marine electronics & communication april/may 2016

April/May 2016 www.marinemec.com

“Of vital importance [to e-navigation] is the need for harmonisation of equipment, systems, interfaces, and data formats. This will require a co-ordinated approach.”Kitack Lim, secretary general, IMO, see page 28

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Regulars5 COMMENT6 ON THE AGENDA14 OPERATOR FEEDBACK 43 BEST OF THE WEB 44 FORESIGHT

Broadband communications8 Inmarsat has commercially launched Fleet Xpress Ka-band satellite communications for shipping after a lengthy period of testing

9 Navarino designs Infinity as a host for maritime applications

10 Cyber security services developed for shipping

13 SES expands maritime VSAT coverage with new satellites

Cloud computing16 Rolls-Royce has developed a cloud-based ship intelligence platform

17 More uplink capacity will be needed for cloud services on ships

Crew welfare19 Technical advances are enhancing the security and wellbeing of seafarers

20 Compact technology, anti-piracy and operator feedback

Automation & control 22 The next generation of container ships and cruise liners will have the latest automation and bridge systems technology

Dynamic positioning25 Evolution is coming in position reference systems and FMEA testing

0819

30

39

www.marinemec.com Marine Electronics & Communications | April/May 2016

contentsApril/May 2016volume 10 issue 2

We bring highly reliable, flexible global services to your fleet. Our innovative technology offers a revolutionary data and communications gateway for your business – making every journey safer and smarter.

Inmarsat offers your ship a highly evolved maritime communications ecosystem which makes every trip or voyage more efficient, safer and more productive. In short, just a lot smarter. Visit inmarsat.com

SAFER, SMARTER SHIPPING

ENABLING THE MARITIME ECOSYSTEM_

2. Inmarsat_MEC_210x297_v2.indd 1 31/03/2016 18:20

contents

Disclaimer: Although every effort has been made to ensure that the information in this publication is correct, the Author and Publisher accept no liability to any party for any inaccuracies that may occur. Any third party material included with the publication is supplied in good faith and the Publisher accepts no liability in respect of content. All rights reserved. No part of this publication may be reproduced, reprinted or stored in any electronic medium or transmitted in any form or by any means without prior written permission of the copyright owner.

Marine Electronics & Communications | April/May 2016 www.marinemec.com

April/May 2016volume 10 issue 2

Editor: Martyn Wingrovet: +44 20 8370 1736e: [email protected]

Sales Manager: Paul Dowling t: +44 20 8370 7014e: [email protected]

Sales: Jo Lewis t: +44 20 8370 7793e: [email protected]

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Chairman: John LabdonManaging Director: Steve LabdonFinance Director: Cathy LabdonOperations Director: Graham HarmanEditorial Director: Steve MatthewsExecutive Editor: Paul GuntonHead of Production: Hamish Dickie

Published by:Riviera Maritime Media LtdMitre House 66 Abbey RoadEnfield EN1 2QN UK

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ISSN 1756-0373 (Print)ISSN 2051-0586 (Online)

©2016 Riviera Maritime Media Ltd

Total average net circulation: 4,200Period: January-December 2015

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Subscribe from just £249Subscribe now and receive six issues of Marine Electronics & Communications every year and get even more:• supplements: The Complete Guide to ECDIS and The Complete Guide to VSAT• access the latest edition content via your digital device• access to www.marinemec.com and its searchable archive.Subscribe online: www.marinemec.com

E-navigation28 The created Maritime Cloud Development Forum signals the latest drive tocreate a logical framework for the seamless exchange of electronic data

29 Development of a common maritime data structure

Training systems30 Maritime training academies in Indonesia, Australia, Dubai and Greece continue to invest in bridge and engineroom simulators

31 Further advances in e-learning from Seagull, Safebridge and Videotel

Fleet management software33 Big data analytics and cloud computing are changing the way maritime software is used to improve fleet performance

34 Pacific Radiance, OSM Maritime and Minerva Marine are deploying new software to improve vessel operations

Tankers36 Maersk Tankers is testing drones for parcel deliveries to ships

37 Owners are installing Sea IT network management technology

Safety communications39 Iridium’s hopes to launch a GMDSS service by 2018 were boosted by discussions at the NCSR sub-committee meeting in March

Next issue• The Complete Guide to VSAT supplement• Integrated bridge systems• Machine-to-machine• Remote diagnostics• Vessel monitoring• Ship design software• Wireless & WiFi• Ship type: gas carriers.

We bring highly reliable, flexible global services to your fleet. Our innovative technology offers a revolutionary data and communications gateway for your business – making every journey safer and smarter.

Inmarsat offers your ship a highly evolved maritime communications ecosystem which makes every trip or voyage more efficient, safer and more productive. In short, just a lot smarter. Visit inmarsat.com

SAFER, SMARTER SHIPPING

ENABLING THE MARITIME ECOSYSTEM_

2. Inmarsat_MEC_210x297_v2.indd 1 31/03/2016 18:20

COMMENT | 5

SHIPPING IS WAKING UP TO THE CYBER RISKS

Martyn Wingrove, Editor


able to benchmark their preparedness if they are a victim of physical hacking or market manipulation and assess how well placed they are to weather the aftermath of a successful cyber attack.

One of the confirmed speakers is Waterfall Security Solutions chief executive Lior Frenkel. He says that existing software-based security solutions will not be good enough for protecting the maritime industry against the multiple, and multiplying, cyber security threats it faces. The event is free to attend for qualified delegates from the shipowner and shipmanager community. Sign up to attend online at www.shipcybersecurity.com

INMARSAT LAUNCHES FLEET XPRESSInmarsat has finally launched commercial Fleet Xpress Ka-band services after a lengthy testing period. There have been plenty of challenges to overcome as it involves more than 250 spot beams, new ground stations and a new gateway for applications (see page 10). It has been much anticipated and should deliver more online services to shipowners and crew.

It is the first high throughput satellite constellation available to maritime and offshore sectors, and provides competition to existing Ku-band based VSAT providers. These are already fighting back with Intelsat testing its first EpicNG high throughput satellite, and SES announcing a maritime service of its own. Their advantage is that vessels do not need to invest in onboard terminals.

With Fleet Xpress, owners need to either convert existing VSAT to Ka-band or install new terminals. A limited number of ships are ready for Inmarsat’s near-global Ka-band service, and over time more will be connected. The real test is how many owners Inmarsat and its distribution partners can persuade to remain with the service when the high throughput Ku-band services are fully available. MEC

Shipowners and operators are waking up to the variety of cyber threats that could attack their vessels. Cyber security is one of the key issues shipping is facing in

the new connected era. This means that owners need to be more aware of the cyber risks and be better prepared, as ships are increasingly linked to the Internet through more advanced satellite communications. The links provide the opportunity for owners to use new applications and cloud computing to improve the efficiency of their operations and deliver better crew welfare packages. Many of these benefits are highlighted in this issue of Marine Electronics & Communications.

But as is often the case, risks come with the opportunities. The International Chamber of Shipping (ICS) recently highlighted cyber security as a main issue for the shipping industry to tackle. ICS secretary general Peter Hinchliffe said there is a high degree of complacency in the industry to cyber threats. He added: “As ships become more high tech, which is happening rapidly, we very much need guidelines and contingency plans.”

ICS co-ordinated with other associations to produce guidelines at the beginning of this year. Then in March, Lloyd’s Register published a 20-page guidance note, Cyber-enabled ships that describes how owners can ensure their ships are safe from the threats. The classification society recommends that owners take a complete system approach that accounts for all the different systems on board and on shore, when securing against cyber threats (see page 6).

Ship operators and managers will receive plenty of guidance at Riviera’s free-to-attend inaugural Maritime Cyber Risk Management Summit, which will be held in association with Norton Rose Fulbright in London on 21 June. Marine Electronics & Communications is the media partner for this event. Those who attend will come away fully briefed on current and emerging cyber risks, what can be done to mitigate these risks and the latest best practices and technologies. They will also be

The Europe-funded Galileo global navigation satellite system is on track to be accepted as a future component of the World-Wide Radionavigation System (WWRNS). IMO’s Navigation, Communications and Search and Rescue (NCSR) sub-committee agreed to include Galileo as a component of the global navigation system.

Its recommendation

has been forwarded to the Maritime Safety Committee (MSC) for discussion at its next meeting between 11 and 20 May. Galileo could become part of the WWRNS,

Using data to monitor and control shipping creates challenges and opportunities, writes Paul Gunton. Lloyd’s Register’s (LR’s) marine marketing director Luis Benito believes the shipping industry is at the beginning of the connectivity revolution, but owners need to be prepared for the cyber risks. The satellite connectivity can link systems on board a ship and link the ship to an office ashore, and the exchange of data in both cases is set to increase.

Mr Benito said that onboard integration will increase because the technology is becoming more affordable. “It is difficult to see equipment makers not providing connectivity,” he said. Connecting a ship to the shore, however, introduces security risks. “Connected ships will have to look at different levels of protection in terms of cyber security, depending on their degree of connectivity,” he commented.

He was speaking two weeks after LR had issued a 20-page guidance note, Cyber-enabled ships. Its introduction states that, because of the rapid pace of technology development, “assuring that a cyber-enabled ship will be safe cannot be prescriptive and cannot rely on knowledge gained from previous systems.”

Instead, a total system approach is needed, taking account of all the different systems on board and on shore. It should also address how systems are designed and installed, how they connect, and how they will be managed.

But it is not just a design and technology issue, said Mr Benito. “Because the ship is a collection of integrated systems, the way in which humans have to manage the vessel is different from before.” He said this should lead to a reappraisal of the skills needed on board and ashore. Most ships’

engineers are familiar with repairing machinery, for example, but are not familiar with handling data and satellite communications issues. He said shipowners should be talking about new competencies for crew – in particular, how to react to emergencies that involve software errors, rather than machinery breakdowns.

He warned that emergency scenarios could occur because of the lack of onboard IT and cyber security competencies. “Everything could be working properly, but in the wrong direction. The ship could be being run very safely, but against the rocks,” he explained. In those situations, someone on board should be able to understand that the ship may be suffering from a malware attack and know what to do, or ensure there is a safe connection with shore to receive advice from support staff. “The company will have to have protocols and procedures, and may start looking to younger people, because they are born in the digital age.”

The lack of IT and cyber expertise on board could lead to the return of a hybrid of the radio officer. Mr Benito told Marine Electronics & Communications that shipowners were considering the impact of cyber shipping on crew structures, but said: “There are no answers yet. We are still in the process of thinking about the issues.”

Shipowners also want to be sure that introducing this level of technology will be commercially viable, he said. The impact on staff is one of two main cost implications. The other concerns fuel and other technical expenses. The technology should help to make ships and fleets more efficient, reducing fuel and maintenance costs if good algorithms are used to ensure the ship is always run most efficiently.

Those algorithms can be used to analyse machinery data and improve the way machinery is maintained. Mr Benito said: “We already have condition-based monitoring notations, but cyber ships are making it possible to decouple surveys from time and base them on the performance of equipment, using data recorded on the ship.” This in turn will have an impact on equipment supply chains. “To make cyber shipping viable commercially takes more parties in the supply chain to get together and consider what the overall business model is,” he concluded.

Shipowners and operators will be offered further guidance on cyber threats and security at the free-to-attend inaugural Maritime Cyber Risk Management Summit. This will be held by Riviera Maritime Media in association with Norton Rose Fulbright in London on 21 June. All applications to attend this event are subject to online registration and confirmation from the event organiser via email. For more information please visit: www.shipcybersecurity.com

6 | ON THE AGENDA


Lloyd’s Register launches cyber shipping guidance

once the proponents have stated formally that the system is operational and available for use by commercial shipping. It will then join GPS, Glonass

and Beidou as recognised components of the global radionavigation system.

IMO has already adopted performance standards for Galileo shipborne receivers. The Galileo constellation will comprise 30 medium Earth orbit satellites, of which three will be spares, operated by the European Space Agency. Each satellite will broadcast 10 different navigation signals

Lloyd’s Register has issued notes on cyber-enabled ships

Galileo recommended as part of World-Wide Radionavigation System

The United States Coast Guard’s (USCG’s) rules on vessels carrying Automatic Identification System (AIS) transponder equipment came into force in March. They affect all classes of vessels, including commercial shipping, fishing vessels and tugs

that operate in US navigable waters.The USCG states that any commercial vessel more than 65ft

(20m) long needs to carry AIS equipment. The rules include fishing vessels over 26ft and tugs that are more than 65ft, and with more than 600hp of pull capacity. Vessels certified to carry more than 150 passengers and vessels engaged in the movement of certain dangerous cargo, flammable or combustible liquid cargo in bulk are also included, regardless of length. Dredgers that operate near a shipping channel must also use an AIS transponder.

The rules significantly increase the number of commercial vessels required to install AIS. The USCG introduced the new rules to improve navigational safety by increasing the amount of AIS data available to users of US navigable waters. Most commercial vessels will need to have installed AIS Class A devices. But certain vessels, including fishing vessels, dredgers and small passenger ships that operate at speeds of less than 14 knots, can use Class B devices. MEC

within the 1.1 to 1.6 GHz band of frequencies

The NCSR sub-committee also agreed to revise and update the texts of the International SafetyNet Service and Navtex manuals, for submission to the MSC for approval. SafetyNet is the international automatic direct printing service for the promulgation of maritime safety information over satellite. It also sends navigational and meteorological warnings, meteorological forecasts, search and rescue information, and other urgent safety-related messages to ships. Navtex provides shipping with navigational and meteorological warnings, meteorological forecasts and other urgent safety-related information messages by automatic display or printout from a dedicated receiver.

Another agreement by the sub-committee addressed navigation issues arising from the growing number of offshore windfarms that are being installed. NCSR endorsed draft amendments to a recommendation to governments to take

into account the safety of navigation when multiple structures at sea, such as wind turbines, are being planned. Governments should consider the impact on navigational safety, including radar interference and ship re-routeing, of multiple structures at sea.

Traffic density and prognoses, the presence or establishment of routeing measures in the area, and the manoeuvrability of ships and their obligations under the 1972 collision regulations should be considered when planning offshore windfarms. Sufficient manoeuvring space extending beyond the side borders of traffic separation schemes should be provided to allow evasive manoeuvres and contingency planning by ships making use of routeing measures in the vicinity of multiple structure areas.

The sub-committee also completed its review of the Global Maritime Distress and Safety System (GMDSS) and established a correspondence group that will develop a preliminary draft of the modernisation plan for GMDSS (see page 39).


ON THE AGENDA | 7

US Coast Guard rules on AIS enter into force

Galileo satellites will broadcast 10 different navigation signals (credit: European Space Agency)

Vessels will be expected to use AIS transceivers in US waters

8 | BROADBAND COMMUNICATIONS


INMARSAT LAUNCHES FLEET XPRESS FOR SHIPPINGIDIRECT’S VELOCITY IT PLATFORM AND MODEMS ARE AT THE HEART OF INMARSAT’S GLOBAL XPRESS KA-BAND SATELLITE SERVICE FOR ALL MARITIME CLIENTS

I nmarsat has commercially launched its Fleet Xpress Ka-band satellite communications service to shipping after a lengthy period of onboard testing. The service delivers spot beams of high bandwidth throughput

across all oceans from three Global Xpress (GX) geostationary satellites that have been commissioned over the last two years. In total there are more than 260 spot beams to deliver Ka-band connectivity to ships. The service also includes FleetBroadband L-band as a reliable back-up.

“Fleet Xpress is a ground-breaking new service that will shape communications at sea beyond recognition,” said Inmarsat Maritime president Ronald Spithout. “It will provide the guaranteed high-speed connectivity that is essential to support the safest and most efficient vessel operations. It will also match the personal connectivity needs of even the most demanding modern seafarer, delivering services previously available only on shore.” Network Innovations, Marlink and Singtel have completed the onboard testing process to begin offering Fleet Xpress. Additional partners are expected to complete the process in the coming months.

Fleet Xpress hardware includes a network service device (NSD) to manage bandwidth and traffic flow through type-approved user terminals, offered by hardware partners Intellian, Japan Radio Co and Cobham Satcom. It also includes the Inmarsat Gateway user interface and service enablement platform.

The iDirect Velocity IT platform, including the modems in the GX terminals, is at the centre of the Fleet Xpress service. It is also being implemented for Telenor Satellite Broadcasting’s Thor 7 regional Ka-band service and Intelsat’s EpicNG and IntelsatOne Flex Ku-band VSAT solutions. “IDirect Velocity is a complex system, managing a global mobility spot beam network and the ground infrastructure,” said iDirect chief operating officer Kevin Steen. “It must accommodate multiple spot beams on multiple satellites, and provide seamless beam switching and high throughput.”

The platform is designed to enable satellite operators to support multiple types of business models and multiple markets from one single platform, through levels of distributors to the end user. It facilitates a continuous, consistent service to vessels as they

Inmarsat has launched three GX satellites for Fleet Xpress

BROADBAND COMMUNICATIONS | 9


traverse the global Inmarsat network. “This is of critical importance as remote units often need to travel across multiple satellites and experience a range of network conditions,” said Mr Steen.

Inmarsat wanted a ground network for mobile broadband, where the network and satellites were designed and optimised together. “We provided Inmarsat with the first global deployment of our Velocity platform, including six fully-outfitted satellite access stations, and the core module technology that powers GX terminals.” This is managed through the highly automated iDirect Pulse online service, combined with Inmarsat’s Service Enablement Platform (SEP).

“It is a model for transforming maritime satellite communications, and a shift in how services are delivered,” said iDirect’s senior vice president of engineering and emerging technologies Wayne Haubner. “Velocity was designed from the ground up, at a telecommunications level of infrastructure. Working with the terminal integrators is an extremely important part of ensuring the success of the overall system, as the end user’s view of the performance is based on their experience with the terminal.”

The GX terminals need to receive and transmit from two beams, so they can lock onto the next beam before releasing the first beam. “We needed tight collaboration in the partnership to ensure we designed the system to overcome the challenges of the new high throughput satellite designs leveraging hundreds of spot beams and different frequencies,” said Mr Haubner. “All of the pieces need to come together in this complex system. It has been a long journey in uncharted territory, which necessitated a comprehensive testing plan and validations. We have been working closely together at all stages to address any issues.” These issues had delayed the widely anticipated GX commercial launch for several months, but tests have shown the challenges have been overcome.

On the terminal side, Intellian Technologies, Cobham Satcom and Japan Radio Co have developed GX-specialised antenna systems

and upgrade kits to convert Ku-band terminals to Ka-band. In March, Network Innovations and Intellian converted terminals on European naval vessels from Ku to Ka. They converted existing Intellian GX100 1m Ku-band antennae to GX terminals using an upgrade kit.

As a competitor to Ka-band, Intelsat and Marlink reaffirmed their partnership by delivering high speed broadband over the IntelsatOne Flex managed network and EpicNG satellites. Intelsat is testing the first of these satellites, Intelsat 29e, following its launch earlier this year. Intelsat said it was on track to begin operations in the second quarter of 2016 to provide coverage over the Americas, the Caribbean and the North Atlantic. The next satellite for this spot beam network will be Intelsat 33e. It is scheduled for launch in the second half of this year, offering Ku-band capacity over Europe, Africa and Asia. The Horizons 3e satellite will complete the Intelsat EpicNG global footprint once it is launched in 2018.

EMC will be another of Intelsat’s clients for the EpicNG coverage, using the service to enhance cruise ship broadband. In March, EMC introduced the SpeedNet solution to minimise latency and enhance the quality of Internet browsing for passengers and crew on ships. SpeedNet predictively collects, compresses and pushes multiple layers of websites at once to local servers on ships. The result for the end user is a browsing experience that mimics high speed fibre connections, said EMC chief executive Abel Avellan. “We have set the bar for delivering the fastest web browsing experience possible over satellite, even before high throughput satellites are widely available,” he said.

EMC also recently introduced a fully integrated communications and content service at sea, which also prioritises mission-critical communications. “No other provider has brought together high speed Internet, live TV, streaming, and on-demand video for remote users,” Mr Avellan said. “This empowers us to offer customers a seamless branded journey for their passengers and employees akin to the quality they experience in homes and offices.”

Navarino has designed its Infinity IT and communications platform to be used as a host for maritime applications. It can be used for managing software, as well as providing remote operations and ship connections over a limited bandwidth environment. “Operators can manage the system entirely remotely from their office, or indeed from any remote location via the Infinity hub. This allows access to the onboard infrastructure, and to any computer on board to manage and maintain software, or any other IP based equipment,” said Navarino vice president for communications

Christian Vakarelis.“Infinity should be used

as an applications enabler,

so shipowners and managers can manage any software on a vessel over FleetBroadband,

Iridium or VSAT and, of course, WiFi or 3G.”

This could include training software, weather forecasts or passage planning software. “Besides remote access, Infinity can be used as a virtualisation platform. This means that operators can store a server on Infinity and carry out all maintenance, and create more new servers, from anywhere.”

He added: “We have designed Infinity with the known limitations of satellite networks in mind, so it is not just another off the shelf server. It is one that has been designed and enhanced for maritime and satellite networks.” MEC

Navarino designs Infinity to go beyond broadband

Navarino’s Infinity platform hardware can be installed in an electronics rack on a ship bridge

10 | BROADBAND COMMUNICATIONS


Cyber security services developed for shippingB roadband service

providers have begun introducing cyber security

services to meet the growing risks to shipping from hackers and malware. Singapore Telecommunications (Singtel) and Inmarsat announced in April that they would jointly develop a maritime cyber security solution using Trustwave’s Unified Threat Management (UTM) technology. They have entered into a strategic partnership to provide UTM services with Inmarsat hardware to ships, to protect data and reduce cyber risk for maritime companies.

Trustwave is the cyber security arm of Singtel. It has developed a suite of cyber security defences, such as advanced firewalls, antivirus, intrusion preventors and web filters for other sectors. Singtel and Inmarsat plan to offer the UTM service to ships.

“Our partnership marks the first phase in rolling out Singtel cyber security services for Inmarsat – starting with maritime,” said Singtel managing director of group enterprise Andrew Lim.

“As maritime systems become more digital, it is imperative for the industry to protect data on board ships against all forms of cyber attacks. Our partnership with Inmarsat will provide maritime companies with a cyber security solution to meet rapidly evolving

cyber threats, globally.”Inmarsat Maritime

president Ronald Spithout said the shipping industry needs to take action against cyber threats with solutions such as UTM. “This new partnership supports our commitment to the shipping market and elevates the benchmark for maritime cyber security,” he added. Singtel and Inmarsat plan to launch the maritime cyber security service later this year.

Also in April, BlueTide Communications unveiled a cyber security solution for maritime and offshore users over its VSAT network. The Louisiana, USA-based company developed the Security-as-a-Service (SECaaS)

solution for various vessels, such as commercial ships, yachts, offshore supply vessels, liftboats, rigs and platforms. It combines anti-malware, intrusion prevention, application control and content filtering to provide protection for onboard communications and IT networks.

The service features deep packet inspection (a form of computer network packet filtering), and application control to protect against network vulnerabilities, malicious attacks and potentially compromised mobile devices linked to onboard WiFi networks. BlueTide managing director Emil Regard said the service would protect vulnerable, and often critical, onboard systems,

such as navigation, dynamic positioning and manifest documents, other operational systems and third-party applications. This is available to BlueTide’s VSAT maritime and offshore clients.

Port IT has introduced the Remote IRIS service that enables ship operators to scan e-mail attachments against Port IT’s database of more than 55 antivirus products free of charge. “The user can send in an e-mail with an attachment that he, or she, does not trust and within five to 10 minutes there will be a reply back stating whether the e-mail can be trusted or not,” Port IT managing director Youri Hart explained.

He added: “With the help of the Remote IRIS the ship master can be absolutely sure that he has done everything within his control to assure the attachment is safe. With the current rapid growth of crypto-viruses it would be good for shipping companies to add this procedure to the vessel to avoid infection of their computers.”

The Port-IT Remote IRIS is phase one of the IRIS suite that the Dutch company plans to release within the next two or three months. The Port-IT IRIS main service will be an application installed on existing maritime e-mail programmes such as Globe Email, AmosConnect, SkyFile Mail and others. It will utilise the database of antivirus products for scanning incoming mail, but will have an incredible small data footprint, said Mr Hart. MEC

Singtel’s Andrew Lim and Inmarsat’s Ronald Spithout sign the cyber security partnership agreement

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BROADBAND COMMUNICATIONS | 13


S atellite operator SES expects to expand the Ku-band capacity

it offers to shipping off Asia once its latest satellite, SES-9, is commissioned and tested. The satellite was launched on SpaceX’s Falcon 9 rocket from Cape Canaveral in the USA on 5 March and was placed in a geostationary orbit 36,000km above the Equator. It is expected to be ready to begin commercial services across the region in the third quarter of this year.

The new satellite has Ku coverage over southern Asia, the Indian Ocean, Indonesia and the Philippines, which is ideal for maritime requirements in the region. “With its dedicated mobility beams, it will help us to capture new opportunities in the buoyant market for maritime connectivity,” said SES chief technology officer Martin Halliwell.

SES-9 is equipped to meet the demand for maritime connectivity with dedicated

mobility beams of Ku-band to provide comprehensive coverage over high-traffic maritime routes. This includes seamless coverage between the Suez Canal and the Strait of Malacca. SES-9 was built by Boeing Satellite Systems. It will be co-located with the SES-7 satellite, at the prime orbital location of 108.2 degrees East, and will replace the NSS-11 satellite. It weighed 5.3 tonnes at the launch, has a 15-year design life, and has 57 high power Ku-band transponders.

This is the latest in a series of high power Ku-band satellites that SES has ordered for different mobility services. The next satellite scheduled to be launched, SES-10, will provide Ku-band coverage over the Caribbean and South America. This is due to be launched in the second half of this year with up to 60 Ku-band transponders. SES-11 is also due to be launched before the end of this year with C-band coverage over

North America. In 2017, SES is planning to launch a high throughput satellite with spot Ku-band beams over the Caribbean, the North Atlantic and northern Europe. Another is also due to be launched with spot beams over southern Asia and the Asia-Pacific region. SES recently sold capacity on these satellites – SES-14 and SES-15 – to Panasonic Avionics Corp for both maritime and aviation mobility markets.

In March, SES also revealed plans to launch a Ka-band maritime communications service in the second quarter of this year. This will be delivered to seagoing vessels and inland shipping in Europe from Ka-band beams on the Astra 2E and Astra 2G satellites. Vessels will be able to access the Ka-band service using the Epak DSi9 maritime antenna and Gilat Satellite Networks’ broadband technology.

The VSAT offering is based on SES Techcom Services’

Astra Connect solution. It will provide coverage over Europe, including the North Sea, the Irish Sea and inland waterways. SES has targeted the service towards offshore support vessels, offshore windfarm vessels, and inland shipping such as river ferries and cruise ships.

SES has started VSAT services on Friendship’s floating hospitals, Lifebuoy Friendship Hospital, Emirates Friendship Hospital and Rongdhonu Friendship Hospital. VSAT is used for the Satmed e-health platform that enables Friendship to communicate with national and international doctors from remote areas in Bangladesh. Satmed is an IT enabled cloud infrastructure that is accessible worldwide. It facilitates data exchanges between professionals and medical frameworks such as electronic medical records and teleradiology systems.

This project is funded by the Luxembourg Government and implemented in co-operation with SES Techcom Services and Germany-based e-Medical Communication, with technical assistance from Square Informatix.

SES Techcom Services managing director Gerhard Bethscheider said that VSAT enables Friendship to offer more than just telemedicine. “The hospital ships will be able to support and facilitate work in the areas of e-care, e-learning, e-surveillance, e-health management, and digital imaging, via the satellite connectivity.” MEC

SES ABOUT TO EXPAND MARITIME VSAT CAPACITYThe satellite operator is set to begin Ku-band services from the SES-9 satellite, and plans to launch two high throughput satellites in 2017

SES-9 was launched on a SpaceX Falcon 9 rocket in Florida on 5 March (credit: SES)

www.marinemec.com

14 | OPERATOR FEEDBACK

NORBULK SHIPPING IMPLEMENTS CLOUD-BASED MANAGEMENT SYSTEM

Norbulk Shipping has started using cloud technology in its shipmanagement offices as part of

an integrated management system (IMS) to minimise the paperwork burden. The IMS manages the documentation from ships in the managed fleet, as well as technical and maintenance reports, into one online portal that can be accessed by everyone in the company from their mobile devices. The shipmanager explored several options before deciding to move its IT systems to an online storage facility hosted by Google, via the cloud migrator Cloud Technology Solutions.

According to Norbulk Shipping UK’s general manager and director Walter Woodage, the IMS system is completely electronic and stores all files in one central location. “It is a paperless system that can be accessed from desktops or remote devices. It is a huge benefit for our travelling superintendents as they do not have a backlog of items when they get

back in the office. They have their finger on the pulse at all times, and can analyse particular forms on the database.

He continued: “It is more user friendly and spreads information across more people. Managers can extract forms, attach them and send them in e-mails. We can also send safety management system updates electronically to the fleet.” Another key benefit is the automated processing of forms and information from the ships and the sending out of company alerts.

Each superintendent can access the forms that are on the office server through the Internet, by uploading them onto their own devices. It means they can read the daily reports and voyage analysis. “They can view the consumption of critical spares, masters’ accounts and hand-over notes, from anywhere in the world that has an Internet connection,” said Mr Woodage.

Norbulk began the cloud strategy with a pilot scheme in its Glasgow, Scotland office. After running the pilot through various levels

of the company for two months, and receiving positive feedback, it rolled it out across the company’s other management offices in Riga in Latvia, Saint John in Canada, Manila in the Philippines and St Petersburg in Russia. The majority of the more than 80 ships managed by Norbulk are now run by electronic means, using the cloud-based technology for daily communications.

The cloud-based system uses Norbulk’s own security to prevent cyber breaches or unwanted information sharing. Norbulk quality assurance and safety manager Mark Myles said that the company has its own firewalls and secure e-mail system. “We have an in-house programmer who has developed our IMS and this security system for us,” he said. “Our next development is evolving this further to use advanced electronic signatures, so that masters and superintendents can sign off documents securely and send forms to the office server over satellite communications.”

Vessels in the fleet have Inmarsat FleetBroadband (FB) services for voice, e-mail, text and data services, via FB500 terminals. This set-up is supplied by Satcom Global, which also provides a secure e-mail service. The operational data has priority and is separate from the crew welfare services. According to Mr Woodage, some vessels in the fleet have unlimited FB data packages, while others have data restrictions. On all of the vessels, crew access to the Internet is controlled by ship–shore data communications services specialist Dualog. “It is important to have a network set up on board in such a way that business communications are uninterrupted and prioritised,” he said.

“Most crew use the Internet, which is controlled by Dualog, to message friends and family. Some also have their own Internet accounts that they can access in ports over wireless connections.” He said the shipowners control the investment in satellite communications and would make any decision about upgrading to VSAT or Inmarsat’s Fleet Xpress. MEC

Shipmanager Norbulk Shipping has transferred all documentation onto an online service hosted by Google, to minimise the need for paper forms

Superintendents use the cloud-based IMS to access digital reports from ships in the Norbulk fleet (credit: Norbulk Shipping)

16 | CLOUD COMPUTING


Rolls-Royce develops cloud ship intelligence platform

R olls-Royce is using cloud computing to host its ship

intelligence platform that owners can use to optimise the performance of propulsion systems, reduce fuel consumption and implement condition-based maintenance strategies. Owners can also use the cloud-based service to improve the lifecycle of ship machinery and remote performance monitoring, as

well as for problem diagnostics and solutions.

The UK-headquartered company has brought its experience in predictive analytics, failure mode analysis and condition based maintenance from the aerospace sector to maritime applications. It is trialling the ship intelligence platform on a cloud service with vessel owners to monitor thrusters and diesel engines. Rolls-

Royce’s senior vice president of engineering and product management for marine services, Jay McFadyen, said the company was working with classification societies to verify this service.

“We have developed equipment health management for more than 100 large thrusters. By the end of this year we will also be monitoring the health of 50 diesel engines with our analytics,” he said. “We are implementing a way to tie this into a cloud-based platform, which will help create scalability to get a larger number of vessels into this monitoring programme.”

One of the pilot projects sees Rolls-Royce working with offshore support vessel operator Golden Energy Offshore. This involves energy management services and support for vessel operations. “We are recording the operating data, and providing them with real-time web-based reports so they can monitor how the fleet is being utilised. We are offering advice on how to operate equipment more effectively,” said Mr McFadyen.

The cloud-based service is also a platform to enable Rolls-Royce engineers to perform remote maintenance and diagnostics of vessel systems. “Our engineers will have access to the equipment from shore through a link to reduce the need to send engineers to the vessels,” he continued. “For example, we are working with the Finnish Government on a remote monitoring research project, where we have a pilot

The UK-based automation and propulsion systems supplier is testing cloud-based services to enable owners to improve operations and the lifecycle of machinery

Rolls-Royce has developed technology for condition monitoring, remote support and operations optimisation

CLOUD COMPUTING | 17


programme over the next year with a demonstration on a commercial vessel.”

Rolls-Royce is building the cloud platform using commercially available services from companies such as Amazon Web Services and Microsoft Corp. “The cloud-based platform is for managing the data securely, running the analytics and visualising the data,” said David Selway, vice president of business development for controls and data services. He highlighted the importance of security and of investing in servers in different countries. “Most customers have issues with sharing data, so security is a major focus for the capability that we are developing. We expect to have the first commercial service on the cloud by the end of this year.”

He continued: “Most large cloud companies are investing in infrastructure for data storage around the globe. But some countries insist on national data being stored in that country.” For example, Germany expects data from German companies to be stored in Germany. But this is less of an issue for shipping. “Marine has no specific requirements for server locations, so data can be hosted anywhere in the world to meet the client’s requirements for security and accessibility,” Mr Selway said.

Data is measured and collected on vessels through Rolls-Royce’s Acon ship automation system, and goes through data loggers. It is then sent to the shore-based servers through the vessel’s satellite communications system. Mr Selway said that data packages need to be small because of the cost of sending them over satellite. He added: “The bandwidth restrictions are challenging, so we placed some intelligence systems on each vessel to do analytics. Then we send packages of data from the vessel to shore. This minimises

the amount of data.”Investment in high

throughput satellites will provide more bandwidth for real-time data transmissions and more analytics will be able to be done on shore. “Because of the investment in satellite capacity, we expect to get more data back, and we are building this into our capabilities,” said Mr Selway. But more work is needed. “Higher connectivity and confidence in the reliability of data connection are needed. We need to build the right capacity for data,” he added.

Rolls-Royce has developed dashboards to enable vessel managers on shore and crew on board to access the energy management services. Mr McFadyen explained: “The cloud is a vehicle for accessing these services via these dashboards. We can then provide predictive analytics and advice through the Internet.” He highlighted how vibration monitoring and analytics had already improved performance and the life of large thrusters and diesel engines.

“Owners can improve operating conditions and optimise fuel consumption as a means of achieving cost savings. Our cloud-based services enable owners to do condition-based maintenance, monitor machinery health, and achieve energy cost savings.” Rolls-Royce is testing energy management as part of a power-by-the-hour approach to delivering ship systems and maintaining them. “This is where the manufacturer gets paid when the customers are operating equipment. It maximises uptime and minimises downtime,” said Mr McFadyen. “We have a couple of pilot projects and tests on ferries and commercial ships. Our goal is to double the number of contracts for power-by-the-hour this year. So we will be ready for the commercial roll-out of this by the beginning of 2017.”

Eastern Mediterranean Maritime’s crude tanker Adventure uses Marlink VSAT for improved vessel operations (credit: Marlink)

Cloud computing will drive demand for faster upload capabilities from satellite communications as shipowners will begin to use real-time data analytics. The ability to send data from a ship to a cloud-based platform is pushing the satellite communications sector to increase the uplink capacity, which has always been far slower than downlink capabilities. Data in a cloud-based platform can then be accessed from the shore as well as from ships in a fleet.

Intelsat senior vice president of sales and marketing Kurt Riegelman thinks more smart ships, which constantly send data to an online platform, will be built in the future, bringing new challenges to satellite operators. “While the use of cloud-based services is relatively low today, satellite services in the future will enable shipowners to leverage the best technologies in the ecosystem to improve operational efficiencies,” he said. “As data connectivity demands increase, one thing that is unclear is how the symmetry – the ratio of download versus upload speed – will evolve.”

Internet usage today tends to be download-intensive, which means all broadband service providers have invested

more in downlink capacity and less for the uplink. “But more and more applications are requiring robust upload capabilities as well,” said Mr Riegelman. “Ship-board cloud applications are likely to require massive transmission of data to the shore for analytics. Because of this, we believe that the need to provide strong upload capability to vessels might become a decisive advantage in the near future.”

Marlink head of maritime Tore Morten Olsen expects cloud computing to drive demand for real-time broadband connectivity through VSAT services. “The more innovative cloud-based applications that are launched, the more bandwidth will be required,” he said. “This is one of the reasons why VSAT is increasingly becoming the standard among shipowners. Online portals for applications will become more common for technical maritime applications.” He said that Marlink had built its network and service delivery strategy to cope with the growing demand for use of such applications. “We will support the maritime industry to become more focused on how data and software can improve operations and profitability,” he added. MEC

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CREW WELFARE | 19

VSAT IS THE NEW PARADIGM FOR CREW WELFARE

A FLURRY OF TECHNICAL ADVANCES IN SATELLITE TECHNOLOGY IS ENHANCING THE SECURITY AND WELLBEING OF SEAFARERS AT SEA

BY SELWYN PARKER

Breakthroughs in satellite VSAT technology are rapidly reshaping standards of crew welfare as major shipping groups install these systems across entire fleets. VSAT is recognised as improving the security of crews in

dangerous regions, delivering access to medical services and sustaining relationships with loved ones.

“VSAT has become integral to operational efficiency and crew welfare,” explained Marlink chief executive Tore Morten Olsen. He was citing the success of Sealink, Marlink’s VSAT product portfolio that has been selected by Dubai-based seismic survey vessel owner Polarcus for its fleet.

In another step forward, Inmarsat believes that Fleet Xpress, the maritime version of Global Xpress (GX), will soon make ship-to-shore video a viable proposition. Video is seen as a tool of vital importance in the provision of remote assistance and diagnostics – for instance in telemedicine and surveillance.

As the benefits become more obvious, operators are buying up VSAT technology almost as fast as it becomes available. In December, Mediterranean Shipping Co (MSC) installed Marlink’s maritime high speed VSAT on giant container ship MSC Zoe just before its maiden voyage, as well as on its 130 other ships.

The main attraction for MSC is Marlink’s XChange platform that manages the crew’s and the company’s communications. XChange features a system called Universal Remote Access that provides secure connectivity between shore-based headquarters and onboard computers. The universal access capability means the shipping group can run the same tool to access IT systems seamlessly across the entire fleet.

Apart from the clear security benefits that this offers both vessel and crew, by pinpointing their whereabouts in real-time and ensuring always-on communication, MSC’s VSAT enables the group to meet increasingly stringent standards of welfare. Crews can

Seafarers can use their own devices on ships that have WiFi infrastructure (credit: Marlink)

Intelliantech.com

stay in touch with families and friends through e-mail, Internet and social media, and voice and data access is available for smart phones, tablets and laptops, using bring-your-own-device capabilities.

According to Mr Olsen, the heart of XChange is its capacity to deliver remote access and administration across the MSC fleet. “It makes high quality crew communications much more efficient and cost effective,” he explained. A Marlink spokesman added: “Seafarers want more access to the Internet and social media platforms, and they want to use their own smart phones, tablets and laptops.” Because of the greater bandwidth offered by VSAT networks, crews can connect over WiFi, reducing the administration burden for masters and onshore communications teams.

Stavanger-based Simon Møkster Shipping has also found that VSAT can be used for dual purposes. The operator’s Marlink-supplied technology enables crews across its fleet of support ships to use Microsoft Lync for voice over IP calling to family and friends, usually from somewhere in the North Sea, while leaving plenty of bandwidth on Lync for business communications.

In the future VSAT coverage is expected to be global rather than the current patchwork network. In February ice class cruise ship Ocean Nova brought this closer when it successfully trialled Inmarsat’s Fleet Xpress in Antarctic waters – a notoriously challenging area for satellite communications because of unique atmospheric conditions. Inmarsat conducted the trial with Global Marine Networks and Network Innovations, a specialist in integrating satellite communications.

It is this kind of potential that encourages operators such as Eukor Car Carriers to view VSAT as critical in future operations. “Operational efficiency, vessel safety and environmental performance lie at the heart of Eukor’s business operations,” said a company spokesman. The South Korea-headquartered group is in the process of installing Fleet Xpress on 27 of its vessels with a goal of worldwide connectivity.

For Inmarsat, the Eukor project represents a big step forward. “Fleet Xpress redefines what is possible for maritime

communications through the availability of higher bandwidth on a consistent end-to-end global basis,” said Inmarsat Maritime president Ronald Spithout. “This type of connectivity has the potential to transform shipboard life.”

SHRINKING TECHNOLOGY, ANTI-PIRACY AND OPERATOR FEEDBACKGrowing interest in VSAT is thanks in part to the availability of more integrated and compact technology. Intellian Technologies’ latest systems for GX, for example, pack numerous complex components into a single box that can be installed as speedily as a FleetBroadband system. This means that it is no longer necessary to employ a shore-based crane to upgrade a vessel’s satellite communications, which could mean a lengthy stay in port. Earlier generations of VSAT technology could fill entire racks with servers.

Intellian’s latest systems comprise one above-deck antenna and a single below-deck terminal featuring a built-in modem. WiFi enabled, the unit has a built-in eight-port Ethernet switch and an integrated power supply. The GX60 terminal can be started in minutes at the touch of a button, which makes it much easier to operate than first-generation systems.

VSAT could already be reducing the risk of piracy. As operators track their ships and cargo across the globe, enhanced satellite communications make it easier to direct vessels away from at-risk areas. As anti-piracy watchdog ReCAAP pointed out in late February, the incidence of piracy and armed robbery against ships in Asia, a particular hot spot, has gone down since August 2015. “Notably, for a consecutive three months since November 2015 no actual incident was reported on board ships while underway in the Straits of Malacca and Singapore, and there has been no reported incident involving hijacking of tankers since September 2015,” the organisation said.

The provision of VSAT will become an important tool in hiring crews, said David Kramer, director of fleet management for Canada-based Seaspan Ship Management. “At Seaspan we require high quality, continuous global connectivity for optimising operations, and cost-efficient content delivery services for attracting and maintaining the best crews possible,” he explained.

In late 2015 the company fitted its vessels with a suite of VSAT-enabled products, including USA-headquartered KVH Industries’ global TracPhone V11-IP communications system with mini VSAT broadband connectivity. The TracPhone V11-IP is another example of the new wave of compact technologies. It features an antenna that is just 1.1m in height and accesses both C-band and Ku-band satellites. When crews are off duty, they can watch live news, sports, films and television programmes through a multi-casting service.

And earlier this year Singapore’s Byzantine Maritime Gas fitted the same mini VSAT technology on its new fleet of gas carriers. In a sign of changing times, Byzantine Maritime Gas director Belal Ahmed said: “We chose KVH for its global coverage and fast data speeds. These are essential for our modern fleet to operate as efficiently as possible.”

In VSAT technology the key is bandwidth, say providers such as Italy-based iSeaglobal. It has hooked up more than 230 vessels, including cruise and cargo ships, to its teleport. Working through a constellation of over 25 geostationary satellites, iSeaglobal controls a network of hubs based in Asia, Australia and the USA. “Our primary goal is the safety of seafarers,” the company states. “In considering their interests it is vital to guarantee superb quality bandwidth in terms of security and crew welfare.” Clearly, VSAT is the new paradigm when it comes to looking after seafarers. MEC


20 | CREW WELFARE

A ship’s officer manages the satellite communications platform from a control room

Intelliantech.com

The next generation of newbuilding container and cruise ships will have the latest automation and bridge systems technology

GREATER INTEGRATION OF SHIP SYSTEMS

22 | AUTOMATION & CONTROL

Wärtsilä is supplying propulsion, electrical and automation solutions on new Seabourn Cruise Line cruise ships (credit: Wärtsilä)

AUTOMATION & CONTROL | 23


Container ships, passenger ships and offshore vessels under construction

in Asian and European shipyards have greater levels of automation and ship-wide connectivity than earlier generations. Ships due to be delivered over the next few years have advanced systems for capturing and displaying data to seafarers, and the satellite link to send this to shore. Navigation, automation and propulsion control are further integrated, and alarm management is more effective.

Wärtsilä Corp is working through a huge order for automation and propulsion control systems that will be installed on 27 new container ships for Denmark-based Maersk Line. Nacos Platinum systems were selected last year for all three Maersk Line newbuilding projects that are at shipyards in China and South Korea. Wärtsilä expected to begin supplying these systems to the shipyards for the newbuilding projects in April this year.

The integrated Nacos Platinum range covers the control systems for navigation, automation, power and propulsion. With one system, a ship can be navigated, controlled, and monitored from various multifunctional workstations located in different areas of the vessel. Maersk Line shipmanager Jørgen Hansen said the integrated system would enable increasing amounts of data to be accessed on the ships.

“We foresee many synergies across the three [newbuilding] projects, not only in the design phase but also later when the vessels enter service. Operations with further innovation and developments are simpler and faster with one single supplier responsible for the whole system, rather than with several,” he said. Wärtsilä will also provide a power

management system and control consoles, as well as external communications facilities for the container ship newbuildings.

USA-based Seabourn Cruise Line also chose Wärtsilä for a range of propulsion control and automation systems for two new cruise vessels. The ships are being built at the Fincantieri shipyard in Italy. Seabourn Encore is already under construction and Seabourn Ovation will follow. For these ships, Wärtsilä will be supplying the navigation and automation systems, as well as the four Wärtsilä 32 engines.

Each vessel will also have a complete Wärtsilä electrical propulsion system, as well as Nacos Platinum integrated bridge equipment and Valmatic Platinum automation systems. The Nacos Platinum system has multifunction consoles for navigation, propulsion control and automation alarm management. It has consoles for radar, ecdis and conning, as well as automatic steering and voyage planning operations. Valmatic Platinum automation controls all onboard machinery, with added capabilities for vessel power management. This is linked through a dedicated communications network to multipurpose workstations in the engine control room and on the bridge.

Some of ABB’s latest orders have come from cruise ship operators, for the new generation of passenger shipping. ABB recently won a contract to supply automation and propulsion control for

Crystal Cruises ships ordered from Lloyd Werft Group in Germany. ABB will supply 800xA automation systems, complete with the Emma energy management and fleet management suite of solutions, for two Exclusive class ships.

ABB will also deliver Azipod propulsion units, electric drives, electrical power plants and thruster motors for these ships, which are designed for cruise voyages in polar regions. The 800xA automation manages the onboard systems and alarms, as well as controlling power distribution and propulsion. Emma assists the ship’s operators to operate the vessel in an energy efficient way. It can analyse historical data and compare it to current conditions, and then advise the ship’s crew on ways of improving energy efficiency. The system also allows shipowners to benchmark vessel performance across the whole fleet.

In March, Kongsberg Maritime unveiled what it describes as its full-picture strategy for integrated automation on research ships. The systems would be linked to navigation, hydroacoustic and position reference systems, and the Norwegian company will be able to integrate its K-Chief automation and control systems with K-Bridge navigation and K-Pos dynamic positioning modules. These would be fully interconnected with a suite of sensors and scientific acoustic devices for hydrographic surveys.

“A full-picture delivery is a complete collaboration with all stakeholders, ensuring a harmonised technology solution that benefits vessel operations,” said Kongsberg vice president for subsea sales Helge Uhlen. “This is from complex scientific research, using de facto industry standard hydroacoustic systems, to ensure safe voyages, engine monitoring and data handling.” He added that Kongsberg would be a partner for the vessels’ complete design,

construction, maintenance and operational cycle.

The integrated solutions would include communications systems such as Kongsberg’s Maritime Broadband Radio, underwater and vessel cameras, seabed monitoring solutions and data handling applications. They could also integrate multibeam and single beam echo sounders and position referencing. An example of this type of deployment is on the Instituto Español de Oceanografía’s multipurpose research vessel Ramón Margalef. This has K-Bridge, K-Chief and an extensive hydroacoustic suite on board.

CMR Group has installed its Clarinux integrated alarm, monitoring and control system on three multipurpose supply vessels operated by PDI Beiramar, part of Spain’s Emenasa group. The three vessels will provide support services to the Mexican state oil company Pemex. Clarinux consists of an alarm system containing 200 on-off and 100 analogue hard-wired channels, and a Modbus interface. It receives data and associated alarm information from systems on the vessel.

The control system contains four stand-by pumps, two each for oil and fresh water; eight start-stop pumps; 68 double effect (open-close) valves, of which 28 are for the ballast and bilge system and 40 are for the diesel oil system; and 172 input-output points. There is one engineer repeater console located on the bridge, a second one in the engine control room, and three repeaters in cabins.

The main source of electrical power consists of two generating sets of 531 kVA and 60Hz. CMR also supplied the power management system with functions including control and protection of the two diesel engines, management of four heavy consumer units, load-dependent start-stop, and load sharing. MEC

“A FULL-PICTURE DELIVERY IS A COMPLETE COLLABORATION WITH ALL STAKEHOLDERS...”

We strive to supply Safety Through Education becausewell-educated navigators with in-depth knowledge about

the equipment onboard is an indispensable factor to ensure

safety at sea. We have arranged various training courses

that combine both theoretical and practical trainings on

navigation and communication equipment.

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

like to contribute to the global maritime safety. It matters

to us all.FURUNO ELECTRIC CO., LTD.www.furuno.com

It matters to us

Visit us at

Hall 1, stand no. 202


DYNAMIC POSITIONING | 25

EVOLUTION IS COMING IN POSITION REFERENCE SYSTEMS

IX BLUE, GUIDANCE MARINE AND SONARDYNE DESCRIBE THE BENEFITS OF DIFFERENT POSITIONING REFERENCE SYSTEMS, WHILE BRAEMAR ENGINEERING AND MAERSK SUPPLY SERVICE ARE CHANGING FMEA TESTS

Guidance Marine has developed its RadaScan

View solution to enhance the awareness of offshore support vessel bridge crew of surrounding structures when ships are using dynamic positioning (DP). It combines navigation radar with a radar-based reference system that is widely used on offshore vessels to position them next to production facilities. It enables DP operators to visualise the position of the vessel with the structures around it, such as floating production storage and offloading (FPSO) vessels or fixed platforms.

The display provides

more information to the operator than a traditional position reference screen, said Guidance Marine business development manager Sasha Heriot. Traditional position references offer a limited view of the real world environment, which can limit the situational awareness of the DP operator. Existing position reference user interfaces only show the positions of the targets that have been detected.

“As today’s operations become more complex, providing situational awareness to an operator can help prevent an incident by providing early warning and allowing more time to correct

a potential issue,” said Dr Heriot. “But DP operators want more information on the RadaScan screen, such as the navigation radar. So we came up with the RadaScan View solution that displays an image of the reference responders and structure of an oil platform or an FPSO.”

RadaScan View enables DP operators to confirm responder locations on the production asset as well as providing the ability to monitor for the inadvertent moving of responders. It enables the safe navigation and approach of a vessel, even when the vessel’s high power navigational radar is

turned off in the 500m safety zone around the structure. Guidance Marine can easily modify its modern RadaScan units to add the radar view on the DP operator station. The next stage of development involves testing RadaScan View in offshore oilfield operations, said Dr Heriot. “We are now looking for partners that we can collaborate with, to test and further develop RadaScan View to include situational awareness for DP operators,” she said at Riviera Maritime Media’s European Dynamic Positioning Conference in London in February.

Also at the event, IXBlue

Class requirements applicable to using an INS in a DP2 system (credit: Bureau Veritas)

POSITION REFERENCE

SYSTEM

GNSS

APRS

DP CONTROLLER

MAIN

DP CONTROLLER

BACK-UP

INS

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In addition, KVM systems from G&D deliver more safety. Our systems not only provide mission-critical features that monitor our KVM equipment but they can also measure several parameters of the systems they’re connected to.

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26 | DYNAMIC POSITIONING

product line manager Pierre-Yves Morvan presented a method for integrating an inertial navigation system (INS) into a DP system. An INS uses a computer, accelerometer motion sensors and gyroscopes to continuously calculate – by means of dead reckoning – the position, orientation, and velocity and direction of a moving object. It also receives data from external available sensors. “An INS can be connected directly to the DP controller as a position reference system,” said Mr Morvan.

“It can receive ranges from devices such as a GNSS [Global Navigation Satellite System] receiver as well as angles and ranges to fixed acoustic transponders on the sea bed. If there is GNSS noise interference, the INS will reject bad data, providing better global positioning to the vessel. It is robust and can reduce the number of required seabed transponders.”

He said the main benefits include reducing the amount of thrust needed to maintain position because INS offers a smoother and higher update

rate. “This means much less fatigue on thrusters, less maintenance and reduced noise and vibration.” There is less acoustical interference and less time spent calibrating an array of transponders. For an INS to operate successfully with the DP system, it should operate in series with the acoustic transponders and in parallel with the GNSS data, with communication between both these streams and the DP controller and its redundant twin.

Sonardyne International, too, explained the benefits of combining INS technology with acoustic sensors for the cost effective positioning of drilling rigs and offshore vessels. Sonardyne global business manager Mark Carter said the use of INS for DP enables vessel owners to reduce the number of acoustic transceivers that need to be installed on the sea bed. This lowers the installation costs and saves time, as well as minimising down time on vessel operations. He said this type of investment has a pay-back time of less than one year.

Area Hydrographic Solutions is developing a camera-based position reference system that provides real-time data to operators.

Hydrographic surveyor Rein de Vries said that software would analyse the real-time video streams and the distances between the cameras on the vessel and the production asset, to calculate the position reference for the DP system. He said this would be a useful back-up for times when the GNSS feed is blocked.

“Just imagine a vessel entering an offshore windfarm for maintenance work to be done on the turbines,” he said. “The differential GNSS reception may be obscured by the rotor blades, so the DP system needs a reflector, or beacon – or maybe more than one – installed on each turbine tower. Our passive system does not need these reflectors or these beacons, reducing cost for the windfarm operator.”

Area Hydrographic Solutions intends to collaborate with partners to certify the technology and test the concept in real offshore conditions. “A little help from one or more manufacturers will speed up the certification process and put the system in the market, so everybody can benefit from cost reduction in DP use,” Mr de Vries added.

Meanwhile, Braemar Engineering has developed a method of using electronic tablets to conduct tests on onboard DP systems. These are used by the crew to report test results while being supervised by a Braemar Engineering engineer, said manager for global DP and offshore projects Kyle Eddings.

“Notes and edits are done on tablets during the trials and left with the master on a flash drive. It ensures that preventative maintenance is done properly,” he added.

These are being tested on a number of offshore

vessels to reduce workload. Braemar Engineering is also developing an interactive tool to enable DP operators to use the vessel’s failure mode and effects analysis (FMEA) documentation. Mr Eddings said the interactive FMEA tool could be used to improve vessel up time, and engineers could use it for maintenance. He added: “This is a user-friendly tool for crew to use that is searchable, segmented and interactive.”

Vessel owners are looking for ways to lower the costs of assuring the competence of DP operators and minimising expenditure on annual system checks. Maersk Supply Service is trialling a new cloud-based system for documenting the work of DP operators on its offshore support vessels.

It is testing the Cloud@Sea application to reduce the cost of DP operator log keeping, certification and validation. Maersk Supply Service marine operations specialist Nick Trier Madsen said this would be expanded across the fleet as the trial has already shown some success.

On the vessels, operators log their time operating DP systems using an online application. This is sent to the captain for approval and then forwarded to shore for approval by managers and The Nautical Institute.

The service combines the certification of DP operators, DP time logbooks, registering DP operator time, and the approval process in one system. It uses existing formats set out by the International Marine Contractors Association. Maersk Supply Service is also looking to save US$40 million by changing the ways it tests DP systems for FMEA requirements. “We are looking at doing the annual DP tests as part of a rolling test programme,” Mr Trier Madsen said. MEC

Offshore vessels need to use DP within the 500m safety zone around production

platforms (credit: Guidance Marine)

Up on the bridge or down in the engineering room, you don’t need your computers beside you to have complete control over your IT systems.

With G&D’s KVM technology, you can remove computers from control rooms into one safe location. As a result, you’ll create more space with less noise and less heat and enjoy a better working environment.

For complete flexibility, users can access the systems wherever they are on board – all they need are the necessary peripherals

e.g. a mouse and a keyboard and one or more display screens.

In addition, KVM systems from G&D deliver more safety. Our systems not only provide mission-critical features that monitor our KVM equipment but they can also measure several parameters of the systems they’re connected to.

On ships, in special applications control, in vessel traffic service (VTS), on offshore platforms…for complete control with flexibility the answer is KVM – from G&D.

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G&D kvm maritine210x297 SMM.indd 1 07/04/2016 16:20

E xperts involved in ongoing e-navigation testbed projects are reportedly making tangible progress in developing the

Maritime Cloud. This would address the need for a logical maritime information structure to support – in a co-ordinated and reliable manner – the electronic exchange of navigational and other information relevant to the safety, security and efficiency of marine navigation.

This was the unequivocal message of the Danish Maritime Authority (DMA) at the International e-Navigation Underway Conference on board the DFDS ferry Pearl Seaways. This year the conference was devoted to the theme of achieving a co-ordinated approach. DMA director of technology Omar Frits Eriksson said

that the Maritime Cloud could support a harmonised communication framework for e-navigation.

Mr Eriksson is in charge of overseeing the DMA-led EfficienSea2 project, part-funded by the European Commission, which is instrumental in the development of the Maritime Cloud for e-navigation. The ongoing efforts within EfficienSea2 are now being co-ordinated through an evolving Maritime Cloud development forum that also involves co-operation with the Sea Traffic Management Validation Project. This is led by the Swedish Maritime Administration to test regional implementation solutions for e-navigation in the Baltic Sea, building on the preceding MonaLisa 2 project. In addition, the expert forum will also draw on

Marine Electronics & Communications | April/May 2016

28 | E-NAVIGATION

Maritime Cloud development holds promise for e-navigation

THE NEWLY CREATED MARITIME CLOUD DEVELOPMENT FORUM SIGNALS THE LATEST DRIVE TO CREATE A LOGICAL FRAMEWORK FOR THE SEAMLESS EXCHANGE OF ELECTRONIC DATA

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identity registry

messaging service

open source

service registry

Contextual Geolocated information

SERVICES

navigation

reporting

weather

port info

warning

registration


E-NAVIGATION | 29

research work from the Smart Navigation project, underway in South Korea.

The Maritime Cloud is defined as the logical solution to provide a service-oriented communications infrastructure to support seamless information transfer between authorised maritime stakeholders using available communication means, such as digital radio links, satellite systems and the Internet. It should ensure authenticity, integrity, confidentiality and security of data. Legitimate participation would be managed through an authenticated maritime identity register. Issues of transparent governance and robust validation would be addressed, alongside the need to meet demands for controlled access to the right kind of information, when and where it is required, to support correct decision-making.

Mr Eriksson also chairs the e-Navigation committee of the International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA), which co-hosted the conference with the DMA. He told the audience of approximately 150 delegates, representing more than 90 organisations from 22 countries, that promising trials related to the Maritime Cloud were currently underway. In addition, work was being undertaken on unique identifiers for maritime resources and information with a view to creating a unique global numbering system, which was essential for the full implementation of a harmonised connectivity framework.

It remains to be seen if the Maritime Cloud solution will be formally tabled at a future meeting of IMO, or how the collective IMO membership might respond to its possible addition as a new output under the organisation’s Strategy Implementation Plan (SIP) for e-navigation.

So far, the Maritime Safety Committee (MSC), which approved the implementation plan in November 2014, has decided to focus work solely on five prioritised solutions during a four-year work programme that finishes in 2019 (Marine Electronics & Communications, August 2015). These are harmonised and user-friendly bridge design, standardised and automated ship reporting, and harmonised display of navigational information received via communication equipment. In addition, during the 2018-2019 biennium, work would be undertaken on the standardised mode (S-mode) of operation for shipboard

navigational equipment. Work will also be carried out on revised requirements for Global Maritime Distress and Safety System (GMDSS) related shipborne radio equipment and for electronic navigational aids to address built-in integrity testing for navigation devices.

In his keynote address to the conference, IMO secretary general Kitack Lim gave a strong indication that he was open minded about the organisation taking on additional tasks in the future, bearing in mind the iterative nature of e-navigation developments. He highlighted the need to revisit the gap analysis that had been undertaken in preparation of the SIP in order to address the remaining, potential e-navigation solutions that were not initially prioritised. “This is so that we can identify further tasks and then incorporate them into the SIP, as and when required,” he added.

Mr Lim reminded delegates that all five priority solutions were concerned with achieving seamless data transfer in all directions. “Of vital importance is the need for harmonisation of equipment, systems, interfaces, and data formats. This will require a co-ordinated approach between international organisations and the industry.”

DMA director general Andreas Nordseth said that the potential for combining data and connectivity had become enormous as shipping was moving fast towards being online everywhere all the time. However, it was up to legislators to provide the right regulatory framework to support a co-ordinated approach to innovation and, most importantly, its take-up. The latter was a process that had to be both market driven and user driven to ensure that shipping could be successful in being smart.

Developments in maritime data structures

Progress is being made in the development of a common maritime data structure (CMDS) to support the great variety of information in e-navigation. Ørnulf Jan Rødseth, senior scientist at the Norwegian marine technology research institute Marintek, said the work had raised more obstacles than solutions because of its complexity. He said that there already existed a number of data structures or information models that had been standardised for use in the maritime domain. It was therefore necessary to develop and agree on principles regarding how a CMDS based on the S-100 Universal Hydrographic Data Model of the International Hydrographic Organization could incorporate these data structures.

The S-100 standard is a geographic information system (GIS), providing a framework for developing specifications for digital data products. It supports a wide variety of electronic navigational charts (ENCs), digital hydrographic and non-hydrographic data – such as currents, tides, ice and weather information. Operational data, which is a significant part of e-navigation information exchange, would be more difficult to accommodate in the CMDS. Mr Rødseth saw an urgent need to find ways in which such information could more easily be mapped to a GIS feature so that it could be incorporated into the CMDS.

He asked what different domains would need to be considered, bearing in mind that not all operational data is geospatial. Examples are bridge alerts, ship safety systems and operational data. He suggested that mandatory reporting requirements could be integrated into ENCs as voyage waypoints. The data product specification would need to specify how a particular type of reporting message could be assembled from elements of the CMDS.

However, issues that could cause problems included the streaming of data, as distinct from files, and the level of detail in semantics. ENC-integrated position data would need a reference point and information on ship size. Mr Rødseth believed that integration into CMDS of the ISO 28005 ship reporting model would be relatively straightforward, but semantic compatibility and mapping could be an issue. MEC

Kitack Lim (IMO secretary general) gave his full support to a co-ordinating role for IMO in e-navigation (credit: Graham & Partners, Denmark)

30 | TRAINING SYSTEMS


NEW SIMULATORS INSTALLED TO IMPROVE TRAININGMaritime training academies in Indonesia, Australia, Dubai and Greece continue to invest in bridge and engineroom simulators to increase the competence of seafarers

I ndonesia’s Ministry of Transportation has installed a suite of new bridge simulators, ordered from Kongsberg Maritime, in its Maritime Training Centre located at its headquarters in Jakarta. The facilities will be used for training and assessing

Indonesian seafarers applying for sea going certificates, for local and international operations.

The ministry hopes the simulators will reduce the time taken, and the tools required, to assess Indonesian seafarers. Kongsberg supplied one DNV GL class A full mission bridge simulator with a 240 degrees field of view, and 10 part task simulators. These are all based on the K-Sim Polaris technology platform. It also developed customised, pre-defined models to assist in seafarer assessments and for testing teamwork and other human factors in maritime operations.

Kongsberg also secured a five-year long-term support contract from the Ministry of Transportation that includes future upgrades to the K-Sim Navigation technology platform. Part of this arrangement includes developing new simulator models and exercise areas for training and assessment. The simulators will also be used for the re-certification of local seafarers to meet the rising demand for competent Indonesian seafarers. Demand is growing because of the combination of stricter rules on hiring local mariners and

increasing levels of inter-island trade.Kongsberg Maritime area sales manager Asraf Ibrahim claimed

that investment in simulators would reduce costs for the training and assessment of seafarers in Indonesia, while improving maritime safety and efficiency. He added: “The contract reflects the growing importance of having a realistic simulated vessel navigation and communications environment to support the quality of assessment.”

Australia’s Department of Defence is investing in an engineroom simulator to train engineers that will be operating on the Royal Australian Navy’s landing ship dock auxiliary (LSDA) vessel HMAS Choules. The defence department ordered a new model covering operations on the vessel for the Kongsberg Maritime K-Sim Engine simulator which is in the HMAS Cerberus training facility, south of Melbourne.

Kongsberg is supplying its Big View interactive mimic screen, which displays systems in 3D virtual reality. It is also supplying fully interactive switchboard mimics for the engine control room. The model uses existing K-Sim Engine simulator infrastructure, such as the base simulator software and the hardware. It was ordered under a long-term support contract that was signed in 2015.

The Royal Australian Navy has progressively increased the

The new simulator in the Ministry of Transportation’s Maritime Training Centre in Jakarta will be used for assessing the

competence of Indonesian seafarers (credit: Kongsberg)

TRAINING SYSTEMS | 31


efficiency and effectiveness of its training and qualifications system using simulation-based training. This reduces risk and improves the safety of personnel and the integrity of equipment. The navy also has a desktop K-Sim Engine simulator at Cerberus, and has a customised K-Sim Engine full mission simulator in its Sydney academy for the training of engineers aboard Canberra class landing helicopter dock vessels.

Greek marine environment protection association Helmepa has installed a full mission bridge simulator at its facilities in Athens to deliver refresher training to its members. A DNV GL class A Nautis bridge simulator, with 240 degrees horizontal field of view and an instructor station, was purchased from Dutch group VStep.

This will be used for teaching ship and boat handling skills in compliance with the latest IMO requirements and model courses. Helmepa runs the centre for training in pollution prevention, navigation safety and environmental awareness. VStep is also supplying two Nautis simulators to the Independence Seaport Museum in Philadelphia, USA. These will be installed in July 2016.

Maersk Training has opened a new maritime and offshore training facility in the United Arab Emirates. The centre includes suites of simulators for teaching various operations in a safe environment. Offshore vessel owners, drilling rig owners and energy companies can test planned operations and ensure crews are prepared before they undertake these activities. It allows teams to practise events and joint procedures together.

Opening the new centre in Dubai means that local vessel and rig operators and oil companies no longer need to send their crews outside the Middle East, said Maersk Training chief executive Claus Bihl. “This reduces the total cost of training, and further improves safety standards in the region,” he explained. “The focus of the industry is on improving crew competency to obtain better safety and operational excellence. Our main focus will be on operational simulation with the integration of human factors.” This includes teamwork, procedural discipline, communication, decision-making and situational awareness. “All of this is with the aim of safeguarding and improving safety.”

In Cyprus, Bernhard Schulte Shipmanagement (BSM) has signed a co-operation agreement with the University of Nicosia that gives the university’s maritime academy access to BSM’s maritime training centre located at the Limassol Marina. The university will begin degree programmes in marine science,

maritime engineering and electrical engineering from September 2016 using the simulators. “Aspiring officers now have access to high level education and training, as well as being able to develop their skills in line with technological developments,” said Nicos Peristianis, president of the Council of the University of Nicosia.

BSM chief executive Norbert Aschmann said its facilities in Limassol will help train the next generation of seafarers in technical operations. “BSM has made considerable investment in building a world-class training facility in Cyprus to support the professional development of our own seafarers, as well as the local maritime community. BSM has a suite of advanced Kongsberg full mission bridge and engineroom simulators.”

The Royal Australian Navy trains engineers on an engineroom simulator at its Cerberus training facility (credit: Commonwealth of Australia)

Further advances in online e-learningSeagull Maritime has developed a mobile application for crew training tracking. The application will enable seafarers to track their training records and receive critical safety alerts. It is available to download on Apple and Android devices. The Seagull crew app facilitates access to selected records within the Seagull Training Administrator online database, which holds information on seafarer training and competency.

Roger Ringstad, Seagull Maritime managing director, said this application should change the way seafarers can track their training. “This is a major step forward for an industry whose ability to recruit and retain skilled crews increasingly depends on showing seafarers more commitment to the technology that shore-based staff take for granted.” Seafarers receive a log-in and password that enable them to access training records so they can see the courses they have completed and establish what training is outstanding.

An important function of the application is the delivery of critical safety information to seafarers. It can deliver company notices in an electronic bulletin format. These circulars can include incident reports, regulatory updates, technical information, and quality management guidance. “Crew need the latest information because awareness is the key to ensuring best possible practice,” said Mr Ringstad. “Being notified of a vessel grounding, or near miss, inspires extra vigilance for those at sea. Our app allows notifications to be delivered directly to the seafarer’s own device at the earliest opportunity.” The app is available on the Google Play and Apple App Store.

Safebridge established two initiatives in the first quarter of this year to extend access to its series of type-specific ecdis courses. It formed an alliance with Seagull that enables seafarers to access Safebridge’s e-learning courses, which cover more than 25 different ecdis models. Under the agreement, Seagull can add the complete range of ecdis training packages to its onboard training system. This is accessed on a laptop or desktop computer, and hosts the Seagull training administrator program and the entire onboard library of e-learning modules available from Seagull.

In another deal, Safebridge has joined forces with Videotel to offer ecdis e-learning courses on ships. The courses will be available to seafarers through the onboard Videotel on Demand system. Crews will be able to complete the e-learning course, which includes theory sections and practical training using the onboard ecdis, before taking their test using Safebridge’s validation systems. MEC

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T he evolution of maritime information technology has two prevailing characteristics: an ever-increasing

pace of change, and a focus on regulatory reporting and performance management. Both of these require more comprehensive data management. The changes taking place can be seen in the rapid increase in the take-up of cloud and mobile solutions. These improve the accessibility of data as well as encouraging interest in accessing sensor data, which affects the volume of data available.

Increased interest in big data analytics is driving a focus on unifying applications to fewer, more integrated platforms, so the data can be leveraged effectively for decision support. Big data means managing time series data (measurements of the same variable collected over time) and using techniques to translate that data into information that has an impact on vessel performance, hull and machinery maintenance, and operations.

Managing this data effectively has never been more important. Regulatory changes and a focus on performance optimisation are driving the need for accurate data collection, aggregation and analysis. The use of comprehensive, end-to-end solutions will increasingly define the future of maritime software.

Some of the biggest opportunities for big data are in vessel and fleet performance. ABS NS, along with the ABS Operational and

Environmental Performance (OEP) group, are focused on providing tools to manage and collect the data required to make decisions that can make vessels more competitive – linking all aspects of efficiency, performance and operations.

The increasing number of regulations coming into effect, this year and in the future, will drive a relentless focus on software and data. Owners and operators will increasingly look for ways to automate the reporting of regulatory and operational data, leading to greater efficiency and simpler shoreside intervention and control.

As an example, the European Union’s ship emissions monitoring, reporting and verification (MRV) initiative will create a major reporting obligation. But the data required overlaps with the data needed for vessel performance management. A well integrated software solution will support both compliance and efficient operations. Classification, too, is becoming more data-driven, relying on performance data collected and analysed by sophisticated software systems. The trend towards

condition-based classification that requires data, and underlying applications to interpret the data, will align the interests of shipowners and classification societies in pursuit of software solutions.

Software companies need to be positioned with tools and services that can support increasing levels of automation, as well as the exponential increase in the volume of data collected and analysed. This should enable customers to leverage the information for better decision support and to accurately demonstrate compliance.

To help owners manage these demands, ABS NS offers a solution that is a totally integrated marine enterprise resource planning system, which covers every aspect of marine operations.

The software is designed around standard marine documents and processes, so users are able to quickly and effectively improve vessel operations by focusing on key business drivers in the asset management, compliance and workforce processes. ABS NS recently launched NS Core, a streamlined version of its flagship NS Enterprise product. This is designed specifically for the workboat and inland market.

Last year, ABS NS also launched a vessel performance tool, developed in collaboration with the OEP group at ABS. The tool delivers a vessel performance capability for benchmarking hull and propeller performance against design parameters. It also integrates main engine performance data into a comprehensive operational and environmental performance solution. The NS Vessel Performance tool is the first of its kind to include main engine, hull and propeller key performance indicators for a comprehensive approach to performance management. In addition, ABS NS is developing new tools to support compliance, including targeted solutions for MRV and an inventory of hazardous material. MEC

*Stephen Schwarz is vice president and chief operating officer at ABS Nautical Systems


FLEET MANAGEMENT SOFTWARE | 33

Meeting the challenges of compliance and data managementBig data analytics and cloud computing solutions are changing the way maritime software is used to improve fleet performance, writes Stephen Schwarz*

Stephen Schwarz: “Some of the biggest opportunities for big data are in vessel and fleet performance”

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34 | FLEET MANAGEMENT SOFTWARE

Owners reap the benefits from software

Offshore support vessel owner Pacific Radiance has begun rolling out UniSea’s software and IT platform across all of its fleet and managing offices. The system was implemented on Pacific Radiance’s main office

server in Singapore during January and the separate elements were set up and configured to the company’s requirements. The software will be deployed to the various vessels in the fleet during the second quarter of this year.

Deployment of UniSea’s solutions comes at a time when Pacific Radiance is investing in its quality, health and safety and environment (QHSE) department. The vessel operator is deploying UniSea HSE, quality assurance, and fuel monitoring solutions. It is investing in better business processes to strengthen its position in today’s difficult offshore vessel markets.

Pacific Radiance’s group finance director Loo Choo Leong said investment in the software modules gave the owner a competitive edge over other companies. “It is about increasing safety and efficiencies. It shows our company has taken steps to separate ourselves from companies that are working at lower levels.” He said clients appreciate the fact that the vessel owner is using the latest software and IT to ensure it is robust when it comes to standards and more efficient in offshore operations. “It means we will be able

to utilise resources more efficiently and can achieve what we want, especially in this tough market,” said Mr Leong.

One of the key benefits of the solution is reducing the time vessel crews devote to administration. It means seafarers can concentrate on the mission-critical operations and safety. “It is our job to ensure our seafarers in the front line, doing the most difficult part of our operations, are equipped as well as possible, so they can do this in the most effective manner,” he said.

OSM Maritime Group has chosen Tero Marine’s TM Master planned maintenance system for a fleet of container ships. The software is being deployed on 24 container vessels that are under OSM’s technical management. The platform will enable OSM to manage maintenance on these vessels to improve operational efficiency and prolong machinery life.

OSM head of global procurement Frank Mouridsen said TM Master was chosen for its flexibility, versatility and user interfaces. “We had carefully reviewed maintenance systems and carried out internal evaluations from a system and user perspective,” he said. “This partnership with Tero Marine will be a valuable contribution to our strategy in the years to come.” Tero Marine vice president for sales Erik Staubo said the contract with OSM will be a springboard for marketing TM Master for more commercial shipping applications. Tero Marine has previously implemented the platform for several offshore vessel owners.

Minerva Marine has installed BMT Smart’s vessel performance monitoring system on board two chemical tankers, and ordered it for two crude carriers. The shipowner will use the solution from BMT Smart for analysing the performance of Greek-flagged chemical tankers Minerva Leo, built in 2015, and Minerva Tychi, which was delivered this year.

BMT Smart combines data collected automatically from the navigation and automation systems, with data that is only available on shore, such as metocean data. Minerva Marine can access data affecting the vessel performance through the web-based SmartFleet application. The system also allows shore based personnel to make decisions about when maintenance may be required to help restore performance.

Minerva Marine uses the data to optimise fleet performance, said newbuildings and S&P senior engineer Maria Tsobanoglou. She added: “The hardware seamlessly integrates with different onboard automation systems, synchronising easily with the onboard database.” BMT provides data display and analysis, with trends and live feedback. Minerva Marine has ordered shaft power torque meter and vessel performance monitoring systems for two new Suezmax tankers, Minerva Kalyspo and Minerva Evropi. MEC

Pacific Radiance is installing UniSea software, OSM Maritime has chosen Tero Marine’s TM Master and Minerva Marine has installed BMT Smart’s system on tankers

Pacific Radiance is installing UniSea software on all of its offshore support vessels

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M aersk Tankers is taking an innovative step

by trialling the use of drones to deliver urgent parcels to its vessels. The first drone delivery to a vessel at sea was successfully completed by the Danish shipowner in late January this year. The delivery took place near Kalundborg, Denmark as a test of the technology. Maersk Tankers said it would conduct more delivery tests with a view to using drones as part of the supply chain to its vessels in the future.

The tanker operator expects to reduce the costs of delivering packages, such as mail and medical supplies, and conducting inspections through the use of drones. They would be an alternative to sending barges to vessels when they are not in port. Costs for a barge are on average US$1,000, and can

easily go up to US$3,000 or more, said Maersk supply chain manager Markus Kuhn. “With the current payload of drones, on average a vessel has three cases per year in which the barge transport could be substituted by a drone, meaning a potential avoidance of barge costs of US$3,000-9,000 per vessel, per year. And if you consider that Maersk Tankers has around 100 vessels, the savings potential could be substantial,” he added.

The first drone delivery was completed using a drone supplied by French company Xamen Technologies. Maersk Tankers had planned to launch the drone from the shore, but bad weather prevented this. Instead, the drone was launched from a tug and was able to drop the parcel on the tanker from around 5m above the deck. The drone was designed

to meet the explosive atmosphere zone 2 standards of the EU (ATEX), and the test was approved by the Danish maritime authorities.

The delivery was performed in alignment with Maersk Tankers’ high health and safety standards, which was an important requirement for the technology, said Mr Kuhn.

“It is fundamental that any drones used by Maersk Tankers are safe for the environment they are operating in,” he said. “They must be certified as intrinsically safe for most tasks, so they cannot create a spark, even if they were to crash.” Drones also have the potential to be used for inspections. For example, they could be used to take high quality photos or videos of certain areas to identify cracks in cargo tanks. “Some inspections can pose risks if performed by humans,” said Mr Kuhn. “If drones are approved for tank inspections, it will improve safety on tankers and potentially in other oil-related installations.”

Other sections of the Maersk group have already begun using drones for inspections. For example, Maersk Oil and Maersk Drilling have started testing drones for inspections of parts of installations that are difficult to reach, such as the tips of flare towers on offshore drilling rigs and production platforms. APM Terminals and Maersk Supply Service are also starting to look into using drones.

Maersk Tankers owns and operates a fleet of around 100 product tankers and had revenues of US$156 million ›››

36 | TANKERS


MAERSK TANKERS TESTS DRONES FOR PARCEL DELIVERIES

The Danish tanker operator expects to reduce the costs of delivering parcels and conducting inspections through the use of drones

BELOW: Markus Kuhn: Using a drone could save US$9,000 per vessel, per year

TANKERS | 37


Sweden-based Sea IT has gained a host of contracts to upgrade IT and communications systems on product and chemical tankers. Since the beginning of this year, Sea IT has secured orders from Donsötank, Ektank, and Veritas Tankers, but the biggest contract is with Maersk Tankers. Each of these orders

involves deployment of Sea IT’s BlueCore connectivity platform that enables tanker owners to connect their vessels to onshore IT networks. For Donsötank, Ektank and Veritas Tankers, the arrangement also includes the BlueConnect satellite communicationsservice, including maintenance of the onboard IT and

communications systems. The largest order was

for BlueCore on the Maersk Tankers fleet of more than 100 vessels. This is set to begin this year, and should be completed in 2017. Maersk Tankers IT governance and project portfolio manager Thomas Landwehr said the company would be able to integrate the IT from

all its separate departments to improve operations. “With our version of BlueCore on board, we can regard our fleet as remote office locations with real-time, on-line access to our internal applications. It is a cost efficient, modular platform which supports our business objectives,” he said.

Donsötank has has signed a three-year contract to use BlueCore ICT services on its tanker fleet to manage and maintain ICT systems. It operates seven product and chemical tankers in the range from 18,000 dwt to 25,000 dwt. They will be using BlueConnect for business communications, including e-mail, file transfers and security. The service also manages satellite communications beam switching, crew logins, firewalls and spam management.

Swedish tanker operator Ektank has also chosen Sea IT to manage the IT and communications systems on its fleet of five ships. Sea IT has a two-year service agreement with the shipowner. All of Ektank’s vessels are in the 13,700 dwt to 17,500 dwt range and operate year-round in all weather and ice conditions in the Baltic Sea.

Owners install Sea IT network management technology

››› in 2015. It employs 88,355 people in some 130 countries. It has earned a reputation for trying out innovative technology. For example, it is developing the use of 3D printers for generating spare parts for critical ship machinery components.

Maersk Tankers has also taken a lead in deploying media technology for its crew welfare programme. In September 2015 it deployed Inmarsat’s Fleet Media service on 30 of its product tankers

to improve crew satisfaction. This is a 12-month pilot project that could lead to Fleet Media being rolled out across the rest of the fleet. The service provides entertainment to crew over Inmarsat’s satellite constellation. The latest films, sport and television programmes are downloaded to the onboard box. Crew members can watch online content on their own devices, such as laptops, computers or Apple and Android smart devices that access the

onboard server via WiFi or a physical network connection.

The versatility of drones is starting to be recognised by other shipping companies. Canadian group Fednav has begun using drones as an aid to navigation in the Canadian Arctic. In a test last year, a drone at a height of around 120m had a digital camera that provided images of the ice cover to the ship’s bridge team. The information supplemented data from ice radar on the vessels to reduce

the risk of ice damage to the ship’s hull.

Container ship operator Maersk Line has also considered approving the use of drones. The Trident Alliance, of which Maersk Tankers is a member along with Wallenius Wilhelmsen Logistics and 10 other companies, endorsed the concept of using drones as an effective enforcement mechanism for exhaust emissions, rather than the current practice of inspections of ships in port. MEC

Donsötank has deployed Sea IT on its product and chemical tanker Bonito

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THE SATELLITE OPERATOR IS DEVELOPING MARITIME TERMINALS AND INTEGRATING SERVICES WITH RESCUE CENTRES AND SAFETY INFORMATION PROVIDERS TO GAIN IMO GMDSS RECOGNITION

IRIDIUM EXPECTS TO LAUNCH GMDSS SERVICE IN 2018

I ridium Communications hopes to gain recognition by IMO to provide a Global

Maritime Distress and Safety System (GMDSS) service by 2018. This would follow a series of negotiations with maritime safety services and information providers, as well as the development

of approved terminals. Iridium vice president and general manager for maritime business Brian Pemberton is confident that a formal recommendation will be submitted to IMO’s Maritime Safety Committee (MSC) in 2018. This would enable Iridium to commercially launch a service that would

rival Inmarsat’s safety communications services.

The IMO Sub-Committee on Navigation, Communications and Search and Rescue (NCSR) discussed its assessment of Iridium as a future GMDSS service provider in March. The subcommittee broadly supported incorporating

Iridium as a mobile satellite GMDSS provider, but set three criteria that the company needs to satisfy before it receives its recommendation.

“There was rigorous debate at NCSR about which criteria should, and should not, be included for a service provider to satisfy the requirements to

A Royal National Lifeboat Institution vessel and an Irish Coast Guard helicopter in a rescue demonstration

be recognised as a GMDSS supplier,” said Mr Pemberton.

“We now have a list of what to do to meet the criteria. The first step is the need to have ship terminals developed that are compliant with the requirements.”

Mr Pemberton said Iridium was already collaborating with manufacturers to develop a ship terminal for transmitting GMDSS emergency calls and receiving safety information. “The terminals need to be integrated in the vessel so seafarers can make calls that can be received by rescue control centres, and so safety information can be displayed on the bridge,” he explained. “We are working with our manufacturing partners to develop terminals and expect to have a demonstration of one in 2017.”

The other steps towards meeting IMO’s GMDSS requirements involve integrating Iridium services with rescue co-ordination centres (RCCs) and suppliers of maritime safety information (MSI). Iridium has concentrated on working with key RCCs

that have regional influence because there are more than 50 worldwide. “We have been asking to integrate with key strategic responsible parties. We have identified which RCCs have regional influence and expect to have two or three integrated by the end of this year.” Iridium plans to be integrated with another five RCCs by the end of 2017, which should satisfy IMO’s requirements.

For example, Iridium is working with an RCC in the USA that could contact others in Canada and South America. It is also in discussions with RCC Australia, which has relationships with other centres in East Asia. This way, ships that are in distress would use Iridium satellite services to reach an RCC, which could then forward the message to a more localised centre to co-ordinate a rescue.

The third criterion is integration with providers of meteorological and navigation warnings. Iridium has already begun this process. “We have started with a select few of the MSIs to demonstrate the

display of MSI information on a vessel this year,” said Mr Pemberton. “We then see additional groups added in 2017 and the rest in 2018. There are 21 Navareas globally and some countries have more than one, so we are talking with MSI providers to accelerate the approach.

“Our goal is to have some MSI and RCCs integrated by the end of this year. By early 2017 we could have equipment tested on board vessels. Then we could report to the NCSR meeting in 2018 that the outstanding criteria have been successfully demonstrated and that we satisfy IMO requirements. We then expect to get recognition of Iridium as a GMDSS provider from MSC in 2018, or in 2019.”

One thing that Iridium has already been able to demonstrate is the reliability and availability of its service across the constellation of 66 low Earth orbit satellites. This delivers low latency communications anywhere on the planet, as the satellites link together and with a terrestrial network of teleports. Iridium intends to replace the ageing satellites with its Next constellation.

Mr Pemberton said the first 10 of the new satellites are scheduled to be launched by SpaceX in July this year. More could be launched by

International Launch Services from Kazakhstan in October or November. “By the end of 2016, we expect to have 30 in orbit. Then the other 42 satellites should be launched in 2017.” Iridium expects that its partners will introduce new marine terminals in the second half of this year.

Inmarsat is the only provider of GMDSS through its Inmarsat C service, which prioritises seafarer distress alerts to RCCs and to nearby ships. Around 100,000 vessels rely on Inmarsat C to provide vital communications at the press of a button. Last year, more than 600 distress alerts from vessels in urgent need were broadcast over the service, highlighting its importance to ship safety.

Inmarsat maritime president Ronald Spithout said GMDSS had made the biggest single contribution to maritime safety since the advent of radio in 1899. He added: “In the last 25 years, thousands of lives have been saved and countless ships rescued as a result of Inmarsat C.” Inmarsat continues to develop vital safety services. For example, Inmarsat C and Mini C terminals also support the satellite-based global maritime broadcast service SafetyNet. This provides meteorological and navigation warnings, and search and rescue broadcasts. Inmarsat is about to unveil a second generation of this service, with enhanced functionality available to maritime safety information providers to broadcast safety messages.

It also recently announced investment in a sixth generation of geostationary satellites that will have L-band capacity for future maritime safety services. The number of ships that depend on safety communications is expected to increase as global fleets expand. So there is genuine need for more investment in satellite communications to enhance maritime safety. MEC

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40 | SAFETY COMMUNICATIONS

Iridium Communications operates a global constellation of low Earth orbit satellites (credit: Iridium)

“OUR GOAL IS TO HAVE SOME MSI AND RCCS INTEGRATED BY THE END OF THIS YEAR.”

All you need is...

- Digital Charts and Publications, AVCS and the complete Admiralty branded ADP and eNP- Paper Charts and Publications, global coverage of the renowned Admiralty paper products- e-Navigation solutions and Weather Routing on the World First Digital Chart Table

Contact NAVTOR today, before we contact you! Why not get on board at www.navtor.com

NAVTOR, the total supplier of navigational products and services, the e-navigation specialist.

All you need is_Tanker Shipping and Trade.indd 2 01.12.2015 15:05:12

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bobz GmbH · Borsigstraße 2 · 21465 Reinbek/Germany · Phone +49 (0)40-788 083 05 · [email protected] · www.shipz.net

shipznet provides world-wide ship-to-shore data communication with up to 20 MBit/s near shore and in ports. With shipznet, customers extend their costly and slow satellite systems to enable remote software management, crew communication or even video conferencing.

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BEST OF THE WEB marinemec.com

Data Modul has introduced a 24in touchscreen for bridge systems. The type 6024 ID monitor has thin-film transistor (TFT) in-plane switching (IPS) technology. This enables an accurate representation of image details such as colour gradients and authentic colour reproduction, said product manager Doris Beetz.

The integrated 24in WUXGA panel

has a resolution of 1920x1200 pixels. “It has colour performance and

image clarity at all viewing angles, which is particularly important in professional imaging applications,” she said. It supports multiple input types using Data Modul’s own standard electronic platform ST1:3. The controller board is based on a ST Microelectronics chip with picture

enhancement technology. “For user-friendly operations we decided to use a multi-PCAP touchscreen and intelligent capacitive buttons as the main controls,” said Ms Beetz. “Both are protected from moisture and dirt by means of a cover glass with anti-glare treatment to significantly reduce reflection.

http://bit.ly/MEC_ModulApril16

The 24in WUXGA panel has TFT in-plane switching technology and 1920x1200 pixels

UK-based classification society Lloyd’s Register (LR) has published new guidance to support safe and effective deployment of next-generation drones and unmanned aircraft systems (UAS) in inspections, as a way to improve productivity, reduce risk exposure, and in-service inspection costs and to speed up survey times.

It says “eyes-in-the-sky technology” enables rapid, safe and repeatable inspections for offshore, shipping and onshore infrastructure that will offer long-term benefits to the energy and marine sectors, delivering high levels of integrity, compliance and commercial advantage. “We are developing these guidance notes to provide a consistent approach to risk in UAS and drone deployment, offering practical operational considerations relating to regulations, personnel, quality, safety, hardware, software and operations,” says LR chief technology officer, Nial McCollam.

“Technology and innovation in the area of digital data, sensing technologies, unmanned systems and robotics are here to stay. We see an exciting and important journey ahead and anticipate our efforts to increase and continue.”

http://bit.ly/MEC_LRDrones

LR launches guidance for drone inspections

BEST OF THE WEB | 43


Data Modul unveils 24in bridge display

Alphatron wins Bibby vessel bridge order

Alphatron Marine has gained its first contract from Damen Shipyards Group to supply a service operations vessel (SOV). It has secured an order for an AlphaBridge for new vessel Bibby WaveMaster 1, which is being built at Damen Shipyards Galati in Romania. The SOV is designed to be employed in the offshore renewables sectors when completed in January 2017. The 90m vessel is specifically designed for maintenance engineers employed by offshore windfarm operators to work efficiently for up to 30 days at sea.

Alphatron is supplying the

integrated bridge, including radar and propulsion control, as well as customised systems for SOV operations. These are mostly manufactured by Japan Radio Co. Alphatron is also installing a comprehensive IT and entertainment package for the 60-person accommodation on board the vessel. All the living quarters will be equipped with television and WiFi to enable crew and offshore engineers to use their own devices while on board.

http://bit.ly/MEC_AlphatronBibby

www.marinemec.com

S hipping needs to do far more to attract innovation in order to discover and implement the next disruptive digital technologies. The industry is facing more threats than

ever to business-as-usual conditions, from technology changes – mostly from the digital sector – and from environmental regulations. So it should embrace different technologies that could disrupt existing business cases, and encourage innovators to develop solutions to the latest issues.

These were some of the conclusions from the Disruptive Sustainability discussion between different thought leaders, held in the Baltic Exchange in London at the end of February. Outside influences could threaten the current status quo in shipping and provide the next generation of solutions. For example, technology conglomerates such as Amazon, Google and Huawei Technologies are looking to deliver new digital technologies into the shipping sector, which could revolutionise the industry. They could become digital disruptors to the conservative shipping community by offering different business models and technologies. But with a bit of enthusiasm, companies already operating in the shipping sphere could provide these technologies first.

The potential disruptive technologies could include high throughput satellite communications, more effective data analytics, greater autonomy and robotics, and new methods of information sharing. Other business disruptors could come from environmental concerns, such as shifting propulsion technology towards zero emissions technologies, such as batteries, as well as the monitoring of system performance.

During that discussion, ABS global marine executive vice president Kirsi Tikka said the shipping industry needed to create the future, not be dragged towards it by these outside influences. It should be investing in better analytics and data processing, and in more shore support, and it should be innovating to solve the major issues. “We need to open up to a wider pool of ideas and be open minded to outside people,” she said. “We need to think differently and respond rapidly, and we should attract innovation.”

Classification societies can be an incubator or a platform for new innovation. “We are now looking for more disruptive innovation from automation and big data analytics. But for the most part, we do not see a road map of how we get there,” Dr Tikka continued. “This is mainly because it involves expertise not found in our traditional industry, and leadership that understands how to apply and benefit from the technology.”

Shipping needs an innovation strategy to tackle the operational issues and regulatory challenges, and to find ways of being more competitive and environmentally and financially sustainable. The industry needs to harness the potential from large volume data processing and analytics, and fast communications between ship and shore.

“Smart use of data means we can be less intrusive and more predictive in the way we work with asset owners and companies, and be less bound by calendar-driven events,” said Dr Tikka. “But we need to be confident about the quality and the reliability of the data.”

Some ship system suppliers and integrators have embraced the advances in digital technology. Companies like ABB, Caterpillar and Wärtsilä have developed digital remote monitoring and diagnostics services involving machinery sensors feeding back data to shore for analysis. The information can be used for managing maintenance strategies, improving machinery operation and reducing costs. Companies like Jotun are using monitoring data to improve hull and propulsion performance.

Some of the disruptive technology could come from outside the industry. Dr Tikka highlighted how non-shipping companies are becoming involved. She said a Chinese affiliate of Amazon had registered with the US Federal Maritime Commission to become a licensed ocean freight forwarder, and Amazon had also filed an application with the Shanghai Shipping Exchange to serve as a broker for 12 trade routes. These companies can be seen as competitors or partners in developing disruptive technology that can revolutionise shipping. MEC

44 | FORESIGHT

Disruptive digital technology will solve shipping issuesABS global marine executive vice president Kirsi Tikka has explained that shipping needs to foster innovators to develop technology that can revolutionise shipping

Kirsi Tikka (ABS): “We need to think differently and respond rapidly, and should attract innovation.” (credit: Susanne Hakuba)

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