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4th Quarter 2017


Intuitive operation, undistracted focus

Visit us at Europort Courtesy of Wagenborg

7-10 November 2017 Rotterdam, stand 3405 “A bulk carrier’s switchboard was shut down because of ransomware on board and the vessel was rendered inoperable” Patrick Rossi, maritime cyber security manager, DNV GL, see page 22

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4th Quarter 2017 volume 11 issue 4 Editor: Martyn Wingrove t: +44 20 8370 1736 e:


Sales Manager: Paul Dowling t: +44 20 8370 7014 e:

8 ITC Global CEO Ian Dawkins talks exclusively about technology and strategy 11 IoT at sea and container monitoring will revolutionise global supply chains 12 Cobham: Terminals developed for merging communications technologies

Sales: Jo Lewis t: +44 20 8370 7793 e:

MEC Ship of the Year 14 Cruise ship MSC Meraviglia is named ship of the year for breaking satcoms record 16 Ship of the Year runners up named for technology innovations

Head of Sales – Asia: Kym Tan t: +65 9456 3165 e:

Safety & security

Group Production Manager: Mark Lukmanji t: +44 20 8370 7019 e:

21 The maritime industry is moving from awareness to action on cyber security 22 Operators respond with intelligent cyber defence 23 UK unveils new maritime cyber security code of practice

Subscriptions: Sally Church t: +44 20 8370 7018 e:

Bridge & automation systems 24 Shipowners cannot afford to neglect their vessels’ nervous systems 27 Wärtsilä develops hardware and software for its integrated bridge platform

Voyage planning 28 Analysis of whether owners have done enough to comply with ECDIS rules

Ship digitalisation

30 Shell, Varamar and V.Group discuss the benefits of optimising ship operations through the digitalisation of their fleets

Computer-based training

Chairman: John Labdon Managing Director: Steve Labdon Finance Director: Cathy Labdon Operations Director: Graham Harman Head of Content: Edwin Lampert Executive Editor: Paul Gunton Head of Production: Hamish Dickie Business Development Manager: Steve Edwards Published by: Riviera Maritime Media Ltd Mitre House 66 Abbey Road Enfield EN1 2QN UK

33 Advances in simulator modelling deliver fresh methods of teaching ship manoeuvring and towage operations 35 Kongsberg Digital supplies new Simwave maritime training centre

Fishing vessels

36 A Spanish fishing company explains how L-band enables new online applications 37 Innovations in fishing vessel bridge systems and propulsion control

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

Offshore vessels

©2017 Riviera Maritime Media Ltd

40 CWind has invested in vessel monitoring and motion stabilisation control 41 Owners turn to VSAT for real-time monitoring and IP-based communications

Next issue Main features: Special report: Asian shipowners and managers, satellite communications, bridge systems Ship type: passenger ships

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Total average net circulation: 4,200 Period: January-December 2015 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 | 4th Quarter 2017

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More still needs to be done for autonomous shipping

M Martyn Wingrove, Editor


uch has been achieved on the development of autonomous ships and remotely-controlled surface vessels, but we are way behind on regulation and insurance changes that are needed for their commercial implementation. We have seen a number of advances in ship design, connectivity, remote monitoring and control of vessels and system engineering that will drive maritime industries towards autonomous ships. But will all this be in vain if shipowners cannot get insurance and reassurance from regulations? Advances in engineering and design have been propelled by Rolls-Royce and Kongsberg, while different developments have come from Wärtsilä and others. In September, Rolls-Royce unveiled plans for larger autonomous naval vessels that could be used for mine detection, patrol and surveillance and fleet screening, with a range of 3,500 nautical miles. At first this looks like a leap in technology. However, the Danish Navy has been using an unmanned mine sweeper for several years. Rolls-Royce is also working with Scandinavian passenger vessel operators to develop and commission remotely-controlled or semiautonomous ferries. As we have highlighted in previous issues of Marine Electronics & Communications, Kongsberg is working with Yara to build a semiautonomous feeder container ship for a local transport project. Yara Birkeland is expected to sail in 2019 and be tested in autonomous mode in 2020. Kongsberg is also working with Bourbon Offshore and Automated Ships on designing an autonomous offshore vessel for supporting remotely-operated vehicles and conducting light utility work. And in August, Wärtsilä successfully tested remote-controlled operation of a platform supply vessel in the North Sea from a control room in San Diego, California, using a satellite link.

Engineers controlled the dynamic positioning and manual joystick on GulfMark Offshore’s Highland Chieftain from a distance of 8,000 km, proving the viability of this concept. These demonstrations and developments show how far we have come as an industry towards bringing what many once called science fiction into industry fact. But so much more still needs to be done to ensure international maritime laws are in place and that vessel owners can get insurance cover. Insurers at Lloyd’s of London and lawyers around the capital think IMO regulations will need radical changes and updates to incorporate unnamed ships, not least the Colregs and Solas (see page 5). If ships are to be remotely controlled, then there is wiggle room, to move requirements for watchkeepers to be present to a control room. But, it is widely recognised that major changes to regulations will take perhaps a decade to implement through IMO. So what happens in the meantime, say when newbuild feeder ship Yara Birkeland sails on its maiden semi-autonomous voyage and accidentally strikes another vessel? London maritime lawyers think Yara will need to self-insure against any accident. But future owners will most probably want hull and machinery and liability cover, which would rely on maritime laws for the duty of care and watchkeeping requirements. The shipping industry cannot wait 10 years for IMO to react to technology trends. It needs the framework of regulations to be in place, well before Yara gets to sail its new ship in an autonomous mode. And especially before anyone is allowed to sail unmanned ships in international waters. Shipping needs support from regulators and insurers to proceed with introducing ocean-going autonomous ships. Otherwise who will be liable if an unmanned ship crashes into another ship or a reef, destroying cargo and causing pollution? MEC

Marine Electronics & Communications | 4th Quarter 2017




iscussions at Lloyd’s of London, during a public forum at London International Shipping Week in September, examined the insurance implications of a maritime accident involving an unmanned ship. Chubb Global Markets head of marine Mark Edmondson explained that the technology needed to construct and operate remotely-controlled and semi-autonomous ships is available. However, he said there would need to be major changes to regulations and insurance cover. By 2020, there are likely to be semiunmanned ships operating on localised routes. For example, Norwegian groups Yara and Kongsberg are working on a semi-autonomous bulk carrier for a shortsea project in Norway. Yara Birkeland could be in service by the end of 2019. Mr Edmondson said affordable insurance cover would need to be developed by modifying existing cover for maritime liability. He expects hull and machinery cover to be straightforward but he said providing “liability cover may be challenging, depending on the size” of the requirement. In a presentation, he reviewed the positive and negative changes to insured

Changes will be required to ship regulations and insurance terms if autonomous vessels are developed and introduced

risk that are likely to arise from unmanned shipping. Mr Edmondson suggested that there could be reduced risk of maritime accidents, since more than 50% – perhaps up to 80% – of all accidents are caused by human error. That risk would be reduced because early adoption of the technology would be on vessels serving localised and scheduled routes. Risk could also be lowered by installing less moving machinery on unnamed ships.


However, risks could be increased by the lack of any person on board these ships to swiftly intervene to prevent an accident and because unproven technology will need to

Autonomous ships could be operating within a decade with insurance cover (credit: Rolls-Royce)

Marine Electronics & Communications | 4th Quarter 2017

be used on the early remote control and autonomous vessel projects. Risks of a collision were presented by lawyers from Holman Fenwick Willan (HFW) at a separate forum at London International Shipping Week. HFW partner Tom Walters said that it would “take time for trust to build before autonomous ships were introduced.” However, it would also take time before IMO regulations, such as in Solas, the collision regulations (Colregs) and STCW (Standards for Training, Certification and Watchkeeping), can be revised. For example, there are a number of rules in the Colregs that determine that seafarers are in control of ships, that they are lookouts and someone is able to act to prevent accidents. Mr Walters questioned whether the rules can be changed to include shore operators or computers linked to sensors. There is also a question of whether autonomous surface vessels can be described as ships in maritime law and for insurance. HFW senior associate Matthew Montgomery described a hypothetical casualty involving an unmanned ship being compromised by a cyber attack and then grounding, causing flammable cargo to catch fire and cause damage to the ship structure and other cargo. He said there would be questions as to who was responsible for the accident: the vessel owner, control room operator or IT department for not updating software. Mr Montgomery said there would have to be changes in the way an accident was investigated as “there would be no one to interview and unlikely to be any documents on the ships as these would be at the shore base.” He concluded that a casualty involving an unmanned ship would result in lengthy legal and insurance discussions over who was responsible, but ultimately it would likely be the owner, who has a duty to ensure the vessel was seaworthy, including ensuring software was patched and updated. MEC

FleetBroadband World class. Worldwide.


Over the last ten years FleetBroadband, Inmarsat’s maritime voice and broadband data service, has helped more than 40,000 vessels stay connected, no matter where they’ve sailed.


Teekay LNG prepares to navigate the Arctic Teekay LNG is breaking new ground in training and equipment, with six LNG carrier newbuildings to deliver cargoes from the Russian Arctic. Karen Thomas visited the company in Glasgow to find out more


ext year, Teekay will start to operate the first ship in its new fleet of icebreaking liquefied natural gas (LNG) carriers. Eduard Toll is the first of six Teekay LNG co-owned vessels built to transport cargoes from the Yamal LNG production plant in northern Russia to markets in eastern Asia. They will make up a fleet of 15 Arc7 ice-class Azipodpropelled LNG carriers that will plough through the Port of Sabetta’s icebound waters to deliver Yamal LNG cargoes all year round. Teekay expects all of these 172,000m³, ice-class LNG carriers to be in service in 2020. All are being fitted with advanced ice navigation systems and enlarged and enhanced satellite communications equipment, according to Teekay Gas fleet director James Thomson. Eduard Toll has left the Daewoo Shipbuilding & Marine Engineering (DSME) shipyard in South Korea and started sea trials on 19 August. It is scheduled to enter service in January. Teekay expects to take delivery of its second Arc7 ship, Rudolf Samoylovich,

in November next year and two more newbuildings are scheduled to enter service in the last six months of 2019 and the final two in January and February 2020. The six icebreaking LNG carriers face some very specific challenges, when it comes to keeping communications channels open in the remote Arctic waters. Some satellite constellations do not have sufficient coverage in this terrain so Teekay Gas plans to fit larger VSAT antennas on the six icebreaking LNG carriers to tackle potential outages. The

TEEKAY LNG’S YAMAL NEWBUILDINGS • 6 Arc7 icebreaking LNG carriers • Built by DSME • 172,000m³ LNG capacity • 34 crew • Transas bridge systems • VSAT + Iridium satellite communications • Eduard Toll on sea trials • Rudolf Samoylovich due in November • 2 ships to be delivered in 2019 • 2 more in 2020

Eduard Toll was launched from DSME in January 2017

ships will also rely on Iridium OpenPort L-band services as a failover communications system for areas of minimal VSAT satellite coverage. Teekay ships that are operated from the Glasgow office are fitted with VSAT and L-band back-up communications by NSSLGlobal. In comparison, ships operated by Teekay’s Norwegian office have VSAT services from Marlink. VSAT should provide enough communications capacity for voice, email and online applications for the operational and crew networks. The icebreaking LNG carriers feature Transas integrated bridge systems with multipurpose workstations for ECDIS, conning and radar. Bridge systems also have GMDSS communications, speedlogs, autopilot and bridge alarm systems. There are also specialist propulsion and engine controls as each ship will be fitted with three high-powered

Azipod propulsion systems. Choosing Transas bridge systems means that Teekay has adjusted its simulator training set-up, having previously modelled it on Kongsberg Digital equipment. Teekay used its own Glasgow-based suite of simulators to train LNG carrier crew to navigate Arctic waters, said Mr Thomson. Teekay compiled a polar water operating manual that details how ships and crew will operate in Arctic waters, and used this to set up a certified training regime. That was certified by the ship’s flag state, the Bahamas Maritime Authority, as meeting the requirements of IMO’s Standards of Training, Certification and Watchkeeping (STCW) Code. It has launched a specialist Arctic survival training course for seafarers – the only one outside the Russian Navy. Crews are trained for Arctic operations in South Korea, Russia and Finland. MEC

Marine Electronics & Communications | 4th Quarter 2017


Delivering high throughput VSAT services and technology ITC Global chief executive Ian Dawkins explains the restructuring programme and future technology developments after six months in his role


an Dawkins has been ITC Global chief executive since April 2017 and has already made an impact in the company’s restructuring. He is driving the company to increasingly use the VSAT satellite and teleport network that its parent company Panasonic has secured, through leasing and capacity utilisation contracts, to deliver more solutions for maritime, offshore and cruise ship operators. “Panasonic’s ambition is to use high

ITC Global VSAT delivers Ku-band connectivity on ships and rigs

Marine Electronics & Communications | 4th Quarter 2017

throughput satellites that are coming online, to build the largest Ku-band network and apply this globally in maritime,” Mr Dawkins explained exclusively to Marine Electronics & Communications. ITC Global can then use this network to deliver VSAT connectivity and enabled services, such as crew welfare packages, remote monitoring and video streaming. “A year from now [September 2018], we will be more aligned with Panasonic so that we are fully using its comprehensive network infrastructure to quickly respond to what is happening in the [maritime] market,” he said. There could also be opportunities for growth as Mr Dawkins expects some companies could be up for sale after sector mergers, while others could be struggling to remain in business. “We are in a position in maritime and energy to pick up new business,” he said. Part of the strategy is to have redundancy in the satellite and teleport network so users are unaffected by any faults. “We have a recovery process to reposition to other teleports or other satellites in case there is a failure,” Mr Dawkins explained. “We have to provide near 100% uptime to clients.” ITC Global’s worldwide mobility network is comprehensive enough “to offer multiple coverage options in case of beam failures.” Part of his VSAT strategy is to deliver services through channel partners, such as Radio Holland. ITC Global is able to build this distribution network because it has access to high throughput satellites, such as Intelsat’s EpicNG constellation and its ground stations. “By taking on the capital expense requirements associated with the networks, we remove a critical barrier to entry for our partners and we are developing that further,” he added.



ITC Global launched a new crew welfare solution, CrewLive, in the middle of last year and has since seen significant growth in its usage. There are now more than 25,000 registered users globally and CrewLive needs at least 1.8Tb of data per month to keep seafarers connected. Average download speeds are between 4-8Mbps. “Taking that much data off of our customers’ corporate networks makes a huge difference,” Mr Dawkins explained. “Some customers have seen considerable savings in monthly corporate network bills because crew are no longer making personal calls using corporate bandwidth.” CrewLive removes crew devices from the corporate network, improving security. It is used for social media, communications with family and friends, entertainment and conducting personal business. This can include online banking, educational training, online shopping, and live video streaming while on board.


Remote system monitoring is also a key reason for vessel operators to use ITC Global VSAT. Mr Dawkins thinks there are many benefits that come from these applications. “When equipment is linked for remote monitoring in real-time, then shipowners can optimise maintenance, reduce expensive downtime, and handle upkeep and support before equipment failure,” he explained. Ship operators can monitor key parameters and investigate issues that are identified by the monitoring tools. For example, “vibration alerts can indicate issues with equipment performance and provide an early warning of failures.” By downloading equipment data, vessel operators can also analyse performance trends and the ability of crew to navigate ships effectively. “Data can be fed back to shore managers to reduce the risk of costly incidents and can also be used for training,” Mr Dawkins said.

Ian Dawkins: “Our ambition is to build the largest Ku-band network and apply this globally in maritime”


Video streaming is also becoming an important application of ITC Global VSAT services, especially for offshore oil and cruise customers. “We have been seeing demand for remote video streaming to support subsea monitoring,” he explained. “Being able to deploy these services quickly and effectively to deliver 24/7 live video is going to be key.” In the cruise sector, video streaming enables the live feed of events, such as major sporting events, on cruise ships. Or it can be used for streaming guest videos on to social media. “It is all about enhancing the customer experience and enabling streamlined connectivity and entertainment,” said Mr Dawkins. ITC Global is continuing to introduce new technology to enhance crew welfare, video streaming and remote monitoring. In 2018, it will introduce the Newtec high bandwidth satellite modem platform to maritime customers. “We anticipate the new modem technology will deliver

significant performance gains, compared to legacy modem platforms, in terms of keeping pace with satellite network innovations and being able to fully support high throughput satellites.” These developments will further align ITC Global with Panasonic’s aim to grow VSAT business in maritime, offshore and passenger shipping. MEC

Ian Dawkins ITC Global

Ian Dawkins has over 30 years of industry experience. He joined ITC Global on 1 April 2017 after 23 years at Airbus, six years at a joint venture with Airbus and time in private equity organisations.


Marine Electronics & Communications | 4th Quarter 2017


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IoT at sea will revolutionise

global supply chains S

atellite tracking technology has evolved over the last decade and a half so that a cargo owner can track the position of a container and the ship it is on, while monitoring the condition of the cargo. The tracking technology uses sensors, wireless networks, transmitters and constellation of satellites, such as those operated by Orbcomm, which provide ship tracking and machine-tomachine (M2M) connectivity. Orbcomm vice president Sue Rutherford predicts that in the near future shippers of fresh produce would be able to use a

Technology based on the ‘internet of things’ (IoT) will ultimately allow maritime supply chain members to track individual container consignments precisely

smartphone application to check on the location and condition of a single pallet of fruit inside one of 2,200 refrigerated containers on a 22,000 TEU container ship, in the middle of the Atlantic Ocean. “The latest developments hold out the promise of true end-to-end supply chain visibility across land and water,”

she told Marine Electronics & Communications. It is a far cry from the early days of ship tracking using the Automatic Identification System (AIS), which became a mandatory requirement under IMO rules in 2002. “The digitalisation of global shipping is well and truly underway, and the impact will

Container ships are at the centre of monitoring networks and supply chain digitisation

be felt well beyond the high seas,” said Ms Rutherford. This is driven by the convergence of satellite, wireless and cellular communications for remote and real-time monitoring, she explained. “The internet of things (IoT), tracking devices and sensors, cloud platforms and big data analytics will transform ship management and operations.” This couples broadband connectivity with onboard GSM wireless networks, IoT telematics and advances in sensors for monitoring of individual containers, trailers and their cargoes. “The potential impact on global maritime supply chains is tremendous,” she added. Developments in container tracking have already saved shippers money in terms of preventing loss of perishable cargo. Maersk Line has already equipped nearly 300,000 refrigerated containers with remote tracking and temperature control devices and has outfitted its ships with cellular networks for onboard monitoring of these boxes. Regional US carrier TOTE Maritime has extended smart reefer box monitoring by equipping its ships with the latest GSM wireless network technology for monitoring containers at sea. Costs of this connectivity are falling as ship operators can use VSAT, L-band, AIS and M2M satellite connectivity. “The new breed of on-vessel GSM networks deliver connectivity at a significantly lower cost than earlier generation technology, and give visibility both to crew and shore-side staff,” said Ms Rutherford. MEC

Marine Electronics & Communications | 4th Quarter 2017


Terminals developed for merging communications technologies

Satcoms round up

Shipping is demanding faster and cheaper communications regardless of whether this is delivered through VSAT and L-band satellite services or radio and cellular networks. Cobham Satcom chief executive Casper Jensen expects multi-access terminals will be developed that will enable vessels to access multi-band VSAT, mobile satellite services and networks used by mobile devices. “It is all about rising amounts of IP data in maritime as there are exponential increases in bandwidth demand for daily operations,” he told Marine Electronics & Communications. There will also be greater integration between satellite communications and the terminals needed for the Global Maritime Distress and Safety System (GMDSS). Mr Jensen expects there will be “modifications to existing platforms for improving operations on ships as we [further] introduce IP on ships to reduce costs.” Ship connectivity will also enable more applications such as equipment monitoring and e-learning. The costs of remote monitoring could be reduced further when Cobham Satcom migrates the machine-tomachine and multi-access terminals it offers for land services in maritime. He expects there will be greater focus on developing 4G or 5G cellular networks and longterm evolution technology for maritime. Current technology enables vessels to use coastal 3G and 4G networks to a range of 20km from shore, or around oil production platforms that have these transmitters. Mr Jensen expects these ranges will increase and more advanced 4G/LTE and satellite

• Inmarsat has chosen Mitsubishi Heavy Industries’ H-IIA vehicle to launch the first of its sixth generation of satellites into geostationary orbit in 2020 to boost its L-band and Ka-band services that are both needed for Fleet Xpress.

Casper Jensen: “Service providers have enabled vessel operators to use 60cm Ku-band VSAT”

Marine Electronics & Communications | 4th Quarter 2017

communications terminals will be needed. Cobham Satcom is at the heart of developments in communications terminals by developing what Mr Jensen described as “the best terminals in weight, size and performance.” More incremental developments are likely to come in 2018: “We are focused on optimising our terminals to reduce the total cost of ownership by lowering the weight and installation costs,” he said. In June this year, Cobham Satcom introduced the Sailor 600 VSAT Ku, a 1m diameter Ku-band antenna that is similar in design to its Ka-band variants to enable smaller ships to access VSAT. “Service providers have enabled vessel operators to use 60 cm VSAT with similar performance as using 1m Ku-band,” Mr Jensen explained. “A lot of customers are happy with this as the installation is often easier and less costly.”


Also in June, Cobham Satcom unveiled its first terminal for the new Iridium Certus L-band satellite communications service (Marine Electronics & Communications, Q3 2017). The first versions of these are being tested on vessels in the North Sea and Mr Jensen expects to shipout the first units by the end of this year. “Then production will ramp up in early 2018,” he said. Iridium Certus will use the Iridium Next satellites that are being launched and commissioned over Q4 2017 and during the first six months of 2018. It will be an alternative to Inmarsat’s FleetBroadband for L-band communications and as a back-up to VSAT. These terminals will include GMDSS provision as Iridium is waiting for approvals from IMO. “We are also working with Inmarsat to get GMDSS on to FleetBroadband,” said Mr Jensen. Cobham Satcom is also developing more advanced VHF, UHF and fire-fighting radios for maritime. “We have developed new product lines that are software-defined,” he said. “And navigation lights with AIS and differential GPS.” These new radios have improved graphical user interfaces and tighter integration with other bridge equipment. “Our focus is on providing black-box solutions with multiple functions and displays that link to maritime computers,” he said. There is a new range of fire-fighting radios that are intrinsically safe and will be mandatory in July 2018. “We expect a lot of orders as shipowners need to meet the new IMO rules for fire-fighting radio,” said Mr Jensen. All these developments mean there are challenges ahead for Cobham Satcom. “Our main challenge is where we put the investment as we cover all sectors with good business opportunities in the years to come.”

• South Korean satellite operator KT Sat has signed a partnership agreement with ship network supplier Hun’s Corp to distribute maritime VSAT to Japanese ship operators. Hun’s provides services to more than 900 vessels. • SES has introduced plans to increase bandwidth available to shipping using a new O3b mPower constellation of satellites that will be built by Boeing Satellite Systems. The first of these medium Earth orbit satellites is scheduled to be launched in 2021. • Speedcast International has introduced Go4Speed, a new service that uses 4G mobile phone networks to offer download speeds of 100 Mbps to vessels up to around 15km from any coastline. • Globecomm Maritime has installed a VSAT and Iridium Pilot L-band system aboard the newbuild specialised heavy cargo roro Baltic, the latest ship to join the Global Seatrade fleet. • Fred Olsen Cruise Lines is upgrading communications systems on its fleet of four cruise ships by merging VSAT and wifi technology with 4G mobile phone connectivity. • Brazil’s Mareste Equipamentos e Serviços de Telecomunicação has taken capacity on Intelsat’s Galaxy 28 satellite to offer Ku-band VSAT to fishing vessels and coastal shipping around South America. MEC



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MEC Ship of the Year:

MSC Meraviglia MSC Cruises’ new cruise flagship MSC Meraviglia is the winner of our inaugural Ship of the Year after breaking the bandwidth-at-sea record


ecord-breaker Mediterranean Shipping Co (MSC) Cruises’ new flagship MSC Meraviglia is named as Marine Electronics & Communications’ Ship of the Year. It was the clear winner because of its achievement of breaking the bandwidth-at-sea record in June this year on its maiden voyage. Its superior satellite communications systems delivered unprecedented bandwidth to passengers and crew. The largest cruise ship built for a European operator so far was nominated alongside several other passenger ships, tankers, gas carriers and offshore support vessels. These were whittled down to a top five, of which MSC Meraviglia was chosen as the winner because of its

record-breaking VSAT systems. To achieve bandwidth of up to 300 Mbps, MSC involved service provider Marlink together with Intelsat’s latest high-throughput satellite and a new VT iDirect modem. MSC Cruises used a stacked series of iDirect 9350 modems that were linked to Marlink’s Sealink VSAT. Marlink worked with Intelsat to provide data connectivity using Ku-band spot beams from an EpicNG satellite. Marlink provides widebeam C-band and Ku-band, plus spot beams, from Intelsat 29e and Intelsat 33e EpicNG satellites for MSC’s cruise ships. The connectivity was dedicated to the 315 m long ship as it sailed along the Atlantic coast and into the Mediterranean following

Marine Electronics & Communications | 4th Quarter 2017

its christening at STX France shipyard. The ongoing Sealink service will provide fast data, voice and video connectivity for more than 5,700 passengers and 1,500 crew. The onboard equipment was designed to manage the predicted high uplink and downlink data rates during cruise voyages around the Mediterranean. It is not just the satellite communications that sets this Bureau Veritas-classed cruise ship apart. The entertainment suite and interior design includes the world’s longest dome of lightemitting diodes (LEDs) at sea. The 80m LED sky screen broadcasts atmospheric images and entertainment. MSC Meraviglia is also the first in the fleet to feature the operator’s digital


MSC Meraviglia was chosen as the winner because of its record-breaking VSAT systems

innovation programme MSC For Me. MSC Cruises chief executive Gianni Onorato explained to Marine Electronics & Communications’ sister publication Passenger Ship Technology the features that MSC For Me has. He said it was developed following feedback from passengers that they wanted to use their smartphones and tablet computers to access social media during voyages. MSC For Me was developed following feedback from passengers that they wanted to use their smartphones and tablet computers to access social media during voyages MSC worked with Hewlett-Packard Enterprises, Bosch, Deloitte Digital and Samsung to create MSC For Me and its 130

smart features. Among them is a navigation feature to provide guests with guidance and routes to locations and information of events and ship entertainment. On board MSC Meraviglia there are 33,000m2 of public space, a theatre, casino, cinemas, restaurants, bars, Cirque du Soleil, two Formula One simulators and a space flight simulator, plus the MSC For Me virtual reality app for guests to experience shore excursions in advance. MSC For Me also has an event planner for guests, a concierge and a digital data capture for use with social media, enabling passengers to share their experiences in real-time. Guests have interactive bracelets that will connect them to the ship’s services through a network of 3,050

Owner: MSC Cruises Shipbuilder: STX France Classification: Bureau Veritas Passengers: >5,700 Crew: >1,500 Digital innovation: MSC For Me Satcoms: Marlink VSAT Band: C, Ku and spot beam Ku Lighting: 80,000 LEDs Display: 80m LED sky screen Propulsion: 2 ABB Azipods with electric drives

Bluetooth beacons. These bracelets will also automatically open cabins and track passenger’s locations on board and record when they disembark. MSC Meraviglia is the first of a five-ship Vista-class of cruise ships. It is powered by an all-electric plant powered by four diesel engines. The propulsion arrangement and its controls are based on two ABB Azipods with electric drives. MSC Meraviglia was built in accordance with the Ecorizon programme that reduces the environmental footprint of ships. Overall, MSC Meraviglia is an impressive vessel, but its satellite communications systems that broke the bandwidth-at-sea record set it apart as the MEC Ship of the Year. MEC

Marine Electronics & Communications | 4th Quarter 2017


Ship of the Year: Runners up Beothuk Spirit

Beothuk Spirit is one of three new Teekay Offshore shuttle tankers that were ordered to transport crude from offshore oil fields in the iceberg-prone waters of the Grand Banks, off eastern Canada. This tanker has the latest innovations in ice radar, dynamic positioning (DP) and vessel automation, which is why it was nominated as a contender for Marine Electronics & Communications’ Ship of the Year. Along with shuttle tanker newbuildings Norse Spirit and Dorset Spirit, Beothuk Spirit will operate at the Hibernia, Terra Nova, White Rose and Hebron oil fields, off Newfoundland. These tankers were built by Samsung Heavy Industries shipyard in South Korea and christened in August. Beothuk Spirit is scheduled to enter service in Canada in November 2017 after sea trials and DP testing, while Norse Spirit is due to be commissioned

in the shipyard in October and Dorset Spirit is set to be delivered in January 2018. For safe navigation and offshore operations, Teekay chose Kongsberg to supply the bridge, automation and ship monitoring systems, making Beothuk Spirit a fully integrated ship with suites of interlinked Kongsberg equipment. This is all coordinated through a K-Chief 700 automation system, said Teekay Offshore project manager Terje Rusdal, who manages the newbuilding programme for the east coast Canada shuttle tankers. Bridge teams can use K-Bridge multifunctional workstations for ECDIS, radar, conning and radio operations. Kongsberg supplied the e-navigation system and multi-band radar with wave and ice identification and tracking. Mr Rusdal told MEC that the bridge also has a Kongsberg voyage data recorder, gyro compass, autopilot and

loading computer. There is also a redundant K-Pos DP2 that is used for positioning the tanker at offshore loading and floating production storage and offloading facilities on the Grand Banks. Mr Rusdal said Kongsberg also supplied the cargo tank level monitoring system, which uses radar technology and overfill alarms. Kongsberg’s KIMS provides officers and managers with ship performance information. For communications, Beothuk Spirit, along with its sister tankers, has Marlink’s Sealink VSAT. In February, Teekay Offshore extended a six-year contract it had with Marlink for VSAT across its shuttle tanker fleet to include premium services on these three shuttle tankers. Marlink president for maritime Tore Morten Olsen said it introduced “significant bandwidth increases across the fleet to support more connected applications”

Beothuk Spirit will shuttle crude from oil fields offshore Newfoundland, Canada

Marine Electronics & Communications | 4th Quarter 2017

onboard the shuttle tankers. “With advanced DP and offshore loading systems among others, these latest ships reflect Teekay’s commitment to using the most advanced on board technology for safe and efficient operations,” said Mr Olsen. Teekay has invested in an always-available connectivity platform and integrated ship systems to ensure its newbuild shuttle tankers operate effectively on the East Canada oilfields.

Christophe de Margerie

Sovcomflot’s (SCF’s) new ice-breaking liquefied natural gas carrier Christophe de Margerie has completed its first Arctic voyage in record time using the latest navigation technology. The 172,600m³ capacity Arc7 LNG tanker was built to serve the Yamal LNG project in the Russian Arctic. It is named after project partner Total’s former chief executive Christophe de Margerie who was killed in a Moscow plane crash in 2014. The vessel has three azimuth propulsion units, ABB’s Azipods, providing its high ice-breaking capability and significant manoeuvrability. SCF said the ship is able to use the stern-first principle, doubleacting tanker function, which allows it to overcome ice ridges or thick rafted ice fields. In particular, because it can move both forward and aft, the vessel has two fully integrated bridge systems. Transas – a key supplier to all of the SCF fleet – supplied all of the bridge systems to this record-breaking ship. Christophe de Margerie’s bridge consists of 12


Christophe de Margerie completed the Northern Sea Route across northern Russia in record time

workstations with Transas multifunctional displays. It includes Transas ECDIS and Navi-Planner 4000 for advanced route planning, Navi-Radar 4000, NaviConning 4000 and a bridge alarm management system. All workstations installed on both bridges are fully integrated into a single complex system, “which allows for duplication of the main operational functions for improved safety of navigation” SCF said. All equipment on board is fully compliant with the requirements of the Russian Maritime Register of Shipping and Bureau Veritas. It is designed and tested to operate in heavy Arctic ice conditions at temperatures down to -52˚C. Transas has provided suites of simulators based on these bridge systems to SCF’s training centre in St. Petersburg, Russia. These cover the entire range of marine operations in the Arctic. A special course was

developed that simulates real-life conditions at Sabetta Port on the Yamal Peninsula so that when SCF officers board Christophe de Margerie they are fully prepared to operate a ship in and around the port, including the difficult-tonavigate seaway canal. Christophe de Margerie’s design also includes advanced automation and control systems, propulsion controls and power management systems, supplied by ABB. SCF said the ship was “highlydigitalised” with access to various external sources of detailed environmental data over a redundant satellite link. During voyages the vessel will have access to Russia’s Arctic and Antarctic Research Institute ice condition information that can be overlaid on its digital sea charts. All vessel systems have a double failure redundancy and some equipment has treble redundancy, such as the Azipods and diesel generators, of which six were installed.

Each of these generators can provide electrical power to any of the Azipods. SCF employs a remote diagnostic system that tracks the performance of key pieces of equipment and prevents any problems before they have a chance to occur. This allows SCF to arrange a service engineer visit before the ship enters the Northern Sea Route.

Deep Explorer

Technip’s new dive support vessel (DSV) Deep Explorer has an advanced dynamic positioning system and a 400-tonne offshore construction crane. It has a DP3-class system supplied by Kongsberg and a wide variety of reference sensors. It was built by Vard Tulcea shipyard in Romania and completed in Vard Langsten in Norway. Deep Explorer is specifically built for offshore construction and subsea maintenance in the North, Norwegian and Barents seas and offshore Canada. It is described by Technip as the

most advanced DSV in the world as it can operate in extreme weather conditions, thanks to the crane’s active heave compensation system, which counters sea swells. The DP3 system includes a K-Pos dual redundant main system and single K-Pos as a back-up. The reference system includes three gyros and three differential GPS units. Kongsberg also supplied three high precision motion reference units and two Seapath position, attitude, time and heading sensors. These use the optimal combination of Global Navigation Satellite Systems, such as GPS, Glonass, Galileo and Beidou signals and inertial measurements. Kongsberg also supplied two hydroacoustic positioning reference units, which have a hull-mounted transducer and one subsea transponder to establish a 3D position of the vessel. Guidance Marine supplied a CyScan laser type reference system. The vessel also has two tautwire systems

Marine Electronics & Communications | 4th Quarter 2017


Technip's Deep Explorer DSV has a Kongsberg DP3 K-Pos for fully redundant dynamic positioning

and three wind sensors. Deep Explorer has a 24-man twin-bell saturation dive system rated to 350m, which was designed, built and commissioned by JFD, part of James Fisher and Sons. It also has accommodation for 150 people and a working moonpool, a dive moonpool and two 3,000m-rated Perry XLX workclass ROVs. Sepro was selected to provide the launch and recovery systems for the saturation dive chambers and the ROVs. The ship’s power plant includes a quartet of 3.3MW Wärtsilä 6L32s and two 4.4MW Wärtsilä 8L32 engines, which provide a total of 22MW. The propulsors take the form of two 3.5MW and a single 3.6 MW Rolls-Royce Azipull aft, complemented by a pair of 2.4MW tunnel thrusters and two 2.2MW retractable azimuth thrusters forward.

class of purpose-built SOVs with a walk-to-work capability. It was built to support construction of offshore windfarms and maintaining shallow water platforms. Bibby WaveMaster 1’s first project will be supporting offshore construction work on Innogy’s Galloper offshore windfarm off the east coast of England. In early in 2018, it will be

transferred for offshore gas platform maintenance as it will be chartered to Total to provide accommodation for gas platform maintenance teams in the Dutch sector. Bibby WaveMaster 1 is one of the first ships to have Alphatron Marine’s ergonomically-designed AlphaBridge integrated system and dynamic positioning.

These include electronic navigation units, radar and propulsion controls that are mostly manufactured by Japan Radio Co. Alphatron also installed a comprehensive IT and entertainment package for the 90-person accommodation on board the vessel. All the living quarters are equipped with television and wifi to enable crew and offshore engineers to use their own devices while on board. The vessel has a heightadjustable walk-to-work gangway with a six-stop elevator for completely stepless access. Bibby Marine Services chief executive Stephen Blaikie told Riviera Maritime Media’s Offshore Support Journal that Bibby WaveMaster 1 was custom-designed for a variety of offshore operations. “The vessel is built on a stable DP2 platform, so it offers a very high level of operability,” he said. “It will provide safe offshore transfers for personnel by way of a motion-compensated access system. Equipment will be transferred by way of a heave-compensated offshorerated knuckleboom crane.” MEC

Bibby WaveMaster 1

Offshore service operations vessel (SOV) Bibby WaveMaster 1 was commissioned in August 2017 after being built by Damen Shipyards Galaţi in Romania. It is the first of Damen’s new

Alphatron Marine supplied bridge systems to Bibby WaveMaster 1

Marine Electronics & Communications | 4th Quarter 2017

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Maritime industry moves from awareness to action on cyber security The maritime industry is starting to get the cyber threat as our conversations with operators, class and maritime insurers reveals

incident. At this event, Danish Maritime Authority special adviser Erik Tvedt said shipping boardrooms should take cyber security seriously and incorporate it into corporate risk management structures. In a video interview on the side of the summit he told Riviera head of content Edwin Lampert that cyber risk management will become mandatory for the industry. “It is important for safety

and security to understand cyber risk management. It is an important risk factor for modern shipping. Shipowners should take this seriously for business reasons as cyber risk management improves the bottom line.” He explained that IMO is adopting cyber risk management in the safety management ISM Code from 2021. He warned “If you do not comply, then port


yber risk management should be a top priority for shipping company boardrooms as a successful attack can lead to serious financial losses. This was dramatically demonstrated by the recent cyber attack on AP Møller-Maersk, which shutdown IT networks, logistics platforms and terminals. This was also highlighted by top shipping IT experts at Riviera Maritime Media’s European Maritime Cyber Risk Management Summit*, which took place on 20 June – a week before Maersk’s

Philip Roche (Norton Rose Fulbright): “CEOs need to be part of the team”

Marine Electronics & Communications | 4th Quarter 2017


state control can award points and if you have too many, ships can be detained.” Ship operators will be expected to conduct cyber risk assessments, he said. “They will evaluate which risk to do something with and do something about the important risks.” In another interview during the event, Norton Rose Fulbright partner Philip Roche said it was important that chief executives are involved in cyber security. “If there is a major attack and ships cannot sail, it would be a problem,” he explained. “Chief executives need to be part of the team doing practical drills.” Otherwise, he said, “all the efforts are wasted. We need to spread the message to those that are not engaged.” He explained that the prevailing view is that small cyber risk issues, such as ransomware, can be dealt with “day-today.” But this leads to a large number of organisations not engaging with the problem. And in organisations that do engage, it is not the senior people who get involved because it is seen as “an IT thing,” he said. “But it is a risk important enough to get a decision from the top.”

Operators respond

For the tanker and gas industries, cyber security will become a key risk management requirement from the beginning of next year as it becomes part of Oil Companies International Marine Forum’s Tanker Management and Self Assessment 3 (TMSA 3) best practice programme. For this reason, the subject has travelled up management levels in companies such as K Line and MOL LNG Transport. K Line’s Derek Darwin said cyber risk management messages needed to reach a wider audience to ensure shipping companies were not affected by future cyber attacks. OCIMF was leading the way in this: “TMSA 3 will be enforced, driving us to look at cyber security [and] involve a lot more people that just the IT department,” he said. Mr Darwin thinks shipping will need a number of significant cyber attacks before it learns to deal with the issue as an industry. He sees parallels with how the industry only reacted to physical piracy a decade ago after a number of successful hijackings. “There was a lack of reporting, so no one knew what was going on,” he commented. “This is relevant now with cyber security as we do not know how or why ships have been attacked.” MOL LNG IT manager Pete Adsett

explained how his organisation prevents cyber issues and protects ships from malware. He said his ships had malware on board in the past but this was cleaned off. There are also what he called ‘sheep dip’ computers on board that are used to scan any external memory sticks for malware before seafarers, port inspectors and service engineers can use them on the ships. Other shipowners also provide computers on vessels purely for seafarers to use for their own media usage. Navios Group IT manager Katerina Raptaki explained at a Riviera- and Speedcastrun seminar in Norway in June that these computers were deployed across the fleet to prevent seafarers from infecting other ship computers with malware. Malware is prevented from being transferred across satellite links by firewalls. It is thought Maersk Group reacted rapidly to isolate its ships on 27 June when the whole company was attacked by destructive malware. According to a satellite communications provider, Maersk quickly deployed firewalls to the ships, offshore support vessels, tugs and drilling rigs to prevent the malware from infecting their IT networks, enabling marine operations to continue unaffected. But these measures do not always prevent ships from being infected by malware that can sometimes shut them down, said DNV GL maritime cyber security manager Patrick Rossi. He said problems have been found on board

container ships, bulk carriers and tankers. In one example, he said “a bulk carrier’s switchboard was shut down because of ransomware on board and the vessel was rendered inoperable. This could have quickly escalated if the vessel had been involved in critical operations.” He said shipping could learn lessons from the offshore oil industry where there have been advances in cyber security. “Offshore is more mature in managing cyber threats. There has been a strong push to do FMEA [failure mode effect analysis], much more than in maritime.” DNV GL is working through IACS to set up a platform for communicating anonymously incidents that happen in maritime. Mr Rossi described it as “a platform for sharing data, the lessons learnt and how to fix issues confidentially.” Satellite operator Inmarsat is also working with IACS on this platform, as its vice president for safety and security, Peter Broadhurst, explained: “As an industry, we are coming together to set a framework that will set principles for moving towards a set of standards. And should regulations be required, we could move towards regulations.”

Intelligent defence

Delegates at the conference heard from John Boles, a former assistant director of US Federal Bureau of Intelligence’s international operations, about mitigation methods for preventing and dealing with a cyber attack.

Patrick Rossi (DNV GL): A bulk carrier‘s switchboard was shut down because of ransomware

Marine Electronics & Communications | 4th Quarter 2017


He is now director of global legal technology solutions at Navigant and said controlled networks should be separated from unsecure ones, software should be patched and crew trained to prevent unintentional malware infections. He said shipping companies should have layered defences to isolate protected data from the internet, implement multi-factor authentication and retain outside security experts to help plan for a cyber attack. Speaking to MEC after the Maersk cyber attack, Mr Boles said it could have been avoided by applying Microsoft security updates that addresses ‘server message block’ (SMB) vulnerabilities. “Fixes for the SMB vulnerability were available, Microsoft even released patches for its out-of-service operating systems after WannaCry,” he said, referring to a global ransomware attack in May. More prevention methods could also have been performed. “Even if a company did not patch, performing regular back-ups of data and isolating those back-ups from the internet would at least make it possible to reload company data and continue business operations, while minimising the data loss.” Shipping companies should also do cyber risk assessments, but these bring their own challenges. Moore Stephens partner Steve Williams explained that it was difficult to assess the impact on

John Boles (Navigant): Shipping companies should have layered defences

confidentiality, integrity and availability of cyber threats. “It is hard to determine and impossible to quantify the cyber risks, hard to price the risk and difficult to manage,” he said. North P&I Club deputy director for loss prevention Colin Gillespie said the key to cyber security is to assess the vulnerabilities and take measures to make them less vulnerable. “Cyber security is about building

up resilience to attack, making cyber incidents less likely and better enabling companies to respond to, and recover from, an attack,” he explained. Although ship connectivity creates vulnerabilities, some are more human-related. North P&I Club is part of the ‘be cyber aware at sea campaign’ which seeks to raise awareness of cyber risks amongst shipping companies and seafarers. “The first step in best practice is to develop an easy to follow policy and raise people’s awareness around the common issues,” Mr Gillespie said. “The human factor is the cause of the majority of incidents but it is also a risk that can be reduced relatively quickly and cheaply.” Training can help to tackle that aspect of the problem, he suggested. Given what was to happen just a few days later, his concluding advice was timely: “The level of disruption a cyber incident can bring can put a business at risk,” Mr Gillespie said. “So the more resilient a business is, the less it runs this risk. The first step is to recognise the potential risk and prioritise cyber security as a board level risk.” *Riviera Maritime Media’s European Maritime Cyber Risk Management Summit was held in association with Norton Rose Fulbright in London on 20 June

UK unveils new cyber security code of practice UK’s Government has introduced new guidance on how shipping can deal with the growing cyber threats. Transport Minister Lord Callanan unveiled the Department for Transport’s new Cyber Security Code of Practice for Ships during London International Shipping Week. During the unveiling, Lord Callanan said the aim of this document was to minimise the risk of cyber threats to shipping and minimise the impact of any cyber attack. He said the “guidance is aimed at ship operators, shipowners and crew members.” It should help businesses to: • Develop a cyber security assessment and plan. • Devise the most appropriate mitigation measures. • Ensure the correct structures, roles, responsibilities and processes are in place. • Manage security breaches and incidents. “It also highlights the key national and international standards and regulations that should be reviewed and followed,” he said at an event in Inmarsat’s offices on 13 September. UK’s Department for Transport commissioned the Institution of Engineering and Technology to produce the code of practice. There was also input from various organisations, including the

Maritime Coastguard Agency, Maritime Accident and Investigation Branch, the Defence Science and Technology Laboratory and the National Cyber Security Centre. Lord Callanan said the guidance would complement the work being done by IMO and other shipping organisations to raise awareness of cyber threats and vulnerabilities. “This code of practice explains why it is essential that cyber security be considered as part of a holistic approach throughout a ship’s lifecycle,” he said. “As well as setting out the potential impact if threats are ignored, the code of practice is intended to be used as an integral part of a risk management system to ensure that cyber security is delivered cost effectively as part of mainstream business.” This latest code of practice follows on from last year’s publication of the Department of Transport’s Cyber Security Code of Practice for Ports and Port Systems. Lord Callanan said work will continue to improve the cyber security of British ports and shipping. “We will continue to work with you all and seek to ensure that the UK’s transport sector remains safe, secure and resilient in the face of cyber threats, and able to thrive in an increasingly interconnected and digital world,” he said. MEC

Marine Electronics & Communications | 4th Quarter 2017


Shipowners cannot afford to neglect their vessels’ nervous systems Ship automation provides the network for measuring vessel performance, propulsion efficiency and emissions while controlling cargo and auxiliary systems


f the bridge of a vessel is its brain, then its automation system is its nervous system, carrying information between the brain and other organs – the propulsion system, cargo management system, and auxiliary systems. As data gathering and analytics further develop, bridge systems are getting smarter. However, less care is being given to the automation systems that carry signals around the ship, Høglund Marine Automation chief executive Børge Nogva explained. This is partially because naval architects and shipyards have a limited understanding of the electronics involved and partially because they are low-cost items compared to other systems, such as cargo management or propulsion. As a result, “specifications for automation systems are not drawn up with as much detail, meaning most will settle for established package solutions, rather than bespoke automation systems more suited to their individual vessels,” Mr Nogva told Marine Electronics & Communications. He thinks this causes overall standards of maritime automation to lag behind those of the automotive or aerospace sectors. “Frequently, users will ignore systems designed to make processes more efficient,” he continued. “Systems fail and, instead of being repaired, manual workarounds are found.” At best, this results in lost opportunities to find efficiency savings through optimised automation. At worst, this can result in missioncritical delays. “For us, this is unacceptable. We take a ground-up approach to creating systems at the newbuild or retrofit stages,” Mr Nogva said, adding that these provide the performance and reliability ship operators need for the long term. For each vessel project, Høglund creates a list of which hardware and software go together, which reduces headaches when it comes to maintenance or upgrades. All its systems are based on hardware that it believes will still be available in 15 years’ time so that ship operators are assured that spares and replacements will be available in the future. “This contrasts with other approaches, which

Marine Electronics & Communications | 4th Quarter 2017

“Systems fail and, instead of being repaired, manual workarounds are found”

Børge Nogva: “Automation systems are a potential goldmine of data”

involve frequent updates to both software and hardware,” Mr Nogva explained. That approach would mean that, in the event of an upgrade or replacement of one element to the system, an entire system may need to be overhauled. Ship automation systems are not just for supporting onboard operations, he said. “Automation systems are a potential goldmine of data to be analysed for insights and optimisation.” This can take the form of a playback capability, which uses records of up to a year of all the inputs and outputs for a system, allowing users to play back events and analyse any faults, “which is invaluable for diagnostics and bug-fixing,” he added. Data gleaned from automation systems can be used for ship performance monitoring, combining fuel and power consumption alongside vessel data, such as average speed, distance sailed, wind speed and direction, draught and trim. It can then be used for calculating emissions information. For vessels with conventional propulsion, it is also possible to use sensors to measure propulsion efficiency. “By measuring the shaft torque and comparing it to engine power, the system can show whether the propeller is performing optimally, or whether power is being lost to cavitation,” Mr Nogva explained. This information can be captured in the ship performance monitor and displayed on the bridge. Recorded data can be used to create automatic reports showing compliance with EU’s monitoring, reporting and verification regulation requirements. GPS data, tank soundings and the dates and levels from bunkering reports can also easily be incorporated in the automation system. “This reduces the reliance on numerous systems that all need to be interfaced and maintained,” Mr Nogva said. Automation systems create feedback loops that are essential, both for daily vessel operations and for building smarter ships and achieving data-driven optimisation. “As digitalisation accelerates in the industry, it is time for yards, owners, and designers to start paying attention to automation to ensure their vessels are ready to maximise the benefits this transformation will bring,” Mr Nogva concluded. MEC


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KEY FEATURES 4K UHD - DisplayPort (DP), HDMI, DVI & VGA inputs LED Backlight Technology Full Dimming 100% Multi-Touch Option Superior Optical Bonding Option Resolution at 3840 x 2160 (4K) Adjustable Floor Stand Option w/integrated Computer ECDIS & Radar Compliant

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Nacos Platinum has multifunctional workstations for radar, ECDIS, conning and other control functions


ärtsilä is enhancing the Nacos Platinum integrated bridge system hardware and software, two years after gaining this technology through the acquisition of SAM Electronics from L-3. The upgrade work involves adding voyage planning stations and solid-state radar. Wärtsilä is also updating the software on this bridge system’s platform with more radar applications and algorithms as it helps the industry develop intelligent shipping. In an exclusive interview, Wärtsilä product manager for navigation products Eberhard Maass told Marine Electronics & Communications that new integrated products will become available through these developments. “We are currently improving the platform by introducing new monitors for the integrated bridge for use by all types of applications, such as radar, ECDIS, conning, automation and engine controls,” he said. This includes introducing high definition 32 in and 55 in monitors to complement existing 22 in and 24 in displays currently offered. “There will be voyage planning stations, or tactical tables, incorporating more functionality to ease route planning and monitoring,” said Mr Maass. These stations will incorporate further layers of information on electronic navigational charts, including weather and environmental data, such as wind, current, sea state and air pressure. “Three-to-seven day weather forecasts can be used to optimise voyages, to organise pilots and route around bad weather, then optimise the speed over the route,” Mr

Wärtsilä is developing new hardware and software for its integrated bridge platform for voyage planning, ice operations and collision prevention, writes Martyn Wingrove

Maass explained to MEC. Wärtsilä is also adding small monitors to navigator, master and pilot chairs so that other bridge systems and external applications can be operated from those positions. Wärtsilä is also developing radar technology. “We are working on solid state S-band radar that will be available at the end of 2018 and working on functionality that we are calling intelligent radar merging,” said Mr Maass. This will allow two X-band and S-band radar feeds to be merged into one image, which enables bridge teams to use the advantages of both bands, such as the long range of S-band and short-range and high definition of X-band. “There are also plans to incorporate radar applications that come with nonSOLAS radar, such as wave radar, ice and oil detection and video analytics,” he added. Radar can be used for multiple target detection and analytics and for measuring wave height, period and direction. This comes from advances in algorithms to detect the different types of target, which is useful for Polar navigation.

Wärtsilä is also developing methods for incorporating infrared camera images. “This is useful to cruise ships operating in East Asia where there are many wooden boats, which cannot be easily detected by commercial navigation radar,” Mr Maass explained. This is because wood is not as radar reflective as metal, but heat traces from these boats can be tracked. For the longer term, Wärtsilä is planning e-navigation and intelligent applications for bridge systems, such as its Smart Predict application. It is participating in the Sea Traffic Management (STM) project for voyage planning and execution and connected logistics chains. This is being administered by Swedish and Danish maritime authorities with the aim to include up to 300 ships, 13 ports and five shore centres. Wärtsilä’s main part of this project is delivering bridge systems for the ships involved and Mr Maass explained how information is exchanged with all the main partners in the project. “Route plans and schedules are communicated by ships to ports so arrivals can be planned, pilots can be made available and there will be fewer vessel queues,” he said. “Ship masters can plan more optimised schedules with information from the shore.” He added: “We are working on intelligent vessels with more functionality and packages such as anti-collision or anti-grounding features and functions for ECDIS and automatic docking.” These advanced software features should provide more information to bridge teams and improve navigation safety. MEC

Marine Electronics & Communications | 4th Quarter 2017


Have owners done enough Port state control officers are in the middle of a concentrated inspection campaign covering safety navigation equipment on ships as new ECDIS standards come into force


hipowners rushed to upgrade their safety navigation and voyage planning equipment, to meet the updated standards requirements. They needed to ensure their ECDIS met new standards from the International Hydrographic Organization (IHO) and International Electrotechnical Commission (IEC) by 1 September or run the risk of ship detentions. Maritime authorities under the Paris and Tokyo memorandums of understanding (MoUs) of port state control had announced that inspectors would mount a concentrated inspection campaign (CIC) focusing on navigation safety from September to November this year and would be compelled to detain ships if equipment was not compliant with IEC 61174 edition 4 and IHO S-52 Annex A edition 4.0.

Some authorities, such as the Australian Maritime Safety Authority, said they would take a zero-tolerance approach to breaches of these regulations, while others may be more lenient. All this put pressure on shipowners and the e-navigation sector to ensure all onboard equipment was updated. At the time of writing, there was no available data on whether any ships had been detained or deficiencies had been discovered in the first week of September. Exclusive interviews and analysis by Marine Electronics & Communications, as part of a campaign to raise awareness to shipping, revealed that the majority of shipowners were prepared, but it had been a rushed process. There were proposals,


4.0 edition of IHO ECDIS presentation library

174,559 deficiencies for safety of navigation (2009-2016)**

10,000 predicted inspections by Paris and Tokyo MoUs during CIC**

Marine Electronics & Communications | 4th Quarter 2017

15.3% of all deficiencies for safety of navigation**



participating maritime administrations in Paris MoU

participating maritime administrations in Tokyo MoU


to comply on ECDIS? even in August, to delay the CIC or have vessel exemptions. ECDIS installation and service company Telemar technical director Pasquale Golia said “getting the industry ready for the 1 September deadline had been hectic.” Electronic navigational specialist Nautisk confirmed that ship operators were aware of their obligations and updated their ECDIS systems ahead of the deadline but its project manager John Dawson said many shipowners had turned to ECDIS leasing or passed the responsibility for chart management and compliance to providers. ECDIS suppliers Kongsberg Maritime and Wärtsilä told MEC that shipping had proposed an agreement that port state control would temporarily exempt

certain ships. Kongsberg Maritime bridge systems product manager Borre Flaglien argued that ships should not be detained “if the owner can prove that an agreement to upgrade has been made with an ECDIS supplier.” Wärtsilä product manager for navigation products Eberhard Maass said some owners were late updating onboard ECDIS as it represented an unwanted expense. “Owners were trying to blame the manufacturers. But they have had time to update and be ready.” Another element to this task was getting verification from classification societies that ECDIS had been updated. A shortage in bridge system engineers and class specialists could delay the compliance process, Mr Maass explained. Costs for updating ECDIS equipment

depended on the age of the original devices and the availability of software patches. Telemar’s Mr Golia said some ECDIS hardware could not be upgraded, in which case owners were forced to seek replacements. “This can lead to unavoidable costs up to around US$20,000 per vessel,” he said. However, he said that these costs are relatively low when compared with “the risk of being detained in port due to not meeting the new regulations.” The port state control CIC finishes at the end of November, when we will should find out how many ships have been detained. MEC For more information, please read our The Complete Guide to ECDIS:



upper amount for ECDIS upgrades

questions PSC officers ask about navigation equipment**

9,680 dry cargo ships >20,000 gt use an ENC service*

3,828 dry cargo ships >20,000 gt are yet to use ENCs*

72% of dry cargo ships >20,000 gt ECDIS ready*


months before ECDIS carriage rules extend to dry cargo ships >10,000 gt

*UKHO data as of July 2017 **Credit – Paris and Tokyo MoUs

Marine Electronics & Communications | 4th Quarter 2017


Digitalisation will revolutionise ship operations and chartering


hell has transformed its maritime and shipping business through digitalisation, but still faces challenges. The energy giant is ahead of others in shipping in analysing large data packages from its fleet of ships to make smarter decisions and integrate logistic chains. It operates a large fleet of 10 crude and product tankers and 40 liquefied natural gas carriers (see box). Ships operated by Shell have more than 500 data points and connections to shore, providing information to ports and terminals and enabling Shell to enhance its operations, said general manager for shipping and maritime Carl Henrickson. Shell has invested in data analytics to “optimise performance” of ships and make changes in real-time to vessel operations. “We are creative with data analytics and creative in interventions and have automated our systems,” he said at a seminar in Inmarsat’s head offices during London International Shipping Week in September. But digitalisation presents issues. Mr Henrickson counted these as the cyber risks that come with connected ships, concerns about the transition from physical-based to cyber-based business practices and what he called “a rush to digitalise.” He urged other shipping companies to “embrace change to make it happen” and to have “strong leadership towards digitalisation.” As shipping becomes more digitalised there will be winners and losers. The conference delegation identified shipbroking and ship chartering as the main segments of the industry that are the most vulnerable to digital disruption. However, shipping needs to flow with the changes, said Mr Henrickson. “Technology change is already happening so you need to be ready and doing this,” he said.

“Technology change is already happening so you need to be ready. You have to have different mindsets and change company culture”

Marine Electronics & Communications | 4th Quarter 2017

Shipping companies, including Shell, Varamar and V.Group discussed the benefits of optimising ship operations through the digitalisation of their fleets during London International Shipping Week

“You have to have different mindsets and change company culture.” In the panel discussion, Lloyd’s Register vice president for digital commercialisation David Ryder said internal friction to change in organisations was the biggest challenge to the adoption of digital practices. He encouraged shipping companies to “employ chief technical officers to adopt digital change, engage with customers, invest in IT and learn from digitalisation of other sectors.” Mr Ryder said smaller shipping companies could use cloud computing and online applications to compete with operators that have larger funds.


Shipping should adopt new technology platforms to remove routine operations and reduce the deluge of data that managers have to process, said Varamar Group founder and chief executive Alexander Varvarenko. During the panel discussion he urged shipping to employ these platforms to improve transparency. “Shipping is global so we need a platform for everyone to interact,” he said. “Shipping needs to be transparent, but it is a grey business and this stops digitalisation. But this will be the next step.” Mr Varvarenko is also founder of ShipNext, which has developed software that rapidly processes emails. He told Marine Electronics & Communications that this software should revolutionise the process of shipbroking and chartering, similar to the way Uber has changed taxi hiring globally. During an exclusive interview he said that in the first phase the software “uses processing and machine learning technology and maritime trading experience” to process thousands of emails per day. ShipNext reads the emails that Varamar receives from cargo owners looking to charter vessels and automatically sends a reply with information on the nearest available ships for the cargo loading date and time. “Everytime there is a change in cargo details, ShipNext will show the closest available ship and calculate the most efficient in fuel,” said Mr Varvarenko. He added that ShipNext would send an email to operators of these ships with a description of the cargo, port of discharge and loading date. “By the middle of March 2018, we will be able to automatically generate quotations from the available ships and send them to the cargo owner.” In a second phase of development, the software could become a trading platform for banks and trading houses. These organisations could generate a request in




40 LNG carriers

A-Class (Brunei to Japan/S Korea) B-Class (Brunei to Japan) NLNG-Class (Nigeria LNG) G-Class (global trading) Nakilat Q-Max Nakilat Q-Flex NWS-Class (NW Shelf Australia)

10 tankers

Shell operates LNG carriers that load from the Australian Northwest Shelf project

A-Class (small product) B-class (MR product) O-class (VLCC) T-class (LR product)

ShipNext with a cargo sold in a particular port and the program would provide ship-available information. “We could synchronise ShipNext with bank payment systems. Thus, once a deal is done online, ShipNext could instantly generate a charterparty,” Mr Varvarenko explained. “We will create a transparent platform with cargo and ships fixed online. It could become an online auction with ships being offered on time charter and there could be valuations of ships.” Time functions could be included in another phase of development. Mr Varvarenko has spoken to Inmarsat about developing an operating platform that would produce fuel-efficient route plans that could be updated when ship and voyage details change. This could then feed into the details of the available ships for cargo owners.


This takes into consideration that ship connectivity is a key enabler of the digitalisation of shipping. Inmarsat provides that through the use of Fleet Xpress, its hybrid Ka-band and L-band service (Marine Electronics & Communications, 3Q 2017). Inmarsat Maritime president Ronald Spithout expects this connectivity will enable software and hardware on ships to be interconnected. “In three to five years, ships will be connected to logistics and end-users will demand integrated networks and more information,” he predicted. “It is coming together and shipping will change.” In a video interview with Marine Electronics & Communications,

Mr Spithout said there would be dedicated bandwidth within Fleet Xpress for providers of smart shipping solutions. This will include bandwidth for engine monitoring, ship optimisation and crew welfare applications. In September, Inmarsat signed a memorandum of understanding with Samsung Heavy Industries in South Korea to provide bandwidth for smart shipping applications. This will result in new ships being installed with Inmarsat-approved terminal hardware for operators to use a range of applications. These would cover remote machinery diagnostics, weather information and security camera services using Inmarsat’s satellite, from the moment the ship is delivered. Shipmanagement group V.Group plans to introduce an application of its ShipSure program for mobile devices on 1 January 2018. This will enable its clients to download information they need regarding marine operations, procurement, finance and crewing onto their tablet or mobile phone. The app uses GPS to monitor vital data such as fuel consumption, sailing speed and conditions at sea to deliver data in real-time. Preference settings allow users to decide how much information they receive. They can also use in-built messaging systems to request additional information. Customers will be able to check whether planned maintenance is overdue and to request copies of test certificates. The app can generate critical spares alerts or compare budgeted running costs against real costs and generate PDF invoices for procurement. MEC

Marine Electronics & Communications | 4th Quarter 2017

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imulation software is being developed to teach best practice for ship manoeuvring and improve vessel handling. Advances in the software are delivering fresh aspects to training, such as multi-vessel operations and equipment interaction. Hydrodynamic model manoeuvring simulation and 3D physical models are part of the next generation of simulators. Kongsberg Digital vice president for maritime simulation products Jan Ståle Kauserud said that simulators are increasingly used for modelling ship manoeuvring operations in new terminal and waterway developments or extensions. He added that simulation can also help improve procedures for manoeuvring ships and for emergency preparedness training. “With unparalleled data capture, replay, and playback capabilities, modern simulators provide a flexible tool for testing and validating new manoeuvring procedures and concepts,” Mr Kauserud said. He highlighted some of the benefits of this approach, mentioning greatly enhanced physical modelling of tug connection mechanisms, winch performance and line characteristics, adding that this can support effective testing of innovative and non-conventional methods of tug employment, and mooring configurations. He expects more advances will enhance tug operations


simulation further. “The use of object-oriented and scenario-centric simulation, using physical 3D modelling techniques, will further expand the ability of towing companies, marine pilotage groups and port authorities,” he explained. Object-oriented simulation focuses on the accurate physical simulation of all components that are important to the simulation. The objects are all the elements that compose the simulation scenario and create an environment that is comprehensive and completely interactive.



In this way all objects are simulated by the program. For example, the fluke of an anchor can get caught on an underwater cable or another obstruction, all of which can be modelled objects. These objects can be physically connected together and separated from each other in a simulation model. In the program, these object interactions could be deliberate actions such as releasing a crane hook from a load, or accidental separations, which could include the breaking off of a fuelling hose. Objects can include: • Lifeboats • Deck cranes • Fuelling hoses • Hatch covers • Fenders

• Anchor chains • Shackles • Couplings. “The next generation of simulators will combine all the positive aspects of a hydrodynamic model manoeuvring simulator with 3D physical models and a powerful physics engine,” said Mr Kauserud. The physics engine will simulate mechanical forces that are applied to a tug by other objects, such as ships, locks and harbour walls. The impacts will be simulated in more realistic terms. “The external forces are computed and applied to the ship, tugs and lines in a correct and empirical manner without the need for instructor-controlled interpretation or subjective judgements,” Mr Kauserud added. An example of this is the dynamic force calculation on tug tow lines. This will incorporate factors such as line length and vertical angle, along with their influence on the actual towline loads and the lateral forces applied to the ship. Rival training systems supplier Transas Academy has developed advanced simulation software and delivered complete simulation suites. Its vice president Ralf Lehnert explained to Marine Electronics & Communications that

Marine Electronics & Communications | 4th Quarter 2017


Kongsberg Digital developed full mission fore and aft bridge simulators for ship navigation and handling training

manoeuvring activities are having a growing impact on safety and on commercial factors in modern port operations because the sizes of ships is increasing and tugs are becoming more powerful. As a result, ports are putting more focus than in the past on providing advanced training systems, he suggested. “Team training behind tug operations is a critical factor for safe and efficient berthing” in all weather conditions, Mr Lehnert said. The team should include the ship’s crew, pilots, the local vessel

traffic management system and up to five tug masters. Training should involve scenarios based on various weather, tidal and current conditions that will be expected in the port and which would influence berthing or unberthing operations. To achieve this, Transas has developed sophisticated hydrodynamic models for all types of conditions with help and support from global tug handling experts. This means an individual tug master or a full team can be trained in these simulated environments before they are attempted in

Marine Electronics & Communications | 4th Quarter 2017

the real world. Transas uses mathematical and physical models to program tug-to-ship interactions, which includes high-fidelity modelling of the towing ropes. The simulators can offer up to 360 degrees of visualisation, said Mr Lehnert, allowing “a realistic view of the operational scenery, which is based on the 3D virtual reality of ports and mooring areas.” The simulation model is also based on specific tug types and various ships to tow. “Altogether, it makes it difficult to decide whether it is a simulation or a real-world

scenario,” said Mr Lehnert. The model is loaded into a physical simulator that replicates tug bridges by using consoles that have specific tug controls. “This makes the simulators an extremely realistic and cost-effective training tool,” said Mr Lehnert. In March of this year, Transas signed a global strategic partnership with Alphatron Marine and Japan Radio Co to incorporate software into integrated bridges and training simulators. This combines the realistic 3D modelling with actual tug bridge consoles for training centres.


Kongsberg Digital is supplying a suite of bridge and engineroom simulators to a new maritime training centre that Simwave is building in Barendrecht, the Netherlands. 2 x K-Sim Navigation full mission bridge simulators DNV GL Class A with 360 degree field of view projector configuration 2 x K-Sim Navigation full mission bridge simulation with 180 degree field of view

8 x K-Sim Navigation part task simulators for navigation proficiency

1 x K-Sim Offshore simulator with KONGSBERG K-Pos DP2 NI Class A and 360 degrees field of view, configured for tug and support vessel training

1 x K-Sim Navigation full mission bridge simulator with 240 degrees field of view and 1 x K-Sim Navigation part-task bridge simulator with integration to K-Sim Engine for inland waterway training

1 x K-Sim Engine full mission engineroom simulator

Meanwhile, VStep has integrated third party engineroom simulator software with its own Nautis programs for a project in southeast Asia. This combination enables thousands of students to practice operations on bridge and engineroom equipment simultaneously on simulators at the Ho Chi Minh City Maritime Vocational College in Vietnam. This centre was equipped with a Nautis full mission bridge simulator and desktop trainers in 2014. This year, the college chose to expand the existing capacity with

10 engineroom desktop simulators, a full mission engineroom simulator and an instructor station. VStep simulator engineer and former maritime instructor Bert Tuijl sees the benefits of integrating software and simulators. “The synergy between bridge and engineroom is a new requirement for students and the safety at sea,” he said. “The co-operation between VStep and other maritime software companies makes sure that trainees are able to practice the emergency situations.” MEC

1 x K-Sim Engine high voltage breaker interfaced to DE22-III and DEDF 21 LNG carrier

8 x K-Sim Engine desktop engine room simulators

8 x K-Sim Cargo simulators (LNG, Product, Chem, Crude, LPG models)

12 x GMDSS desktop simulators

8 x K-Pos DP Basic dynamic positioning simulators

Marine Electronics & Communications | 4th Quarter 2017


Fishing vessel catches the benefits from Inmarsat L-band Fleet One enables Spanish fishing company Vidiña Pesca to negotiate catch prices, use online applications, download weather forecasts and comply with EU reporting requirements


ishing vessel owner Vidiña Pesca, which operates close to one of the world’s busiest fishing ports, deployed Inmarsat’s Fleet One satellite communications to enable online applications, efficient routeing and remaining compliant with European fishing regulations. It enhanced vessel connectivity and halved its monthly airtime costs by using the service. The company operates out of the port town Riveira near the fishing terminus of Vigo in northern Spain, which is home to the European Fisheries Control Agency. Company owner Manuel Laranga Sanles said the satellite connectivity is required for internet, email and speaking to fish buyers at local markets. Fleet One was installed by Spanish distributor Satlink on 28m trawler Rinchador in February this year. Since then, Capt Sanles has used the coastal service for downloading weather forecasts, uploading catch information and negotiating deals on catches by contacting the market before returning to port. He said satellite connectivity is indispensable because marine radio and cellular networks do not have the range and reliability when sailing in the North Atlantic.

Vidiña Pesca uses Fleet One to submit electronic catch information from Rinchador

Marine Electronics & Communications | 4th Quarter 2017

Vidiña Pesca wanted a flexible and cost-effective solution for seasonal, low-data users. “We were looking for a terminal with enough bandwidth but with a lower monthly fee,” Capt Sanles explained. Reliability of the network was also important, which was why he chose Inmarsat’s L-band coverage. Constant connectivity allows him to meet EU fisheries’ control regulations that require vessels to report catch, landing, sales and transhipment data. This is done through the electronic recording and reporting system (ERS), a key element of which is the electronic logbook where the master of a fishing vessel keeps a record of fishing operations. The record is then sent to national authorities, which store the information in a secure database. ERS rules state that a daily catch estimate must be transmitted before a vessel docks. Vidiña Pesca halved its monthly airtime bill by having Fleet One prepaid plans that minimised the use of mobile phone network roaming charges. Satlink installed the 32cm diameter antenna and compact below-deck unit of Fleet One. This took two hours and enabled Capt Sanles to instantly connect to the internet for applications including voyage planning. The vessel owner commented on the advantages of using the local distributor. “Satlink is always available should I need support, with a technical service distributor network all along the Spanish coast if I need spares,” he said. Fleet One is used by crew of Rinchador to contact family and friends when outside coastal mobile networks. Satlink regional sales manager Javier Andrés Lois said a built-in wifi device enables seafarers to use their own smartphones and other mobile devices over a satellite link protected by a firewall. “Relieving the isolation so often felt by seafarers is a key benefit of improved satellite communications,” he said. Mr Lois also explained that Fleet One has safety functions, including Inmarsat’s 505 distress calling service that directly links to a Maritime Rescue and Coordination Centre, which would organise response groups in an emergency. Fleet One is Inmarsat’s entry-level satellite communications service. It delivers simultaneous voice and IP data at up to 100kbps to vessels when they move outside medium and high-frequency radio and mobile phone coverage. The commercial L-band service is delivered using Inmarsat I-4 satellites. Inmarsat said the Fleet One coastal service is available to vessels under 500gt in key coastal regions. It does not commit owners to lengthy contracts and enables occasional users to suspend services when vessels are temporarily laid up. MEC


Kongsberg unveils integrated fishing vessel controls Fishmaster brings together navigation with engine, rudder and thruster controls

An influx of fishing vessel newbuilding orders has led to contract awards for innovative propulsion control and bridge systems


ongsberg Maritime has developed its Fishmaster to provide fishing vessels with more operating efficiency and simpler controls. It combines vessel manoeuvring with fish finding, catch monitoring and ship equipment control. It is an integrated bridge system that brings together navigation with engine, rudder and thruster controls, automation and fishing equipment controls. It incorporates advanced humanmachine interfaces that are based on large presentation displays, of up to 55in. These will provide an overview of all the vital navigation, manoeuvring and fishing tools, depending on which vessel operation is being carried out. Vessel captains can use the bridge workstations to set different operational modes, such as transit, towing or hauling, giving them flexible control of the required power and equipment from a single location. Kongsberg vice president for fishery and aquaculture global sales and marketing, Espen Liset said the integrated vessel concept will simplify operations from the bridge. “Our goal is

to provide the customer with operational benefits through fewer components, possibilities for multi-functional equipment use and advanced support tools, resulting in more efficient fishing,” he explained. The consoles can be electrically adjusted in height for seated or standing operators, while the displays can be tilted and adjusted. Fishmaster has levers for propulsion, thruster and rudder controls and

Fishmaster links • Vessel navigation & manoeuvring • Fishing equipment control • Advanced human machine interfaces • Propulsion system controls • Connected to Kongsberg’s K-Chief 600 automation • Displays up to 55in • Workstation trackballs • Different operating modes • Electrically adjusted seat

trackballs for controlling tools such as ECDIS and radar. There is also a 13in touchscreen to operate bridge devices from the master chair. All the bridge products are linked through a local area network that enables switching between different video feeds. Fishmaster would be connected to Kongsberg’s K-Chief 600 automation system. In August, Kongsberg won a contract to provide a Fishmaster integrated vessel system to Havyard Ship Technology for a pelagic trawler that is being built for fishing company France Pélagique. The 80m trawler is expected to be delivered in December 2018 to replace one of the two French-flagged trawlers that were built in the early 1980s. Havyard has an option to build another similar vessel for France Pélagique. The period between June and August was a good time for suppliers of propulsion controls to fishing vessels. Wärtsilä gained a contract to supply propulsion solutions to two new fishing trawlers being built in Russia. These trawlers are being built by PJSC Vyborg shipyard for Russia-based Nord Pilgrim.

They will be 80m long and reinforced to Ice3 class with Wärtsilä engines that are compliant with the IMO’s Tier II emission regulations. Wärtsilä will also supply each vessel with a ProTouch propulsion control system linked to a controllable pitch propeller and a transverse thruster. Rolls-Royce won a contract to supply propulsion controls, ship design and equipment to a purse seiner and pelagic trawler being built in Norway. This 75m vessel was ordered by Gunnar Langva from Westcon Yards in Norway for delivery in Q3 2019. RollsRoyce will supply a Promas integrated rudder and propeller system, a B33:45 Bergen diesel engine and hydraulic winches. That order came on the heels of another for a stern trawler that is being built in Astilleros Armon in Spain for Icelandic fishing company HB Grandi. This 82m vessel will also have a Bergen B33:45 diesel engine together with Promas integrated rudder and propeller system and electric driven winches, including permanent magnet driven electric trawl winches. MEC

Marine Electronics & Communications | 4th Quarter 2017

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Fleet Xpress hybrid VSAT and Otesat-Maritel’s services are deployed on bulk carriers


eanergy Maritime Holdings Corp is considering migrating its fleet of bulk carriers to Inmarsat’s hybrid satellite communications solution, Fleet Xpress. According to Seanergy Maritime IT manager Stavros Vafeiadis, Otesat-Maritel has activated two vessels and completed pre-installation on two more ships. There are discussions to further extend that partnership. “We are an adaptor of new and innovative technologies and it is our goal to get the most out of this new greater bandwidth and global mobility,” he said. Seanergy Maritime is using Ka-band VSAT and Fleetbroadband L-band backup, with hardware supplied by Cobham Satcom, for both operational and crew communications. It is using OtesatMaritel’s s@tGate platform to enhance and

compliment the satellite connectivity. Mr Vafeiadis said this enables Seanergy Maritime “to improve in areas such as business intelligence, operational efficiency and fleet performance” when ships are in Kaband coverage, and when this connectivity is transferred to L-band backup. Mr Vafeiadis told Marine Electronics & Communications that so far four ships have been transferred to Fleet Xpress, with the rest of the fleet to follow at a later date. Otesat-Maritel is also helping Seanergy Maritime to protect its ships from potential cyber threats by providing its s@tGate centralised intrusion detection and prevention system. “We feel confident that with the fully owned private and secured redundant network and s@tGate that Seanergy Maritime is safeguarded against potential cyber threats,” said Mr Vafeiadis. These include s@tGate’s

real-time systems and data traffic monitoring and alerting services. For crew communications there are voice, data and email systems on the bulk carriers as part of Otesat-Maritel’s tailored information and communications solutions, which also help the shipowner’s onshore staff remain in communication with the vessels. Mr Vafeiadis said the migration process so far has been smooth as Otesat-Maritel is able to complete the transition on each ship in a day. This includes hardware installation and software updates without any major disruptions. “Having undisrupted, secure and highly efficient communications and services on board is vital for a shipping company,” he explained. “There are three directives that are difficult to achieve and even more difficult to maintain.” According to Mr Vafeiadis, these are selecting the right partner; getting the right plan and service that meets the requirements of a bandwidth-hungry shipping fleet; and managing the amount of data transmitted between ships and shore. He said Seanergy Maritime had experienced the benefits of Fleet Xpress, the leasing equipment and service plans. “The Fleet Xpress service is an end-toend and fully managed service,” said Mr Vafeiadis while explaining the benefits. “It is a hybrid technology with a failover solution providing almost undisrupted communications and high global bandwidth without any caps or limitations.” To achieve this, Seanergy Maritime relies on Otesat-Maritel’s services to repair any system, service or hardware faults, as he said these do fail eventually, adding that “having the best team to support you is crucial.” Mr Vafeiadis is looking ahead to the future connectivity of the fleet and services that will be required. New applications will be available through Fleet Xpress in the months and years ahead as Inmarsat develops these gateway services. “I think that more and more services will be implemented to ensure that companies are well protected,” said Mr Vafeiadis. MEC

Marine Electronics & Communications | 4th Quarter 2017



TO IMPROVE SAFETY UK-based CWind has invested in vessel monitoring and motion stabilisation control for its fleet of offshore windfarm maintenance support vessels to improve safety and extend operating capabilities


Wind operates a fleet of 16 crew transfer vessels that transport maintenance engineers to offshore wind turbines in the choppy seas of northern Europe. Its multipurpose catamarans and small water plane area twin hull (SWATH) vessels have motion controls, bridge communications and monitoring capabilities, according to managing director Lee Andrews. He told Marine Electronics & Communications that the technology is combined in these vessels to improve safety for the personnel that they transport to remote working areas. The catamaran and SWATH hulls are designed for comfort during transits, which reduces crew fatigue and technician sickness during long and difficult transits. “Motion stabilisation control and live monitoring systems expand our capability to service the offshore wind and renewables industry,” Mr Andrews said. The vessels’


design and technology is backed up by a strong training programme for their crew, including simulator practice to extend their experience and competence. “Safety is our number one priority,” Mr Andrews continued. This approach “is underpinned by adopting industry best practice, our can-do attitude and delivering customer-focused services with continued dedication to engineering innovative solutions,” he said. Bridge workstations have controls for Rolls-Royce waterjets that increase vessel manoeuvrability and responsiveness to sea conditions when approaching the turbine transition piece. Once there, one of the biggest challenges for these vessels is providing a safe transfer for crew to the transition piece’s landing platform in rough seas. CWind’s SWATH vessels have stabilisation controls for fins with multi-axis capabilities that reduce pitch, roll and heave motions.

There are also controls that are specifically configured to reduce bow heave motions at vessel speeds of zero and near zero, which is a crucial element for ensuring safe transfers to offshore turbines, said Mr Andrews. CWind’s vessels, such as CWind Endurance, pictured, can also transport cargo to offshore windfarms and provide other operations and maintenance support. This flexibility is supported by their moveable wheelhouse and modular storage pod system. Mr Andrews said the bridge communications technology on the company’s 16 vessels enable real-time monitoring from shore. CWind Endurance has Inmarsat L-band satellite communications that includes antennas supplied by Intellian Technologies. The vessel also has Simrad radar for navigation and operating close to offshore wind turbines. Vessel operations benefit from downloaded information on imminent weather, sea conditions and turbine movements. The vessel crews also send daily reports to shore managers covering weather conditions, hours at sea, breakdown assessments, vessel trends, turbine motions and wave levels. Mr Andrews said customers benefit from these reports through reduced vessel downtime and having more control over work rotas. MEC

CWind Endurance has Intellian satellite communications and Simrad radar equipment on board

• 16 crew transfer vessels • Part of Global Marine Group • Three cable installation and repair vessels • Experience at 40 offshore windfarms • Operates in Irish Sea, North Sea, Baltic Sea • Works with Dong Energy, E.ON and Vattenfall • Operates the UK’s National Offshore Wind Farm Training Centre

Marine Electronics & Communications | 4th Quarter 2017


Owners seek VSAT benefits for offshore vessels VSAT provides the conduit for realtime monitoring and improving IP-based communications for offshore support vessel owners


eacor Marine is installing VSAT and a back-up L-band service on a fleet of 30 vessels that operate in the North Sea and off west Africa. UK-based AST Group is supplying the VSAT hardware, the backup communications, voice over IP (VoIP) and data services over multiple satellite networks. AST is also providing its Integra network devices that enable Seacor to monitor and control bandwidth usage on the vessels. This allows Seacor to ensure bandwidth is used efficiently and securely on board these offshore support vessels for both operational requirements and crew welfare. Seacor internal communications manager Richard Marshall said the satellite connectivity enables more IP-based applications. Topaz Energy & Marine is integrating its offshore support vessels’ IT and onshore operations with a new hybrid communications platform. Under a threeyear deal, A fleet of up to 110 vessels will be connected with Orange Business Services’ Maritime Connect solution, which includes VSAT, L-band back-up, onboard wifi and links to coastal cellular networks. In June, offshore support vessel operator Companhia Brasileira de Offshore (CBO) ordered VSAT and satellite TV antennas from Cobham Satcom for six newbuildings. These vessels are being built at the Oceana Shipyard in Itajaí, Santa Catarina in Brazil to fulfil development contracts offshore Brazil.

Highland Chieftain was controlled remotely in the North Sea from an office in California

Cobham is supplying the satellite communications terminals to these anchor handlers this year and in 2018 through its Brazilian partner Inovsat. Equipment has already been installed on the first of the six newbuildings, CBO Bossa Nova. Another newbuilding was fitted out in August, while the rest are due to be delivered to CBO through Q4 2017 and Q1 and Q2 2018. GulfMark Offshore and Wärtsilä have successfully tested remote control of an offshore support vessel’s dynamic positioning (DP) system using a VSAT link. Wärtsilä was able to manoeuvre the 80 m platform supply vessel Highland Chieftain, which was stationed in the North Sea, from an office in San Diego, California, USA. This involved driving the vessel through a sequence of manoeuvres using a combination of DP and manual joystick control on 21 August. This was the first test of a remote control capability that Wärtsilä developed in 2016. Highland Chieftain has a Wärtsilä NACOS Platinum package for navigation, automation and DP. Additional software was temporarily added to the DP system to route data over

the vessel’s satellite link to the workstation in California. The test was conducted in four hours, during which the vessel was driven at high and low speed and all the procedures reportedly went as planned. Wärtsilä’s development of remote access to vessels could enable virtual service solutions for shipowners who need their DP systems tuned or tested. In West Africa, Total Exploration & Production is using satellite communications and Opsealog’s software to improve fuel efficiency for a fleet of 15 vessels. During a proof-of-concept test, Total achieved fuel savings of 11.5% for the fleet over a six-month period. Total used a marine logistics program from Opsealog to control vessel schedules during operations in Angola, where the French oil company supplies several deepwater oil production, storage and offloading vessels. Opsealog provides a data analytics platform that has a set of decision making tools for the performance management in an offshore supply chain. MEC To see a video of the remote control of Highland Chieftain, use this link:

Marine Electronics & Communications | 4th Quarter 2017

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Marine Electronics & Communications’ website covers the latest technology developments, contracts and deployments. Our news coverage is exclusively online and free to read. Here are some of the most popular articles covered over the last month. Transas develops survival craft simulator Transas has taken maritime safety to new levels by introducing a survival craft simulator to prepare crew for ship evacuation and drills. It hopes this simulator will reduce the risk of accidents while conducting lifeboat drills, which are one of the highest sources of crew injury. Shipping companies can shift some elements of training from practice drills to a simulated environment. Transas expects this to minimise the risks and enable crew to focus on procedures that will increase safety when operating the real lifeboat equipment in an emergency.

First type-approval issued for cyber-enabled components Lloyd’s Register has released the shipping industry’s first set of type-approval requirements for cyber-enabled systems and components on board ships. The classification society said the type-approval procedure applies to networks and network-related devices and will assess production quality in the supply chain, test cyber-enabled components in a marine

environment and verify system functions including cyber security.

Were darker forces involved in destroyer accidents? Editor Martyn Wingrove speculates on the reasons why two US Navy destroyers were holed by a tanker and a container ship. Why were two US Navy destroyers holed by merchant ships in separate maritime accidents in Asia this year? Earlier in August, warship USS John S McCain was struck by product tanker Alnic MC off Singapore. And in June, USS Fitzgerald and NYK Line chartered container ship ACX Crystal were involved in a ship collision. Why did these accidents happen?

HMM ‘pioneers’ blockchain tech with pilot voyage Hyundai Merchant Marine (HMM) has successfully completed its first blockchain technology pilot voyage. HMM completed

its pilot voyage from Korea to China (Busan to Qingdao) with containers from 24 August to 4 September. HMM applied blockchain technology to this voyage, from shipment booking to cargo delivery. The combination of blockchain technology with internet of things technology was tested and reviewed through real-time monitoring and managing the reefer containers on the vessel.

World first as drone scans entire rig for first time A drone has accomplished a world first by scanning an offshore drilling rig. Texo Drone Survey and Inspection (DSI) completed the world’s first integrated laser scan survey on an offshore asset owned by Paragon Offshore. Texo DSI carried out the unmanned aerial vehicle survey-grade light detection and ranging (Lidar) scan of an offshore asset, combined with ground-based simultaneous location and mapping. This was conducted on Paragon’s HZ1 jack-up rig out of the Port of Esbjerg in Denmark.

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Editor’s selection:

Editor’s comment:

An Investigation into Connectivity at Sea by Nautilus International

Crew communications and access to the internet should be made available free on ships, although there are good arguments for controlling access to times when seafarers are off duty. It seems the industry is moving towards improving onboard welfare services for their seafarers, but more still needs to be done.

This paper provides the results of a survey of seafarers covering their connectivity requirements compared with the actual access they get for ship-to-shore telephone communications, email and internet.

Marine Electronics & Communications | 4th Quarter 2017




ugmented reality (AR) will be coming to ship bridges in the next three years to enhance navigational safety. Some of the main integrated bridge system suppliers have considered using this technology for providing greater amounts of data than has previously been possible and in more imaginative ways to bridge teams. So far, AR, which involves projection of information on a visual display to augment what the user can already see, has only been proposed or incorporated in bridge design concepts. However, a €6.5M (US$7.6M) study was started in June this year that promises to progress AR proposals to the testing phase. Developing advanced bridge systems is only one aspect of the three-year project. The Sedna study will address safety and efficiency in Arctic ship operations, including ship design and maritime operations, as well as navigation. Sedna is funded by the EU’s Horizon 2020 programme and led by BMT Group of the UK. It was started in response to the increasing requirements for ships to use Arctic regions, including the sea route across northern Russia. Project partners want to address the challenges of Arctic navigation, including

SEDNA PARTNERS The Sedna project is led by BMT Group (UK) and brings together 13 partners from six countries, including China. The partners are: • University College London (UK) • Chalmers University of Technology (Sweden) • Oslo School of Architecture and Design (Norway) • University of Southampton (UK) • MET Office (UK) • Cork Institute of Technology (Ireland) • Aalto University (Finland) • Lloyd’s Register (UK) • Aker Arctic Technology (Finland) • Stena Rederi (Sweden) • Dalian University of Technology (China) • Harbin Engineering University (China)

voyages through ice. They believe there is a lack of Arctic-specific training for bridge crews that can be tackled by redesigning the bridge. The Sedna team said in August that it would “develop a Safe Arctic Bridge that will

Rolls-Royce is working on introducing AR to ship bridges

Marine Electronics & Communications | 4th Quarter 2017

be a human-centred operational environment for ice-going vessels.” Bridge design and layout will focus on the navigational requirements of Arctic conditions and the challenges that come from a lack of chart data. The Sedna partners expect the Safe Arctic Bridge to use AR to improve situational awareness and to support the crew in their decision making. It said this will be developed and tested in a virtual bridge prototyping system. Sedna will also integrate dynamic meteorological and oceanographic data with real-time ice movement predictions and ship performance data. This will be used in new regional weather and sea ice probability forecasts and ship-based ice monitoring systems that provide intelligent decision support to navigators. Sedna expects these developments will enable navigators to optimise Arctic voyages for fuel efficiency and improve safety. Bridge manufacturers have worked on AR for their systems. For example, Rolls-Royce worked with VTT Technical Research Centre of Finland to develop a futuristic ship’s bridge concept, known as oX, that incorporates AR displays on the windows. These could display information about the vessel’s surroundings, including visualisation of potential hazards, such as ice or other vessels that would otherwise be invisible to the human eye. Rolls-Royce hopes to have oX bridges on commercial ships by 2025. Wärtsilä is taking a different approach towards AR. Its navigation products manager Eberhard Maass told Marine Electronics & Communications that there are other ways to display information on the bridge. “We are talking about different operating ideas… such as specialist glasses, or intelligent windows,” he said. Augmented reality will be deployed in bridge systems of the future, but the medium and where to display the information are not finally decided. MEC

Marine Electronics & Communications 4th Quarter 2017  

Marine Electronics & Communications is dedicated to coverage of IT and electronics across the shipping industry and is committed to providin...

Marine Electronics & Communications 4th Quarter 2017  

Marine Electronics & Communications is dedicated to coverage of IT and electronics across the shipping industry and is committed to providin...