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Very Helpful Video...& an Intresting One!

can u pls Explain more about what are C Curves which you are repeadily Talking about and its Significance??

Excellent presentation ...

Can you please help me what is calling cost in case of bunkering

Nota Just attach pictures but mainly copy of the certificates.

In the second presentation, it seems to be a simple multiple-linear regression

Superb. Ahamed from Kuala lumpur

Karl Jeffery mentioned about the DNV blog on the rules at the end 56:00. Can you share the link?

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Hello, could you please send the link to the website of the project? Thanks!

Thanks for posting it on RUclips. Sorry I've mist it.

Hi, great webinar, having worked at SAP for 11 years in BI and now in maritime, this makes for a great business proposition. Well done Bassnet

eLog books can not be trusted as the internet can not be trusted and connections to the internet. DATA COST IS TO COSTLY. Paper Logbooks will always be around

They can still use the shaft generator !... Just need a ac/dc converter, dc bus and freq converter ...

Dear Columbia-AI-Experts. A. How do you consider the difference in lower caloric value? It is a calculated figure only from the bunkersample-report. It is not measured. Please ask VPS or an other fuel expert, they tell you. Any increase in consumption you cannot refer back via a properly measured SFOC as you lack a proper TM. You do not calculate SFOC, you only estimate it. B. How do you consider ISO correction on M/E efficiency thus on M/E consumption? You could do it via a measured SFOC. Not by estimating. C. Trim: On Containerships one faces power differences at same draft but different trim figures which depending on speed easily is equal to 5% in Pd. How you consider it? D. M/E mechanical alterations between overhauls like wear of fuel nozzles, fuel pumps, exhaust gas valves, proper engine timing, fuel ignition delay. How do you consider its effect on Fuel Consumption? You cannot calculate SFOC as you only estimate engine power Pe. E. In case of you utilize shop test- M/E SFOC: Did you realize that you fully trust into the correctness of shop test data? You know that engine makers are using their own water break and often do not calibrate it, LCV often is not accurate and there is sufficient failure potential that engine settings are not according to contracted SFOC tuning mode. This would be "healed" by the engine maker by playing on the shop test fuel meter. I have strong doubts if your virtual TM works sufficiently correct to differentiate fuel consumtion increase on individual reasons like hull fouling or engine aging. The only value is that Columbia would easier implement new ships in management into their management software. Plus ypu hope to suggest a small advantage to the ship owner (often pure economics, not engineers) of just saving a real TM costs, which is peanuts. What value has the Charterer? Tgey have expectations, at least Maersk, CMA, MSC and Hapag. Is your Virt-TM sufficient for trend analysis of hull fouling? I think it is not: accuracy it is worse than 90% due to the effects mentioned above. For sure you ask some for money from your customer for the development of your system, even if it is part of shared costs. As mentioned above please explain, I will lookback to this channel soon for an answer, curiously. Kind regards, HH.

Scan reach : how you are transferring the data? Radio waves or something else?

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GOOD

How to you analyze the performance of a hull? Like hull fouling and hardware used on ship to collect the data.

Excellent and very usefull presentations!

Thanks for your efforts...

Very insightful... And helpful