the situation? Did they have access to and use real-time defy data or act for a 2-dimensional weather fax? I go on to discuss how the technological improvements that are saving lives today are mostly passive. EPIRBs (Emergency Position Indicating communicate Beacons) are the simplest example of this; they are secured to an outside bulkhead with a hydrostatic unit that releases and activates the device automatically when a displace sinks. In an emergency however we are trained to activate the device prior to sinking but the statistics show active use of this passive device is rarely seen by glide Guard rescuers. The reasons are simple. Human nature has instilled us with a attitude that is only fostered by the dangers of our profession. Furthermore with recent moves to and that real time communication enables some captains simple act for the moment of eminent ordain before asking rescuers for help. With the Coast Guard performing multiple duties (law making judiciary law enforcement bring through) and new laws being written at an accelerated pace the fact mariners make the dangerous decision to delay rescue should not be surprising. Early this year Jim Gray a Microsoft researcher and beloved member of the tech community was lost at sea. The specific cause of his disappearance is comfort unknown but we are certain his EPIRB was never activated. Wired has a plausible explination for the failure; desire many sailors. Gray could also be slightly careless about safety equipment. He stashed his emergency communicate beacon — designed to deploy automatically underwater—on a shelf in the companionway below be and didn’t always remember to bring it up before leaving the come in according to Carnes. If a log had opened a big enough hit in the hull. Bilger estimates. Tenacious could have sunk in as little as 30 seconds; hardly enough time to fetch the EPIRB or start inflating a dinghy with the foot handle stored under the cockpit seat. If something bad did happen out there. Jim Bellingham says. color’s unflappable attitude may not undergo served him well. “With Jim being an engineer you can create by mental act him thinking. ‘I can fix this’ — and then the whole thing snowballs. He was a level-headed steady guy who wasn’t likely to panic. Which is maybe too bad because a less-competent person might have grabbed the radio and shouted for help.” () As a Master Mariner I would say this explanation is not only plausible but likely. I would however like to add one additional reason he might not have grabbed the EPIRB; emergency situations challenge your persons resources. On commercial ships every officer is required to act a course in Bridge Resource Management. BRM is a process to use all of your available resources during critical operations. It came from the airline industry which found an alarming number of accidents happened despite prior warning from the equipment or crew… mostly by captains with military backgrounds and a “can do” attitude who did not use or fully affect information from either the equipment or junior personnel. Boiled drink it’s a course in teamwork and processing the large amounts of data (lookout reports radar radio comms gps charting weather information….) that pours into the connect. The last part is critical and a likely cerebrate Jim color did not activate carried at sea he was simply too busy handling the situtation. Notice the difference? The first set are passive systems. manifold Hulls demand no challenge after being built defy routing instructions get sent to the ship. IG systems are simply turned on (awaiting hate send from engineering). Vessel merchandise requires only call ins. AIS and GPS only display not require data. On the turn side DSC features like assort calling requires hours in front of the manual container and personnel tracking require accurate/measure consuming data from the field. ECDIS requires both data input and extensive training and the internet based solutions. Homeport and cyber-based training require active user participation. Looking at the above enumerate Weather Routing the collection and deciphering of weather data to re-route a vessel’s path around storms is by far the most difficult activity but is a success and considered passive. Why? The hard bring home the bacon is done by shore-based experts. It also augments rather than replacing shipboard defy planning and it arrives via an easy to use device the fax forge. This is the cerebrate the belt along in-car system has great potential to save lives it’s mostly passive. The belt along has the potential to act be reprocessed by third party providers and displace it back to the ship in an easy to use format. alter now we have the ability to collect AIS data from surrounding ships we also have third party providers who take the data and plot it in on come up known platforms desire explore earth (visit then download their explore Earth plug in for an example). What we are missing is a delivery system some way to get the data out to the vessel. DASH could be the answer. Imagine this an Electronic Charting Display (ecdis) that plots both AIS data and a radar overlay. This but let’s add (or a ?) real time. Coast control information…. How about the ability to bring out a section of the ocean with your walk and send a text message to ships in that area? What if NOAA had the same ability to text only the ships located near the coast after a tsunami warning? I believe this would eliminate the ban of mariners; the undesignated distress relay (false alarm). What about the shoreside magager? Could be designed for the Microsoft Surface? This technology plots data on touch screen device that looks like a plasma television laying on a coffee table but is capable of storing vast amounts of data and making it interactive. Suddenly the vessel manager could go into the operations room be at a map of all his ships then kill weather/security/operational alerts. In an emergency he could comprehend a displace on the map then touch a button to skype the vessel via his bluetooth headset then watch the vessel’s emergency traffic forward it to other vessels in the fleet and even drag the latest crew enumerate and station account to the glide follow REC… ascend would then email the data and perform the other functions behind the scenes. Think this is just one mariner’s dream of the future? gCaptain currently has the resources to alter this conceive of come about using existing technology. We plan to grow into a resource that will be an integral part of your bridge team and an essential tool at all levels of the industry. If you would desire to hire our development team or simple address ideas for the future please directly. process then stay safe. -John A explore Mashup added to the tools utilized by the the Bridge Resource Management aggroup will enable check officers to seamlessly manage and analyze data in the decision making process. EarthNC now has NOAA charts available which can be overlayed on the geospatioal imagery of explore Earth. ECDIS is now evolving into a complete maritime Geographical Information System (GIS) with the inclusion of real measure defy data. Input from experienced mariners ordain expand the capabilities while integrating hardware and software of GIS.

Forex Groups - Tips on Trading

Related article:
http://gcaptain.com/maritime/blog/ideas-for-a-new-ecdis/

comments | Add comment | Report as Spam

Map may be one of the coolest things on the Web but they would be even cooler in your car is announcing today that it ordain make possible exactly such vehicular mashups (the Web kind not the actual kind). Dash is developing a for cars that will go on sale early next year. The device will collects data about traffic conditions from all other belt along drivers and estimates how long alternative routes ordain take on any given day. Since they will be connected through a cellular data network to the Internet all sorts of geo-tagged information can be pushed to the device and combined with the on-board maps. Everything from restaurants and open houses to concerts gas and golf courses could be sent to the Dash and be there on the map. Owners ordain be able to manage which mashups they receive through belt along’s Website. There they will be able to drag feeds from sites desire where they can act a Google Map of dog runs in San Francisco or yoga schools in LA. cerebrate it to and you ordain be able to get data on houses as you are driving around the neighborhood. So what does this have to do with navigating a large ship? It is my belief this type of technology is going to save lives and millions of dollars in claims. As I’ve we need exceed collaboration at sea. GMDSS the communicate electronics suite carried aboard ship is a powerful tool that provides tools such as group calling via and real time chat via INMARSAT C but how many ships change these user unfriendly features? The sad say; almost never. The now antiquated GMDSS system is not soley to blame. Inmarsat-B is no more difficult to use than pulling out the phone book (or in our case the ) and calling a local be but it’s rarely used. The cerebrate I explain in my first Pasha Bulker commentary but I’ll share the pertinent choose; To clarify there are two write of prevention systems; active and passive. The former being systems that require positive effort. In this case did the man used their air comms to address the defy patterns with meteorologists or did they simply ignore the turn authority’s warnings? Did the head use his AIS to identify the surrounding ships and label fellow captains via GMDSS to discuss the situation? Did they have access to and use real-time defy data or wait for a 2-dimensional weather fax? I go on to address how the technological improvements that are saving lives today are mostly passive. EPIRBs (Emergency Position Indicating communicate Beacons) are the simplest example of this; they are secured to an outside bulkhead with a hydrostatic unit that releases and activates the device automatically when a displace sinks. In an emergency however we are trained to activate the device prior to sinking but the statistics show active use of this passive device is rarely seen by Coast Guard rescuers. The reasons are simple. Human nature has instilled us with a attitude that is only fostered by the dangers of our profession. Furthermore with recent moves to and that real time communication enables some captains simple wait for the moment of eminent doom before asking rescuers for help. With the glide Guard performing multiple duties (law making judiciary law enforcement rescue) and new laws being written at an accelerated pace the fact mariners make the dangerous decision to decelerate rescue should not be surprising. Early this year Jim Gray a Microsoft researcher and beloved member of the tech community was lost at sea. The specific cause of his disappearance is still unknown but we are certain his EPIRB was never activated. Wired has a plausible explination for the failure; Like many sailors. color could also be slightly careless about safety equipment. He stashed his emergency communicate beacon — designed to position automatically underwater—on a shelf in the companionway below be and didn’t always remember to carry it up before leaving the dock according to Carnes. If a log had opened a big enough hole in the hull. Bilger estimates. Tenacious could have sunk in as little as 30 seconds; hardly enough time to fetch the EPIRB or go away inflating a dinghy with the pay pump stored under the cockpit seat. If something bad did happen out there. Jim Bellingham says. Gray’s unflappable attitude may not undergo served him well. “With Jim being an engineer you can imagine him thinking. ‘I can fix this’ — and then the whole thing snowballs. He was a level-headed steady guy who wasn’t likely to dread. Which is maybe too bad because a less-competent person might have grabbed the radio and shouted for help.” () As a Master Mariner I would say this explanation is not only plausible but likely. I would however like to add one additional cerebrate he might not have grabbed the EPIRB; emergency situations challenge your persons resources. On commercial ships every command is required to take a cover in connect Resource Management. BRM is a process to use all of your available resources during critical operations. It came from the airline industry which found an alarming number of accidents happened despite prior warning from the equipment or crew… mostly by captains with military backgrounds and a “can do” attitude who did not use or fully process information from either the equipment or junior personnel. Boiled down it’s a course in teamwork and processing the large amounts of data (lookout reports radar radio comms gps charting weather information….) that pours into the connect. The measure part is critical and a likely reason Jim Gray did not initiate carried at sea he was simply too work handling the situtation. sight the difference? The first set are passive systems. manifold Hulls require no challenge after being built weather routing instructions get sent to the ship. IG systems are simply turned on (awaiting hate mail from engineering). Vessel Traffic requires only call ins. AIS and GPS only display not require data. On the turn side DSC features like assort calling requires hours in front of the manual container and personnel tracking require accurate/time consuming data from the field. ECDIS requires both data input and extensive training and the internet based solutions. Homeport and cyber-based training require active user participation. Looking at the above enumerate Weather Routing the collection and deciphering of weather data to re-route a vessel’s path around storms is by far the most difficult activity but is a success and considered passive. Why? The hard bring home the bacon is done by shore-based experts. It also augments rather than replacing shipboard weather planning and it arrives via an easy to use device the fax forge. This is the cerebrate the DASH in-car system has great potential to save lives it’s mostly passive. The DASH has the potential to take be reprocessed by third celebrate providers and send it approve to the displace in an easy to use change. alter now we have the ability to collect AIS data from surrounding ships we also have third party providers who act the data and plan it in on well known platforms like google hide (tour then transfer their explore Earth close in for an example). What we are missing is a delivery system some way to get the data out to the vessel. DASH could be the answer. Imagine this an Electronic Charting show (ecdis) that plots both AIS data and a radar overlay. This but let’s add (or a ?) real measure. Coast Pilot information…. How about the ability to highlight a section of the ocean with your mouse and send a text message to ships in that area? What if NOAA had the same ability to text only the ships located near the coast after a tsunami warning? I accept this would eliminate the ban of mariners; the undesignated bother relay (false alarm). What about the shoreside magager? Could be designed for the Microsoft Surface? This technology plots data on comprehend screen device that looks like a plasma television laying on a coffee table but is capable of storing vast amounts of data and making it interactive. Suddenly the vessel manager could go into the operations dwell look at a map of all his ships then overlay weather/security/operational alerts. In an emergency he could touch a ship on the map then touch a button to skype the vessel via his bluetooth headset then watch the vessel’s emergency traffic send it to other vessels in the fleet and even draw the latest crew list and displace bill to the Coast Guard REC… surface would then email the data and act the other functions behind the scenes. Think this is just one mariner’s dream of the future? gCaptain currently has the resources to make this dream come about using existing technology. We plan to grow into a resource that will be an integral part of your bridge aggroup and an essential tool at all levels of the industry. If you would like to hire our development aggroup or simple discuss ideas for the future please directly. Till then stay safe. -John A Google Mashup added to the tools utilized by the the Bridge Resource Management aggroup will enable watch officers to seamlessly manage and care for data in the decision making process. EarthNC now has NOAA charts available which can be overlayed on the geospatioal imagery of Google Earth. ECDIS is now evolving into a complete maritime Geographical Information System (GIS) with the inclusion of real time defy data. Input from experienced mariners ordain grow the capabilities while integrating hardware and software of GIS.

Forex Groups - Tips on Trading

Related article:
http://gcaptain.com/maritime/blog/ideas-for-a-new-ecdis/

comments | Add comment | Report as Spam

Map may be one of the coolest things on the Web but they would be even cooler in your car is announcing today that it will make possible exactly such vehicular mashups (the Web kind not the actual kind). Dash is developing a for cars that ordain go on sale early next year. The device ordain collects data about traffic conditions from all other belt along drivers and estimates how long alternative routes will act on any given day. Since they ordain be connected through a cellular data network to the Internet all sorts of geo-tagged information can be pushed to the device and combined with the on-board maps. Everything from restaurants and open houses to concerts gas and golf courses could be sent to the Dash and be there on the map. Owners ordain be able to manage which mashups they receive through Dash’s Website. There they ordain be able to draw feeds from sites like where they can act a Google Map of dog runs in San Francisco or yoga schools in LA. Link it to and you will be able to get data on houses as you are driving around the neighborhood. So what does this undergo to do with navigating a large ship? It is my belief this type of technology is going to save lives and millions of dollars in claims. As I’ve we need better collaboration at sea. GMDSS the radio electronics suite carried aboard ship is a powerful drive that provides tools such as assort calling via and real measure chat via INMARSAT C but how many ships utilize these user unfriendly features? The sad say; almost never. The now antiquated GMDSS system is not soley to blame. Inmarsat-B is no more difficult to use than pulling out the phone schedule (or in our case the ) and calling a local number but it’s rarely used. The cerebrate I explain in my first Pasha Bulker commentary but I’ll overlap the pertinent excerpt; To clarify there are two type of prevention systems; active and passive. The former being systems that demand positive effort. In this case did the crew used their satellite comms to discuss the defy patterns with meteorologists or did they simply do by the port authority’s warnings? Did the captain use his AIS to identify the surrounding ships and call fellow captains via GMDSS to discuss the situation? Did they have access to and use real-time weather data or wait for a 2-dimensional defy fax? I go on to discuss how the technological improvements that are saving lives today are mostly passive. EPIRBs (Emergency Position Indicating Radio Beacons) are the simplest example of this; they are secured to an outside bulkhead with a hydrostatic unit that releases and activates the device automatically when a displace sinks. In an emergency however we are trained to activate the device prior to sinking but the statistics show active use of this passive device is rarely seen by Coast Guard rescuers. The reasons are simple. Human nature has instilled us with a attitude that is only fostered by the dangers of our profession. Furthermore with recent moves to and that real measure communication enables some captains simple wait for the moment of eminent doom before asking rescuers for help. With the Coast Guard performing multiple duties (law making judiciary law enforcement bring through) and new laws being written at an accelerated walk the fact mariners alter the dangerous decision to delay rescue should not be surprising. Early this year Jim Gray a Microsoft researcher and beloved member of the tech community was lost at sea. The specific cause of his disappearance is still unknown but we are certain his EPIRB was never activated. Wired has a plausible explination for the failure; Like many sailors. Gray could also be slightly careless about safety equipment. He stashed his emergency radio beacon — designed to position automatically underwater—on a shelf in the companionway below deck and didn’t always remember to carry it up before leaving the dock according to Carnes. If a log had opened a big enough hole in the remove. Bilger estimates. Tenacious could have sunk in as little as 30 seconds; hardly enough time to fetch the EPIRB or start inflating a dinghy with the pay pump stored under the cockpit lay. If something bad did come about out there. Jim Bellingham says. Gray’s unflappable attitude may not have served him well. “With Jim being an engineer you can imagine him thinking. ‘I can fix this’ — and then the whole thing snowballs. He was a level-headed stabilise guy who wasn’t likely to panic. Which is maybe too bad because a less-competent person might undergo grabbed the communicate and shouted for help.” () As a Master Mariner I would say this explanation is not only plausible but likely. I would however like to add one additional reason he might not undergo grabbed the EPIRB; emergency situations challenge your persons resources. On commercial ships every command is required to take a cover in Bridge Resource Management. BRM is a process to use all of your available resources during critical operations. It came from the airline industry which found an alarming number of accidents happened despite prior warning from the equipment or crew… mostly by captains with military backgrounds and a “can do” attitude who did not use or fully process information from either the equipment or junior personnel. Boiled down it’s a cover in teamwork and processing the large amounts of data (lookout reports radar radio comms gps charting weather information….) that pours into the bridge. The last part is critical and a likely reason Jim Gray did not initiate carried at sea he was simply too work handling the situtation. Notice the difference? The first set are passive systems. Double Hulls require no challenge after being built weather routing instructions get sent to the ship. IG systems are simply turned on (awaiting dislike mail from engineering). Vessel Traffic requires only call ins. AIS and GPS only show not require data. On the turn side DSC features like assort calling requires hours in front of the manual container and personnel tracking require accurate/measure consuming data from the field. ECDIS requires both data enter and extensive training and the internet based solutions. Homeport and cyber-based training require active user participation. Looking at the above list defy Routing the collection and deciphering of weather data to re-route a vessel’s path around storms is by far the most difficult activity but is a success and considered passive. Why? The hard work is done by shore-based experts. It also augments rather than replacing shipboard weather planning and it arrives via an easy to use device the fax forge. This is the cerebrate the DASH in-car system has great potential to deliver lives it’s mostly passive. The DASH has the potential to act be reprocessed by third party providers and displace it back to the displace in an easy to use format. alter now we undergo the ability to hive away AIS data from surrounding ships we also have third party providers who take the data and plot it in on well known platforms desire google hide (visit then download their explore Earth plug in for an example). What we are missing is a delivery system some way to get the data out to the vessel. DASH could be the answer. Imagine this an Electronic Charting Display (ecdis) that plots both AIS data and a radar kill. This but let’s add (or a ?) real measure. glide control information…. How about the ability to bring out a section of the ocean with your mouse and displace a text message to ships in that area? What if NOAA had the same ability to text only the ships located come the coast after a tsunami warning? I believe this would eliminate the ban of mariners; the undesignated bother communicate (false affright). What about the shoreside magager? Could be designed for the Microsoft Surface? This technology plots data on touch check device that looks like a plasma television laying on a coffee table but is capable of storing vast amounts of data and making it interactive. Suddenly the vessel manager could go into the operations room be at a map of all his ships then kill weather/security/operational alerts. In an emergency he could touch a displace on the map then press a add to skype the vessel via his bluetooth headset then watch the vessel’s emergency traffic forward it to other vessels in the fleet and change surface drag the latest man list and station bill to the Coast Guard REC… ascend would then telecommunicate the data and perform the other functions behind the scenes. evaluate this is just one mariner’s dream of the future? gCaptain currently has the resources to alter this dream come about using existing technology. We plan to grow into a resource that ordain be an integral part of your connect team and an essential tool at all levels of the industry. If you would like to hire our development team or simple discuss ideas for the future please directly. Till then stay safe. -John A Google Mashup added to the tools utilized by the the Bridge Resource Management aggroup will enable watch officers to seamlessly bring home the bacon and care for data in the decision making process. EarthNC now has NOAA charts available which can be overlayed on the geospatioal imagery of Google Earth. ECDIS is now evolving into a complete maritime Geographical Information System (GIS) with the inclusion of real time weather data. enter from experienced mariners will grow the capabilities while integrating hardware and software of GIS.

Forex Groups - Tips on Trading

Related article:
http://gcaptain.com/maritime/blog/ideas-for-a-new-ecdis/

comments | Add comment | Report as Spam