Proprietary Network Redundancy Technologies for Utmost Scalability, Reliability, and Cost Efficiency Moxa switches offer Turbo Ring and
Turbo Chain technologies to give our
customers the strongest and fastest
automated redundancies available
on Ethernet networks. These ring
technologies are paired with a full
range of tough, robust maritime switch
solutions designed to simplify and
optimize your networks with superior
availability, reliability, and flexibility, all
while dropping costs on deployment
and maintenance to give you substantial
savings on your TCO.
Turbo Ring: Enabling Ring and Media Redundancy
• Fast fault recovery < 20 ms
• Flexible ring topology
• Lower total cost of ownership
Turbo Chain: Simplify Complex Deployments for Better Network Redundancy
• Fast fault recovery < 20 ms
• Limitless expansion potential
• Live node expansions reduce network
interruptions
• Big savings on cabling costs
Full Range of Gigabit Ethernet Solutions for High Bandwidth InfrastructureTo meet the demanding requirements of high bandwidth network communication, Moxa offers a complete range of strongly secure Gigabit Ethernet switching and routing solutions for maritime environments. Moxa's switching solutions offer up to 16 full gigabit ports suitable for delivering converged data, voice, or HD video signals in whatever capacity required. Moxa's routing solutions include full-gigabit devices with strong security features like IPSec fully-featured firewall technology, network address translation (NAT), and much more.
nwww.moxa.com/marine www.moxa.com05 06
IntroductionWith the guidance of the International
Maritime Organization, since 2009
commercial maritime ships have
undergone a mandated shift to the
ECDIS navigation system. ECDIS is
a strictly regulated bridge information
system that brings together a ship’s
charts, sensors, and navigational
instruments into a single interface,
giving the bridge crew greater
awareness of the ship’s position,
heading, and immediate environment
than has yet been possible. The IMO
already requires all new commercial
ships to be equipped with ECDIS, and
beginning in 2012 it has started to
enforce this requirement on existing
ships, as well. By 2017, all commercial
maritime vessels will be required, by
international mandate, to be equipped
with ECDIS.
What is ECDIS?ECDIS stands for Electronic Chart
Display and Information System, but
it goes much further than a digitized
collection of charts. ECDIS combines all
of a ship’s real-time sensors (such as the
speed log, radar, wind station, AIS, and
gyrocompass) into a computer network
that collects all the available information,
analyzes it for anomalies and threats,
and then displays this information
in various views superimposed over
detailed charts. ECDIS is the backbone
of the next generation of navigation
systems, providing bridge crews with
real-time information about their location,
surroundings, and underwater hazards
in a way that has never been possible
before.
As of July 2012 ECDIS has been
mandatory for all new vessels, and over
the next 5 years ECDIS will be installed
on every other existing commercial
maritime ship in the world. Estimates
ECDIS Navigation System
for the number of ships which still
require ECDIS refurbishment run as
high as 50 thousand, indicating that
this is a huge, locked-in market for
marine hardware suppliers. ECDIS
systems require not only computers
and switches specifically engineered
for the difficult environments found
on board commercial ships, but also
must meet rigorous color performance
standards on its display terminals.
Whether speaking of durability, reliability,
or performance, ECDIS systems pose
formidable engineering and design
challenges.
Bridge Systems for Oceangoing Commercial Vessels
Ships’ navigation systems bring
together a great deal of information
that must be gathered from various
parts of the exposed vessel, in the form
of anemometer stations, speed logs,
weather stations, and GPS. Most of the
sensors involved are located outside the
protected area of the bridge and hull,
out in the open elements. Nearly all of
these systems are connected via NMEA
defined communications, so any bridge
computer is best equipped with NMEA
interfaces that allow reliable, direct, real-
time communications with the required
sensor systems. The computers that
receive and analyze this data must be
easily capable of processing multiple,
high-bandwidth real-time serial IA data
streams.
Additionally, however, all bridge systems
should be both strongly redundant
and also in full IT communications
with the rest of the ship. What this
means in practice is that the ship-wide
network will require multiple, rugged
Ethernet switching and routing points
that are distributed across several decks,
throughout the hull and conning tower. To
guarantee dependable communications,
the ship’s network should utilize
redundant ring technology backed up
by multiple alternate routes and certified
for maritime standards like DNV and
ABS. These on-board communications
networks should further be able to
EDS-G5099G-port full gigabit managed Ethernet switches
EDS-205A/208A Series5 and 8-port unmanagedEthernet switches
Product Highlights andOther Marine Computers
Over the next few years, around 48 thousand ships will undergo an ECDIS navigation upgrade requiring
extensive retrofitting of marine computing systems
incorporate digital input and output and
IA serial interfaces (including NMEA), so
that real-time alarms and failsafes may be
configured for emergency notifiation.
Finally, all control terminals for the ECDIS
system will require displays that strictly
meet IMO-mandated color and luminance
accuracy.
MC-7130-MPECDIS computer with 3rd Gen.Intel® Core™ i3-3120ME2.4 GHz processor
MC-5150 seriesECDIS computer with 1stGen. Intel® Core™ i5-520E2.4GHz processor
MD-124 / MD-119 Series24/19-inch widescreenmarine display with advancedviewing optimizations
nwww.moxa.com/marine www.moxa.com07 08
Dynamic Positioning
Systems are critical tools
for maintaining the position
of deep well drilling rigs on
the open sea, or for piloting
ships and barges to dock
through crowded harbors.
IntroductionDynamic positioning is one of the
key technology advances that make
deepwater oil extraction possible.
Originally developed in the 1960’s
for drilling rigs, today dynamic
positioning systems are used in
a wide variety of other important
maritime applications that have
nothing to do with oil production:
cable layers, ocean surveyors,
salvage vessels, dredging ships,
floating hotels, cruise ships, the Sea
Launch service, and many other
types of industrial and commercial
vessels all require dynamic
positioning to go about their daily
work. Dynamic positioning systems
(DPS) have thus become one
of the maritime industries’ most
critical navigational aids, requiring
durable and reliable industrial-
grade components that may be
easily integrated with existing ship
technology.
DPS: Dependable, Reliable, Versatile
According to The Nautical Institute, a DPS “allows operations at sea where mooring
or anchoring is not feasible due to deep water [or] congestion on the sea bottom. ” 1
According to this definition, one of the core qualities of DPS is how it uses a computer
to integrate a variety of already existing ship systems.
A computer control system automatically maintains a vessel's position and heading
by using her own propellers and thrusters. Position reference sensors, combined
with wind sensors, motion sensors and gyro compasses, provide information to
the computer pertaining to the vessel's position and the magnitude and direction of
environmental forces affecting its position. 2
Consequently, any computer that will serve as the main processing hub in a DPS
must be capable of conveniently linking to subsystems like gyro compasses, motion
sensors, and wind sensors. Each of these subsystems traditionally uses industrial serial
interfaces such as RS-232 or RS-485 for their communications links.
The computer program contains a mathematical model of the vessel that includes
information pertaining to the wind and current drag of the vessel and the location
of the thrusters. This knowledge, combined with the sensor information, allows
the computer to calculate the required steering angle and thruster output for each
