Maritime Digitalisation & Communications 4th Quarter 2018 by rivieramaritimemedia

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Contents 4th Quarter 2018 volume 12 issue 4

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Regulars 5 COMMENT 6 ON THE AGENDA 12 OPERATOR FEEDBACK

Maritime digitalisation: Greece & Cyprus 8 Two case studies from Cyprus shipmanagers and owners demonstrate how vulnerability management and cyber security should be implemented 9 Recommended protection and detection measures 10 Stamco deploys cyber defence mechanisms and Gaslog invests in simulation training 11 Spring Marine’s selected World-Link Communications for VSAT services

across its fleet

Foresight 14 Developing frictionless trade through digital technology 17 Customs, security and port management

VSAT 18 Horizons 3e will complete Intelsat’s EpicNG constellation of highthroughput satellites and deliver greater online connectivity to vessels in east Asia from Q1 2019

Maritime IoT 20 Lessons on maritime digitalisation from Topaz CIO Kris Vedat 21 Connectivity can drive healthier crews, vessels and balance books 22 Shipboard internet of things helps shippers keep their cool and owners save fuel

Antennas

25 Manufacturers of antennas for maritime satellite communications have increased power and radio frequency performance for higher levels of broadband on ships 26 China’s Ku-band growth, band switching & portable VSAT 27 Antennas revealed for Iridium Certus

Satcoms: Container shipping 28 VSAT connectivity for Maersk Line was behind a key merger in the satellite communications sector 29 PIL and IBM boost electonic bill of lading initiative

Cyber security 30 Maritime industry has false sense of preparedness for cyber attacks, survey shows 31 Jones Walker maritime cyber security survey 2018 results

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Maritime Digitalisation & Communications | 4th Quarter 2018

Contents 4th Quarter 2018 volume 12 issue 4

AI/machine learning 32 The stream of numbers covering fuel consumption, performance, weather and hundreds of other variables has never been greater 33 ML-driven data science and supply chain visibility

Remote monitoring 36 V.Group explains how technology advances have improved its remote technical shipmanagement 37 Klaveness and DNV GL test remote surveying

Radiocommunications 38 KNL Networks is building a mesh network of base stations on ships for securely transmitting operational and machinery data to shore 39 VHF radio comes with AIS and safety communications functionality

Vessel tracking 40 Combining AIS and navigation chart information can help shipmanagers and owners reduce operating expenditure 41 Investment expands satellite AIS constellations, while a double satellite launch enhances ship surveillance

Blockchain 43 IBIA, BIMCO and other shipping industry bodies have joined a collaborative effort to evaluate blockchain technology 44 Assessment of a bunker blockchain project and enforcing the sulphur cap

Next issue Digitalisation: Maritime IOT, Cyber security, AI/machine learning, Maritime Big Data analytics, Blockchain, Maritime digitalisation: Singapore Communications: Satcoms: VSAT, Antennas, Cruise ship bandwidth, GMDSS, Internet onboard ships, Shipboard connectivity

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Head of Content: Edwin Lampert t: +44 20 8370 7017 e: edwin.lampert@rivieramm.com Communications Editor: Martyn Wingrove t: +44 20 8370 1736 e: martyn.wingrove@rivieramm.com Sales Manager: Paul Dowling t: +44 20 8370 7014 e: paul.dowling@rivieramm.com Sales: Jo Lewis t: +44 20 8370 7793 e: jo.lewis@rivieramm.com Head of Sales – Asia: Kym Tan t: +65 6809 1278 e: kym.tan@rivieramm.com Production Manager: Mark Lukmanji t: +44 20 8370 7019 e: mark.lukmanji@rivieramm.com Subscriptions: Sally Church t: +44 20 8370 7018 e: sally.church@rivieramm.com Chairman: John Labdon Managing Director: Steve Labdon Finance Director: Cathy Labdon Operations Director: Graham Harman Head of Production: Hamish Dickie Published by: Riviera Maritime Media Ltd Mitre House 66 Abbey Road Enfield EN1 2QN UK

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Maritime Digitalisation & Communications | 4th Quarter 2018

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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.

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COMMENT | 5

Just how prepared is the industry for a cyber attack? T Edwin Lampert, Head of Content

By many estimates, shipboard electronic systems are 20 years behind office-based systems and those of competing industries

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wo contrasting initiatives place into sharp contrast the maritime industry’s cyber-security preparedness. October in the United States was designated ‘National Cybersecurity Awareness month’. In a well-written blog posted on the US Coast Guard’s website, Lt Amy Midgett details the “important contributions the 43 Area Maritime Security Committees make at local levels to address cyber threats and vulnerabilities.” In her piece, Lt Midgett lauds various activities undertaken in northern New England, the Sault region, Hawaii, American Samoa and Charleston. Among the highlights were Charlston Area Maritime Security Committee’s collaboration with members from the White House National Security Council, Army Cyber Command, National Cyber Center of Excellence and the US Coast Guard Cyber Command to assist in efforts related to cyber prevention, protection, response, recovery and resilience within the maritime domain. Additionally, the cyber subcommittee led efforts in leveraging Port Security Grant Program funds to establish a maritime-based cyber information-sharing portal through a newly formed AMSC member-sponsored Maritime Transportation System-Information Sharing and Analysis Organization (MTS-ISAO). The MTSISAO delivers cyber solutions through routine multi-agency and multi-industry collaborations on emergent cyber security and response topics, and implements cutting-edge, cost-conscious and user-friendly technical solutions. This project will greatly improve the region’s maritime logistics supply-chain cyber-risk management posture both in policy and in practice. Contrast this optimistic and joined up outlook with the findings of the inaugural Maritime Cybersecurity Survey conducted by New Orleans-based law firm Jones Walker. Of the 126 senior maritime executives polled in a survey by Jones Walker, only 36% said their business is prepared in the event of an attack.

92% of small companies and 69% of midsize company respondents confirmed they have no cyber insurance, the report said. Larger companies reported having insurance, but the survey also revealed that larger companies were the primary target for attacks. “The [survey] provides evidence of a worrying level of complacency among maritime industry operators about cyber attacks,” said Tulane University Maritime Law Center director Martin J Davies. “Although the financial consequences of data breaches can be crippling, the survey shows that few in the maritime industry are adequately prepared to guard against them, or to respond effectively if an attack occurs. The survey shows unequivocally that action in relation to cyber security is urgently needed, by both industry and political leaders.” Co-author of the report Andrew Lee goes further. There are 50,000 ships worldwide and hundreds of major ports. By many estimates, shipboard electronic systems are 20 years behind office-based systems and those of competing industries. Meanwhile, the maritime industry is suffering from a strong bias in favour of protection and physical security rather than information and cyber security. This will be difficult to overcome. So, what’s the bottom line? Well perhaps Mr Lee puts it best. Thematically, a change in approach to the problem needs to occur: stakeholders need to recognise that cyber is not an IT issue; it is an operations issue. A cyber threat is a business risk; if the attitude does not align to acknowledge this, cyber security will not get the organisational attention needed. Practically, an important first step is to inventory electronic systems. Companies need to know what is in use, and how their operations are visible to the internet and vulnerable points of entry. Only one of those is needed for a devastating breach to have a crippling effect. MDC

Maritime Digitalisation & Communications | 4th Quarter 2018

6 | ON THE AGENDA

MSC 100 set to review MASS regulations Maritime Safety Committee will review progress on emergency communications, e-navigation and autonomous shipping regulations at its 100th meeting

IMO began a scoping exercise on autonomous vessel regulations at MSC 99

MO will tackle some of the greatest issues impacting shipping at the 100th meeting of the Maritime Safety Committee (MSC) in December. It will meet in London from 3-7 December 2018 to discuss the modernisation of emergency communications, developments in e-navigation and regulation changes required for autonomous vessels. MSC 100 will cover matters related to maritime safety and security that fall within the scope of IMO for both passenger and cargo ships, including updating the SOLAS convention and related codes, such as those covering dangerous goods, life-saving appliances and fire-safety systems. MSC members deal with human element issues, including amendments to the Standards of Training, Certification and Watchkeeping (STCW) convention, and uphold IMO’s goal-based standards. MSC 100 will review the latest developments in modernising the Global Maritime Distress and Safety System (GMDSS). It will examine progress since MSC 99 in May, where Iridium Communications was recognised as a second provider of GMDSS services. This recognition will give the maritime industry a new choice of both equipment and service provider for navigational safety information and emergency communications. These changes to the status quo will become a reality on 1 January 2020 when amendments to SOLAS formally go into effect, and Iridium can

officially begin to provide GMDSS services. MSC 100 will also be updated on cybersecurity issues and progress the industry is making towards reducing the risk from online threats. Shipping needs to work towards implementing cyber security as part of the International Safety Management (ISM) Code. The committee will discuss progress on a scoping exercise into which regulations will be affected by the introduction of maritime autonomous surface ships (MASS). This was initiated at MSC 99 when several member states and organisations considered regulatory arrangements for using MASS. A consolidated report of this work will be presented for consideration by MSC 100. This includes changes that would need to be made to SOLAS, STCW, the Convention on the International Regulations for Preventing Collisions at Sea (COLREGS) and the International Convention on Maritime Search and Rescue. Other regulations may also need amendments for MASS. The consolidated report includes paragraphs or extracts from paragraphs referring to specific provisions that need to be considered for amendment. This report is not intended to replace the source documents as they may provide further information for detailed analysis by MSC at later meetings. MSC 100 will provide more guidance to the sub-committee on Navigation, Communications and Search and Rescue (NCSR), meeting at IMO in London on 21-25 January 2019. This committee will revise progress on IMO’s implementation of e-navigation, Iridium’s work with the International Mobile Satellite Organization on GMDSS and other organisations seeking to provide GMDSS services in the future. At MSC 100, delegates will discuss the latest best management practices (BMP 5) guidelines for the protection of ships against piracy and armed robbery. These were developed to deter piracy and enhance maritime security in the Red Sea, Gulf of Aden, Indian Ocean and Arabian Sea. MDC

Maritime Digitalisation & Communications | 4th Quarter 2018

IMO H1 2019 meetings ■ 21-25 January Navigation, Communications and Search and Rescue (NCSR 6) ■ 4-8 February Ship Design and Construction (SDC 6) ■ 18-22 February Pollution Prevention and Response (PPR 6) ■ 4-8 March Ship Systems and Equipment (SSE 6) ■ 8-12 April Facilitation Committee (FAL 43) ■ 29 April-3 May Human Element, Training and Watchkeeping (HTW 6) ■ 13-17 May Marine Environment Protection Committee (MEPC 74) ■ 5-14 June Maritime Safety Committee (MSC 101)

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ON THE AGENDA | 7

5G and LEO satellites can deliver IoT to shipping Two space and mobile network technologies will offer alternatives to geostationary satellites for machine-to-machine (M2M) communications for maritime and offshore applications

ow Earth orbit (LEO) broadband satellites could provide a low-latency network that is dedicated to data transmissions from ships and offshore facilities. Development of the fifth generation (5G) of the global mobile phone network could provide significantly more bandwidth for data. Both could deliver conduits for internet of things at sea. These would be alternatives and complementary to existing L-band, VSAT and 3G/4G networks for M2M and other maritime communications applications, delegates were told at the VSAT Global & Next Generation Satellite Applications conference in London. Leosat chief commercial officer Ronald van der Breggen explained that its proposed LEO satellite constellation would be dedicated to data transmissions. He said this would be constructed for enterprise connectivity with capacity for connecting offshore drilling rigs and shipping in remote ocean areas for M2M applications. It will be a secure network. “Its architecture avoids public internet and bypasses everything terrestrial, so it would be an end-to-end solution for data transmission that is secure,” said Mr van der Breggen. Leosat plans to launch the first 13 satellites in 2020 to start testing this network, then another 13 satellites to operate a commercial network. “We will need up to 84 satellites in total,” he said. Discussions at the conference focused on the benefits and challenges with developing 5G communications that could include VSAT connectivity. European Space Agency head of future programmes Antonio Franchi said 5G will enable digital connectivity worldwide. This would include the most remote ocean areas if VSAT satellites are included in this network. “We are promoting satellite as part of 5G,” he said. “It will

Medium Earth orbit Medium Earth orbit (MEO) satellites will, and already do, have an important role in providing fast broadband at sea. SES Networks provides some of the fastest broadband to cruise ships with its O3B MEO constellation of satellites.

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SES Networks vice president of sales Simon Gatty Saunt said MEO has been a “game changer for cruise-ship communications” as it enables passengers to access social media. “Cruise has been a thorough success for O3B

Low Earth orbit satellites have lower latency and full global reach compared with geostationary satellites (source: Iridium)

provide connectivity for anyone, anywhere and for any reason if satellites ensure that it does not have sparse coverage.” Mr Franchi then said 5G “could lead to smart logistics and autonomous ships”. 5G should be backward capable so that users do not need to change hardware, said iDirect vice president for emerging products and business development Greg Quiggle. “There are opportunities with 5G. It will be important for allowing autonomous vehicles to communicate with each other,” he said. High-throughput satellites (HTS) should be important elements of 5G, said Hispasat head of marketing Jorge Rodriguez. “HTS will provide cost-effective links for 5G, and LEO satellites will help communications,” he said.

as end-users want to use Facetime, Skype, video over IP and live gaming,” he said. SES is expanding O3B with the mPower constellation of satellites with plans to launch the first seven of these in Q4 2021 to provide more bandwidth in additional geographic locations. One LEO constellation

already provides communications to shipping and is operated by Iridium, which is replacing ageing satellites for its Iridium Certus service this year. 3G and 4G networks provide connectivity on ships close to coastlines and in ports, but 5G will have greater capacity for internet, voice and data services. MDC

Maritime Digitalisation & Communications | 4th Quarter 2018

8 | MARITIME DIGITALISATION Greece/Cyprus

Owners react to cyber threats and vulnerabilities Two case studies conducted by the Cyprus Shipping Chamber demonstrate how vulnerability management and cyber security should be implemented

yprus Shipping Chamber has conducted two case studies of shipping companies to identify how they manage cyber vulnerability and security and to provide guidance to its members. The results of these case studies were presented by Cyprus Shipping Chamber chairman of the ICT committee Adonis Violaris, who is also a director of Interorient Shipmanagement, at an event in London in September. The cyber-security case study investigated the need for protection and security enforcement, mitigating online threats, developing guidelines to support secure cyber operations, contingency planning and assigning security responsibilities. The case study demonstrated how a major owner implemented cyber security for their ships with online connectivity. It was conducted with an unnamed Cyprusbased shipowner and shipmanagement company that operates more than 100 ships, including tankers, bulkers and container ships, and employs more than 3,000 people at its seven shore bases. Cyprus Shipping Chamber posed several questions to this company to evaluate how it viewed cyber security and was allocating its staff and budget.

Why is your company implementing cyber security in its fleet? The company is currently undergoing a transition from FleetBroadband communication services to a higher broadband-capable VSAT system. This ‘open to the internet’ situation will drive the company towards more vigilance and the need for a cyber-security programme to be put in place.

Adonis Violaris: “State-of-the-art thinking in developing a good cyber defence today is to use a topdown risk-management driven approach”

How does VSAT broadband change your view of ship cyber security? The VSAT broadband allows ships to have a direct connection to the internet, therefore exposing them to its dangers.

Maritime Digitalisation & Communications | 4th Quarter 2018

As a result of this, and because of the increasing cyber attack incidents around the world, this is motivating this company to be more vigilant.

What are your thoughts and what are you doing to keep antivirus software, computer patches, and systems updated on board?

A system, to be the least vulnerable possible, needs to be as up-to-date as possible. For the time being not all our vessels have internet access, therefore we update our computers by sending CDs with updates, links with updates to port agents or during attendance by the communication team members. Once a VSAT broadband solution has been installed on board, the updates will be pushed to the vessels from the communication department via the internet.

Describe how you will be using antivirus and updates?

The antivirus solution will be updated automatically using auto-update function.

Are you using the satellite communication/ISP provider as your cyber security provider? Our satellite communications providers will take part in enforcing our cyber security policy, by blocking specified sender domains, providing email filters, filtering websites, etc.

How does your company control and monitor safe crew internet use?

Internet usage and access will be controlled and supervised by our ISP according to our policies whether the crew are paying for these services or not. In the interest of our company’s security and integrity, we will decide what access they have. Crew access to the internet is a privilege not a right (at the moment). Cyprus Shipping Chamber’s

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Greece/Cyprus MARITIME DIGITALISATION | 9

vulnerability-management case study was with another shipmanagement company, which operates more than 600 vessels and has 1,200 people in its shore offices. The aim and scope of this was to provide guidance to its members on effective cyber security and vulnerability management, both on board and ashore.

What are your reasons for implementing vulnerability management on your fleet?

Our intention is to comply with recent marine organisation guidelines for future regulations. With VSAT installation every crew member has access to the internet. We therefore have to monitor and strengthen vessel networks.

Are you presently performing or planning to perform onboard vulnerability scanning or management?

We are currently using onboard vulnerability scanning of computers and the network.

How often do you conduct scanning as part of your vulnerability management process?

We scan our vessel networks daily for vulnerabilities because new vulnerabilities may arise daily.

What are the biggest challenges with onboard vulnerability remediation and how do you address them? Our biggest challenge is internet access. Most issues would be Microsoft Windows updates or application updates. None of the computers have continuous internet access unless the user connects to the internet with his account. We send Windows and application updates with update packages on DVDs or send internet USB dongles to the next vessels for the crews to update the computers. We test software that will have a relay server on the vessel, distribute the updates from the office to the relay server and the relay server will update all vessel computers. This saves us internet access costs.

How do you view the risk of intentional/criminal tampering with existing data? How do you identify and deal with these incidents? There is the possibility that company personnel, on board and ashore, could

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VSAT installations deliver broadband to ships and means every crew member has access to the internet

Recommended protection and detection measures • Enable intrusion prevention and detection on vessel firewalls. • Malicious websites are blocked by the firewall. • Network segregation has been applied to prevent unauthorised access from crew computers to vessel systems. • Regularly change computer passwords and access-point password. • Antivirus endpoint protection has been applied to all computers. • Vulnerability management software is implemented. • Threat intelligence software provides a report of what happens in a vessel’s network.

compromise cyber systems and data. In general, the company should be prepared that this may be unintentional and caused by human error when operating and managing IT and operating technology systems. Or failure to respect technical and procedural protection measures. We have created a policy for unauthorised access for computers, servers and data. We have restricted user access for any crew member to computers and data access. Production computers and servers are backed up daily to a central storage system. Vessels’ important data is replicated live to shore using dedicated software for replication. Key operation data is stored in a secure database.

BIMCO RECOMMENDED ACTIONS

Cyprus Shipping Chamber then asked this shipmanagement company how it perceives and implements BIMCO’s guidance and five-stage recommendations on cyber security – these being identify, protect, detect, respond and recover. The shipmanagement company said it needed to identify threats as a vessel may be targeted by activists, criminals or terrorists, but the biggest threat was from the crew members. “Most of the time this relates to unawareness. A user may have an infected USB and plug it in on a vessel computer and this will infect it.” The company said it was using vulnerability management software to

Maritime Digitalisation & Communications | 4th Quarter 2018

10 | MARITIME DIGITALISATION Greece/Cyprus

identify application and operating system vulnerabilities. “In addition, we are in direct contact with hardware vendors for firmware upgrades. Further, we have initiated penetration testing to the vessel to expose our vulnerability and security breaches.” It has created a vessel IT cybersecurity team responsible for educating crew, strengthening vessel security and creating policies. In addition, risk-assessment documentation was written for every vessel to develop protection and detection measures. To establish contingency plans, the company created risk-assessment documentation which clarifies how a ship’s captain must react to each threat. The company’s local IT department is always on call for security issues if required. “In addition, our antivirus provider is available to resolve any malware issue if advanced assistance is required,” the company said. “Our supplier will provide remedial action to the crew if physical assistance is required.” To report a cyber-security incident, its antivirus will export a report from the cloud portal. The company’s threat intelligence platform will also export a report for any threat/breach found in the network. To remediate a cyber-security incident, the company will take the following actions: • Disconnect the infected computer from the network and format the computer. • Remove computers from the network and scan them for threats. • Check root-cause analysis for the threat to check expandability of the threat. • Request assistance from an antivirus

Five stages recommended by BIMCO and by National Institute of Standards and Technology (NIST) NIST

BIMCO

Examples

Identify

Identify threats

Threat intelligence feeds Table top exercises

Identify vulnerabilities

Vulnerability scanning

Access risks

Vulnerability assessment Penetration testing Risk assessment

Protect

Develop protective controls

Firewalls, endpoint protections, file encryption, mobile device management (MD)

Detect

Develop protective controls

Intrusion detection, log monitoring, network traffic sensors, SIEM

Respond

Malware recovery tools, live malware analysis

Recover

Reimaging process, restore for backups, confirm system integrity

partner to confirm the threat is removed and computers are clean. • Monitor computers for abnormal status. Mr Violaris said these were examples of how shipping companies are reacting to and implementing vulnerability management and cyber security. He expects others in the Cyprus Shipping Chamber to follow these leads. “State-of-the-art thinking in developing a good cyber defence today is to use a top-down risk-management driven approach,” he explained. It starts with an evaluation of the potential threats and system vulnerabilities, prioritising assets and associated risks to them and deploying a defence-in-depth physical- and cybersecurity solution.

Stamco deploys cyber-defence mechanism Piraeus-based Stamco Ship Management is implementing cyber security from Naval Dome on car carriers chartered to Wallenius Wilhelmsen Lines. It has installed the first endpoint maritime cyber defence system on a 57,692gt pure car and truck carrier. This is a multi-layered cyber-defence solution that prevents hackers from penetrating key ship systems. Naval Dome tailored this endpoint protection to suit the vessel’s specific systems and operational profile. Its installation took one hour during a scheduled port stay in Piraeus, Greece. Naval Dome has started preparing the bespoke technology for installation on 54 other vessels in the Stamco fleet. Stamco’s head of operations said Naval Dome’s endpoint would ensure the company was prepared to prevent any unauthorised access to its ships’ systems. “We cannot underestimate the operational, financial and safety implications a cyberrelated incident – whether by design or by default – would have on operations, especially given the high-value cargo our ships transport,” he said.

Maritime Digitalisation & Communications | 4th Quarter 2018

“Through continual testing of vulnerabilities and vigilant attention to evolving threat vectors, the solution is then adjusted and optimised in a true feedback control manner,” Mr Violaris said. “We need to take this challenge seriously as an industry and not wait for an unexpected event to push us into action.” MDC

Gaslog invests in simulation training centre Gaslog has ordered a suite of training simulators from Kongsberg Digital for its technical management headquarters in Piraeus, Greece. This suite will cover training in navigation, engineroom operations and cargohandling for crew on LNG carriers. Kongsberg will deliver a K-Sim DNV class A ship’s bridge simulator and a K-Sim engineroom desktop simulator. This will include programs for steam plant in a dual-fuel LNG carrier and for diesel electric in a dual-fuel DE21 LNG model. These engineroom models will be interfaced to a corresponding K-Sim cargo LNG carrier-M cargohandling simulator. GasLog operates 27 LNG vessels and has seven ships on order.

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Greece/Cyprus MARITIME DIGITALISATION | 11

VSAT chosen for bandwidth, resilience and security

Spring Marine uses World-Link’s cyber security to prevent threats from reaching its vessels

Greek shipmanager Spring Marine’s ICT manager Konstantinos Zacharias explains why it selected World-Link Communications for VSAT services across its fleet, writes Martyn Wingrove

reek ship operator and manager Spring Marine Management chose its satellite communications provider because the bandwidth and post-installation services matched its requirements. Spring Marine selected World-Link Communications to provide VSAT communications and after-sales services for its managed fleet. It required high bandwidth for vessel communications and secure links for information transmissions, said Spring Marine ICT manager Konstantinos Zacharias. “Our VSAT system, complemented with the value-added services deployed by World-Link Communications, ensures the global uninterrupted communications of the vessels,” he said. “Vessel owners and charterers demand high quality and availability to enhance the safe operations of the vessels and improve the morale of the crew,” he explained. World-Link helped Spring Marine evaluate the installation and deployment of VSAT terminals on the vessels and integration with its office IT infrastructure. “Additionally, it has helped us to increase our awareness of the various cyber-security risks that a vessel faces,” Mr Zacharias explained “and has provided us with services to proactively safeguard the vessel communications.” These companies started working together in 2016 when Spring Marine deployed one of the first Inmarsat Fleet Xpress Ka-band VSAT systems on one of its vessels.

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Since then, Spring Marine has upgraded several vessels to this VSAT technology. In 2017, it started a pilot project to include World-Link’s cybersecurity Ship Secure product, which has since been deployed on several of its managed vessels. Mr Zacharias said World-Link helped guarantee high availability of VSAT connectivity to vessels it manages, apart from when this is affected by inclement weather. This “helps us meet our commercial contractual obligations,” he said. Secure and reliable VSAT has also helped seafarers on ships Spring Marine manages. “The speed of the connection has boosted the morale of our crew, who can now communicate more easily with their families worldwide,” said Mr Zacharias. Cyber security was a key aspect to VSAT services for Spring Marine, especially as the shipmanager ICT manager expects ships will become “more attractive targets to potential cyber threats” due to their high asset value versus the ease with which a cyber attack can be initiated. “There is no doubt that the cost [to the hacker] of a cyber attack is very low compared to the possible returns derived from a cyber-hacked vessel,” said Mr Zacharias. “Because of this, we anticipate an increase in cyber attacks, therefore, we are undertaking a more proactive defence against them.” This is being achieved by deploying advanced firewalls and other cyber

defences, such as frequent penetrations tests and continuous threat monitoring on vessels and office IT infrastructure. World-Link has provided experienced IT and communications security to Spring Marine to evade cyber threats that can get through this security. “Although the majority of cybersecurity tools automate the majority of the necessary cyber defences, there are still cases where manual evaluation of the reports from an experienced expert is required,” said Mr Zacharias. “The majority of maritime companies will require additional IT security services for the office IT infrastructure to safeguard the communications between the office and the vessel,” he concluded. Spring Marine was founded in 2008 by a team that has operated up to 35 ships in the last 40 years. World-Link added functions to ShipSecure in 2017 and 2018. It is a multilayered fleet security management system that can give shipowners, managers and operators an indication of the cyber threats to their assets. ShipSecure gives owners the ability to control onboard security to protect computers that are linked to the internet, said World-Link president Asad Salameh. He explained that ShipSecure incorporates several components that improve a fleet’s cyber security. “We deploy virtual machine and cloud-based technologies to integrate onboard unified threat management (UTM) devices and sensors,” he said. MDC

Maritime Digitalisation & Communications | 4th Quarter 2018

12 | OPERATOR FEEDBACK

Carnival Corp launches new app to standardise training assessment Carnival Corp has teamed up with Marine Learning Systems to develop an application to ensure training assessments are objective and standardised, writes Rebecca Moore

John Allen (Carnival Corp): “We wanted to align and standardise our approach“

arnival Corp has developed an app to allow it to assess the skills of its crew across its fleet. Developed with the help of e-learning software provider Marine Learning Systems, the app was launched to help Carnival ensure its crew were all at the same level of commitment and compliance the cruise operator required. Both Carnival Corp and Marine Learning Systems presented the app to delegates at the annual Interferry conference in Mexico in October, to help give ferry operators ideas for training. Carnival Corp director of maritime professional development John Allen told delegates “We wanted to align and standardise our approach.” The challenge was the size of the company’s fleet: 105 ships across nine brands, 120,000 crew at any given time and over 6,000 maritime officers. There was a differing approach across the fleet to training, with some ships having their own fleet trainers and others using visiting trainers. The company built a tiered competency framework and designed an approach called performance-related training. Mr Allen said: “This is where we recognise what most of our crew are doing – we assess them first and do not assume no knowledge and put them through a course. If they can do what they say they can, they can carry on working. If not, they have a targeted training programme.” To manage this, Carnival needed a system and worked with Marine Learning Systems to develop an app that “gives it the opportunity to run an assessment programme on any ship with any of the officers on board.” The app contains an algorithm that works out whether the team and individual are working correctly or if there is work they need to do. “That is where targeted training comes in,” said Mr Allen. The app assigns skill levels between one and four: one is when a complete retrain is needed, two some mentoring, three satisfactory and four means the crew member might be asked to do peer training. Marine Learning Systems chief executive

Maritime Digitalisation & Communications | 4th Quarter 2018

Murray Goldberg explained the background to the app. “The skills assessment industry has been largely the same as before. There is an expert assessor observing the skill, making notes and providing feedback, which leaves much to the discretion of the assessor. “You can get great outcomes, but you can also get very poor outcomes; you need objectivity, standardisation and consistency.” He explained that Carnival’s training academy, CSMART, recognised this as an issue and decided to do something about it. “They recognised the need for greater metrics around skill assessment and more objectivity and standardisation, so built a web-based skill assessor platform called SEAS. Instead of a clipboard, an assessor has an iPad running the SEAS application.” The assessment of skills includes indicators for each participant, with a check box for each individual and the team. Mr Goldberg said: “This is binary. The assessor is not being asked stuff; things either happened or didn’t, and this improves objectivity and consistency. These skills assessments are very fast paced. You don’t want an assessor to retract into thought as this is a fast-paced environment.” An algorithm kicks in, assesses all the performance indicators and provides levels of reporting, from overall reporting to those on the team and individual, looking at whether they were fit for duty. It then provides competency breakdowns for the team and individual. MDC

“We recognise what most of our crew are doing – we assess them first and do not assume no knowledge and put them through a course”

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14 | FORESIGHT

Developing frictionless trade Frictionless Trade: how new technology will power international trade is a new report on maritime digitalisation written by Startup Wharf founder and chief executive Leonardo Zangrando and Antares Insight founder and chief executive Nick Chubb

A large number of different stakeholders need to work together including crew, port management, pilots, tugs, and linesmen to safely bring a ship into port.

Once safely alongside, the ship must declare that it is legally ready to begin cargo operations and a number of different inspections, ranging from health and safety, to immigration and security are carried out.

Thousands of tonnes of goods are physically moved on or off the ship safely and efficiently by cranes, conveyors, and pumps. From there, they are transported throughout the port for storage and further processing .

Maritime Digitalisation & Communications | 4th Quarter 2018

he report was constructed from primary research, telephone interviews and from the dataset maintained by Startup Wharf. The aim of the report is to describe the state of play in the maritime digitalisation sector and in trade tech in particular. The term trade tech is widely used in the report and means any technology that can be applied to make maritime processes more efficient and reduce bottlenecks in the flow of goods around the world. Trade tech is the digital innovation that is mainly taking place in trade, shipping and customs technology. The trade tech sector could grow to be worth ÂŁ12.8Bn (US$16.3Bn) by 2030. Trade tech can be broken down as: â&#x20AC;˘ Vessel operations: including tools to optimise port traffic and unmanned and autonomous ships. â&#x20AC;˘ Cargo operations: including remote and robotic cargo handling.

Goods from outside the EU must be cleared for entry by HMRC and Border Force. The vast majority of goods can enter the UK without any checks.

Within the port, there may be a number of value-add services on offer including additional manufacturing or specialised logistics operations.

The UK does have a physical border in the form of its coastline. But in the context of trade, the border is not a physical line to be crossed, but a change in the legal status of goods or people as they move inland.

Once out of the port, goods will be transported to the receiver, where they will take ownership of the goods.

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FORESIGHT | 15

Container terminals would benefit from smart port operations

• Commercial processes: replacing paper systems with electronic processes, including blockchain. • Customs: UK’s pending Brexit is expected to create a fivefold increase in customs declarations. There are also moves to incorporate artificial intelligence into the process. • Border and port security: in a post-Brexit environment borders will once again be a crucial concern to the UK. Artificial intelligence is expected to monitor the flow of goods. According to the authors, the UK maritime sector is one of the best placed to make efficiencies through trade tech as it is the biggest handler of UK trade. The report notes that in January 2017 the YiwuLondon freight train service commenced operation. This service runs from Yiwu, near Shanghai, via the Channel Tunnel to the UK. The Channel Tunnel limits the rail capacity to 1.2M tonnes per annum. Airfreight is useful for time-sensitive goods, but only makes up 3M tonnes per annum of UK trade. The rest of UK trade in 2017 was some 482M tonnes, according to the UK Department for Transport, and was traded through UK ports. Of this figure, 60% were bulk cargoes and rest was unitised cargo such as containers. According to a 2014 study, a simple shipment of a container of avocados from Mombasa can entail 200 communications involving 30 parties. Multiply that by the number of containers being offloaded, loaded and transhipped from a 20,000-TEU container ship and there is clearly huge potential for efficiency gains. However, the authors note that the barriers to entry are high. It takes a high level of skill, experience, knowledge and above all capital to enter the shipping space. The sector is below the public radar – except when there is an oil spill. On the plus side, shipping regards out-of-date business methods as a positive and should be an ideal candidate for disruptive practices. In the container sector, the recent round of consolidation has left 82% of the fleet under the control of the top 10 companies. These companies are highly reliant on legacy programs, such as the electronic data interchange (EDI), which was introduced in 1987. In almost any other industry, a 1987 technology would have long been superseded, but in the container sector EDI, phone, email and personal friendships are the main tools of business. So why do legacy systems exist in modern shipping? The main reason is fear of change. The people at the top of the organisations

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have got there by understanding the mechanics of the organisation. It is not in their interest to make sweeping changes. Nor are there mechanisms in place to take on innovations. Therefore, most organisations are self-sustaining and resistant to change. This is the opposite of how trade tech start-ups operate. These employ the OODA loop of observe, orient, decide, act. A small start-up can identify the problem, build, test, iterate and adapt new ideas to optimise products. Using cloud computing, an idea and product that hits the mark can be quickly scaled up. But the maritime trade tech start-ups cannot operate in isolation. Close collaboration is needed with the industry, but at the same time the industry needs to be aware of the creative processes involved. The report points to the use of start-up incubators and accelerators, such as the SparkUp challenge initiated by Wärtsilä.

SHIP OPERATIONS

During an average port call there can be 30 to 60 point-to-point interactions by email and phone. At the highest level of disruptive technology, Rolls-Royce produced several autonomous ship concepts and Kongsberg is committed to having its first fully autonomous ship, Yara Birkeland, operational by 2020. Case study: Sea Machines Robotics Sea Machines Robotics is a Boston-based start-up that recently opened a European headquarters in Hamburg and has launched a remote-control system for small vessels. The system can be retrofitted or installed new as in the case of the Maersk ice-class container ships. These will use computer vision, LiDAR and perception software in live situations to augment and upgrade vessel operations. Case study: Teqplay Three-year old Teqplay is the result of the formation of a task force composed of the stakeholders in the port of Rotterdam. The Teqplay team has created Pronto to provide stakeholders with a shared operational view and a joint platform to exchange information about port calls. Case study: PortX Founded in 2016, PortX is a joint venture between vessel tracking

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16 | FORESIGHT

platform ShipX and global tugboat operator Kotug International. The start-up can track vessel movements across almost every port in the world, which allows it to offer comprehensive performance reporting, port call benchmarking and strategic advice to its clients. As well as benchmarking performance, PortX can proactively optimise the dispatch of port-related assets like tugboats, pilot boats and linesmen in real time using proprietary forecasting algorithms. Cargo operations This includes pre-port arrival paperwork and cargo preparation, unloading and loading. Cargo stowage computers have been around for many years for container ships and bulk carriers. The tech trade challenge in this area is to move away from relying on VHF radio and to improve efficiency through digitalisation of the monitoring process. There still needs to be the physical movement of goods, but there is scope to create a digital twin to increase stakeholders’ awareness of the location of goods. Case study: Portchain Danish start-up Portchain aims to eliminate the manual process used by port planners. The start-up has €1.4M (US$1.6M) in funding from the EU’s Horizon 2020 project. The first product is Port Call Plan, which is claimed to reduce port planning operations by 1-2 hours per day. A second project, Berth Optimization Engine, uses AI to generate berthing scenarios to preposition cranes for moving containers. Case study: CargoMate CargoMate is a just-in-time algorithm that uses a handheld smart device for crew to log cargo operations as they happen. The data is then transmitted to CargoMate’s platform in real time where it is fed into machine learning algorithms that predict the earliest time the ship will be able to leave port. Predictions and port productivity data can be displayed on a stakeholder dashboard or fed into other collaborative systems using an API. By saving one hour per day in port, it is estimated the system could produce significant fuel savings by allowing container ships to steam slower and still make schedules.

The disrupter to break into this area is widely seen as blockchain

COMMERCIAL PROCESSES

The heavy reliance on codified documentation such as the bill of lading is seen as one of the areas in shipping that has the greatest potential, but at the same time is fraught with pitfalls due to the historical legal framework that surrounds such documentation. The disrupter to break into this area is widely seen as blockchain, which would break the need to courier documents around the world. Case study: Marine Transport International Marine Transport International (MTI) has developed a digital register of packed container weights (VGM). The need to weigh every container was introduced after MOL Comfort broke in two, in part due to poor design, but also due to incorrect declaration of weight. The law was changed to require shippers to declare container weights before they are loaded to a ship. This was a highly manual process, forcing shippers to manually calculate individual container weights and submit them to carriers. Solas VGM, which has recorded tens of thousands of transactions to date, allows shippers to digitally complete this process, reducing the cost and the administrative burden that came with the new regulations. Case study: Concirrus London start-up Concirrus uses data to improve the marine insurance market. Founded in 2012, Concirrus uses large datasets such as vessel statistics, movements, local weather, machinery information and traditional demographic data to improve how insurers view risk. By combining their datasets with historical claims data, Concirrus can use machine learning to identify the behaviours and conditions that correlate to claims.

Singapore is a leader in digitalisation of port operations

Maritime Digitalisation & Communications | 4th Quarter 2018

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FORESIGHT | 17

Tanker terminal operations could be made more efficient through digital cargo platforms

CUSTOMS

The customs authorities have two main aims. The first is collect the due tariff on the goods entering the country. The second aim is to control the goods coming in, from firearms to herbs. The challenge is that the main system for recording and controlling customs and tariffs was developed over 20 years ago. The new Customs Declaration Service (CDS) has been developed by HRMC and will launch in 2019. However, CDS was designed before Brexit and can handle around 100M custom declarations. Post-Brexit, the number of custom declarations is expected to reach more than twice that number. Case study: AiDock A portfolio company of theDOCK, Israel’s maritime innovation accelerator, AiDock has developed an automated customs clearance platform that reduces the admin burden on freight forwarders and speeds up the customs process. AiDock’s system uses artificial intelligence to process and analyse documents and generates customs clearance files automatically. Case study: INLT INLT is a US-based start-up looking to redefine the role of the customs broker in the supply chain by creating a central hub for stakeholders in the customs process. By offering a cloud-based customs broking platform, INLT provides shippers, receivers, and agents with real-time updates, eliminating the back-and-forth communication usually associated with the process. As well as communication, INLT’s platform stores documentation in a single, secure place for 24/7 access, and displays shipment tracking data in a single dashboard.

PORT MANAGEMENT

The main aim of a port is to move goods through the port as quickly as possible. This requires a complex port-management system, made even more complex where automated equipment is moving around the yard. This can include 40-tonne cranes and remotely controlled straddle carriers. The challenge is to build a data picture of the port to show where the goods, cranes, trucks and people are, and where they are going.

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Case study: Octopi Octopi has developed a cloud-based terminal operating system, which is cheaper to purchase and run than systems designed for very large ports. The target consumer is the smaller port needing help with moving cargo in and out of the port faster. Octopi also integrates with accounting software to facilitate invoicing and billing. Through Octopi, invoices are automatically generated from events recorded by the platform and logged to the accounting system, massively reducing the burden on admin staff.

BORDER AND PORT SECURITY

Smuggling has long been a problem in ports and can reach truly epic proportions as in the case of the illegal fuel oil being sold in Italy. Security in the maritime sector is governed by the International Ship and Port Facility Security Code (ISPS), an amendment to the Safety of Life at Sea Convention brought into force by IMO in 2004 as a response to the 9/11 terror attacks. ISPS sets out minimum standards for security procedures in port facilities and on board ships engaged in international trade. Among other things, it requires that all ships and ports conduct training, have a security plan, a company security officer and a ship security officer. The trade tech challenge is the reality of making a port and ship secure. The only way to have full security is to search every item and person entering and leaving a ship or port. Using secure internet of things (IoT) to track individual items and people is a step closer. In the case of containers, an IoT sensor could reveal tampering from changes in humidity and temperature within the box. The second challenge is cyber crime and the ability to hack into ship and port systems. The June 2017 NotPetya ransomware virus took down the entire Maersk IT system and is estimated to have cost the company US$250M to US$300M. Case study: Calipsa Calipsa has developed cutting-edge deep-learning software capable of monitoring and analysing CCTV videos in real time, with multiple applications in transport and infrastructural sites. There are close to 250M cameras in the world today and the traditional operating model still relies on human analysts to monitor and interpret these video feeds. The Calipsa system can be connected to police networks. A Calipsa system is on trial with the French Ministry of Transport. MDC

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18 | VSAT

High-throughput satellites provide faster VSAT for shipping in Australasia and the Pacific

Faster VSAT connectivity for Pacific shipping Horizons 3e will complete Intelsat’s EpicNG constellation of high-throughput satellites and deliver greater online connectivity to vessels in east Asia from Q1 2019, writes Martyn Wingrove

essels operating in the Pacific and east Asian seas will receive improved internet access and better communications after the launch of a high-throughput satellite with coverage over the region. Intelsat joined forces with Sky Perfect JSAT Corp to deliver a major improvement in connectivity to shipping routes in the Asia Pacific region. Together they invested in the Horizons 3e high-throughput satellite to provide coverage over the Pacific Ocean and seas around Japan, South Korea, China and southeast Asia. This Boeing-built satellite was launched on 25 September on an Ariane 5 vehicle from the Guiana Space Center in Kourou, French Guiana. It was Ariane’s 100th successful launch. It is expected to be commissioned in Q1 2019. Horizons 3e is Intelsat’s 60th satellite and will complete Intelsat’s EpicNG’s high-throughput constellation. This provides coverage over key shipping areas worldwide through a network of satellites with wide beams of coverage and spot beams of greater intensity of radio frequency for high-throughput vessel connectivity. Horizons 3e has been launched into an orbital slot at 169ºE. It has both C-band and Ku-band payloads to deliver faster connectivity to

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the region and its seas. This includes delivering VSAT services to merchant shipping, offshore vessels, drilling rigs and cruise ships. Intelsat vice president and general manager for mobility services Mark Rasmussen explained the importance of this satellite to the EpicNG global coverage during an exclusive interview in September. He said EpicNG provides additional coverage and resilience to the IntelsatOne Flex managed service platform and enables VSAT service providers to offer flexible connectivity packages to shipowners. “We will have a unique amount of throughput in a single global network with spot beams complementing the wide beams,” said Mr Rasmussen. These will need to be shared by maritime customers with multiple mobility, government and enterprise markets including airlines, naval and corporations. Horizons 3e’s wide beams deliver connectivity over the whole region, while spot beams are over the main population centres and shipping lanes. It has an advanced digital payload with full-beam interconnectivity in these commercial bands and significant upgrades on power, efficiency and coverage flexibility, said Mr Rasmussen. It is the first Intelsat EpicNG satellite to feature

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VSAT | 19

a multiport amplifier enabling power portability across all Ku-band spot beams. Power can be adjusted to each beam to meet throughput demands. Mr Rasmussen explained why this will not be the end of the company’s investment in EpicNG satellites. “We are not stopping, there will be more,” he said. “Uptake in the maritime segment is very strong and the EpicNG beams cover hightraffic areas.”

IntelsatOne Flex

Intelsat reserved capacity for its flexible network. “We are signing up more reseller solution partners,” he said. IntelsatOne Flex was introduced in January this year and several thousand vessels are now connected on more flexible VSAT packages. “We are adding hundreds of vessels every month,” said Mr Rasmussen. This platform enables service partners, such as KVH, Japanese service provider KDDI, Singaporeheadquartered Singtel and Japan’s JSAT (both via KVH) and, since September, Navarino. “Each service partner can tailor their services and define their own airtime plans and their own value-added solutions, which are good for crew welfare and vessel owners,” said Mr Rasmussen. High-throughput spot beams of Ku-band enable service providers to deliver VSAT on smaller antennas with more powerful block up-converters and diameters as small as 60 cm. KVH delivers bandwidth of up to 10 Mbps downlink and 3 Mbps uplink using its own TracPhone V7 60-cm antennas. Intellian and Cobham Satcom have also introduced 60-cm antennas with higher power. IntelsatOne Flex also enables two virtual connectivity pipes to one VSAT antenna, allowing services to be metered differently and delivered at varying speeds. “We are showing these capabilities to larger numbers of vessels through our service partners,” he said. This will increase as more vessels are added to the EpicNG coverage through Horizons 3e. APT Mobile Satcom (APSatcom) joined IntelsatOne Flex at the start of October to offer Chinese shipowners and managers greater bandwidth for data, online and voice service. Ships will use spot beams of higher data throughput from Horizons 3e satellite, when it is commissioned, and other EpicNG satellites if they sail into their coverage. This connectivity enables Chinese ship operators to improve onboard operations through more data transmissions and analytics. “This enables them to enhance the efficiency of their business operations while at sea and provide fast, reliable wifi connectivity that improves crew morale and loyalty,” said APSatcom chief executive Jason Li. APSatcom will deliver high-throughput connectivity using 1 m-diameter antennas on

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Chinese vessels, with IntelsatOne Flex providing redundancy in communications. Singtel became a distribution partner of KVH’s in September to offer mini-VSAT Broadband and AgilePlans subscription-based connectivity to commercial fleets. This included KVH’s TracPhone VSAT hardware, media and training content, free installation in selected ports and zero maintenance costs. This connectivity is using Ku-band radio frequencies with C-band or L-band as a fallback. Singtel head of satellite Ng Kheng Ghee expects VSAT connectivity to enable more online applications, remote system monitoring and performance analysis. “Accessible high-speed broadband connectivity enables digital technologies such as the internet of things, cloud and data analytics to be deployed on board ships,” he said. KVH has seen a dramatic growth in installations, said KVH co-founder and chief executive Martin Kits van Heyningen. He explained that year-on-year growth in Q4 2017 was 16%, but jumped to 60% in Q1 2018 and then 100% in Q2 2018, meaning it had doubled the number of VSAT shipments in April to June this year compared with the same period in 2017. “We have ramped up manufacturing and installations substantially and have a backlog of orders, which creates its own issues,” he said. Mr Kits van Heyningen puts this down to introducing flexible AgilePlans for its mini-VSAT Broadband service late in 2017. Telenor Satellite has seen 165% growth in the number of vessels linked to its Thor 7 Ka-band service, partially because of the falling size of available antennas. “Our main success is in fisheries, ferries and offshore vessels,” said Telenor Satellite director of datacoms Jan Hetland. “We have seen good monthly growth rates and in two years Ka-band services have gone from zero to the same level as all our Ku-band,” he said. Mr Hetland predicts that workboats and tugs will be the next segment to install VSAT. “We see a change because of smaller antennas and lower prices that are opening these lower-end markets,” he said. Demand for broadband from fishing vessels, workboats and OSVs is one of the reasons why Thuraya is preparing to introduce a VSAT service that combines Ku-band coverage with its own L-band coverage. Thuraya maritime market development manager Ricky D’Souza said it is looking for partners to deliver these services. “We will offer flexible and short-term contracts for seasonal requirements for fishing and offshore vessels, which is especially important in Asia,” he said. These are some of the key trends that will shape satellite communications in the next five years, as will introducing new applications for data transmissions. MDC

KVH VSAT installation growth in Q4 2017 was 16%, but jumped to 60% in Q1 2018 and then 100% in Q2 2018

Martin Kits van Heyningen (KVH): “We have ramped up manufacturing and installations substantially, and have a backlog of orders”

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20 | MARITIME IOT

Lessons on maritime digitalisation from Topaz CIO Kris Vedat Topaz’s chief information officer presented insights gleaned and benefits gained from the company’s three-year digitalisation process

Kris Vedat (Topaz): Any digital initiative will fail without prerequisites in place

igitalisation should not be undertaken just for the sake of it - there should be a clear goal in mind. This was one of the key lessons shared by Topaz Energy and Marine chief information officer Kris Vedat in a session at Seatrade Maritime Middle East in Dubai. Mr Vedat spoke about the digital transformation Topaz has undergone over the past three years since he took up his post at the oilfield services company. Topaz’s digitalisation journey was a case of evolution, rather than sudden drastic change, he said. Having clear objectives in mind for the process was one part of this; effective change management, so that all stakeholders understand why and how processes are changing, was another. Mr Vedat said it was important that the business is a part of, and not just aware of, change from day one. He advocated for appointing business process owners whose duty is to ensure information on changes to their area of responsibility is shared down the chain. Mr Vedat also noted that IT is becoming increasingly an outward-facing rather than backoffice role, and highlighted the importance of partnerships and collaboration, referencing the example of collaboration with Orange Business Services to roll out its Maritime Connect service across the Topaz fleet. This service integrates voice, VoIP, data and internet access in one solution and allows shipping companies to integrate their fleet into the corporate network and provide access to the internet for crew and shipboard applications. One successful chapter in Topaz’s story he shared was an app the company developed that allows management to create reports on vessel visits as they happen, taking advantage of smartphone capabilities such as built-in cameras that allow photographs to be seamlessly integrated

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into the report the moment they are taken, resulting in a paperless report and avoiding having to fill out PDFs or physical paperwork after the fact. This data is fed direectly into a dashboard that allows for visualisation of data. Topaz uses Microsoft’s Power BI business analytics service for this, which can be used to create interactive visualisations and dashboards to present data transmitted via the cloud to users. The system also has data-warehouse capabilities, allowing for storage of current and historical data in one place. Topaz makes use of the automated dashboard functionality to clearly clearly display key performance indicators (KPIs), including the vessel visit reports, enabling teams to monitor and verify data and encourage lateral learning and continuous improvement. The company produce leaderboards with monthly dashboards sent out and highperforming vessels and teams recognised. Mr Vedat also highlighted the importance of having the right infrastructure and services to facilitate digitalisation, adding: “Any digital initiative will fail without prerequisites in place.” Topaz vessels transmit a wide range of data to shore as a result of their digitalisation process, including AIS data such as position, weather conditions and draft, but also data of relevance to operators, such as planned maintenance data and condition monitoring information from sensors, to customers, such as position and average speed, and to both, such as fuel consumption. Looking to the benefits of embracing digitalisation that Topaz has experienced, Mr Vedat highlighted the creation of efficiencies and subsequent cost savings; improved safety standards; market differentiation, from vessel provider to marine logistics; and better partnerships with clients, with greater transparency and the ability to align with client objectives more closely. MDC

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MARITIME IOT | 21

Connectivity can drive healthier crews, vessels and balance books Owners who invest in connectivity will have happier, more productive crews, leading to improved vessel and equipment performance, writes Ed Martin

panel session at Seatrade Maritime Middle East in Dubai discussed how investing in connectivity at sea can pay dividends in vessel and equipment performance, crew welfare and retention and produce efficiencies leading to cost savings. The IEC Telecom and Inmarsat-sponsored panel was chaired by the International Institute of Marine Surveying (IIMS) global president Captain Zarir S. Irani and comprised Inmarsat Maritime’s vice president of market strategy Drew Brandy, IEC Telecom’s Middle East managing director Nabil Ben Soussia, Mercan Group’s marine superintendent Captain Gürkan Büyüktelli and Seamaster Maritime’s group managing director Rashid Isa Rishi Al Heddi. Mr Brandy’s presentation focused on the impact on overall wellness of connectivity at sea. He noted that while seafarer connectivity is typically thought of in terms of access to social media and being able to contact loved ones, by providing capability the welfarer of the seafarer is catered for. Mr Brandy said: “By ensuring you have a safe and well crew aboard, it reduces the risk of costly breakdowns and issues aboard the vessel that could ultimately result in reducing efficiency.” Connectivity can improve employees’ performance, he said, adding: “It’s about enabling them to continue to learn, to utilise the tools that are available in every other industry to upskill, to problem solve, to do their job more efficiently.” “Online learning and telemedical assistance - the ability to ensure that seafarers have access to medical facilities to support them when they’re away for extended periods of time will ultimately lead to a safer vessel, a better and well adjusted crew that’s more efficient in their day-to-day job.” He also noted that the new generation of seafarers expect to have connectivity on board and that shipowners are reporting having issues attracting crew members when they do not provide connectivity. “This is not a trend, it’s a reality of the world that we live in and it’s a reality that the seafarers are facing.” Mr Ben Soussia’s presentation focused on balancing corporate use of connectivity versus use for welfare purposes, which IEC Telecom's OneGate device can assist with. Crew can be allocated bandwidth credits, bandwidth limitations can be placed on personal use and access can be limited to certain websites. OneGate also has a shore end-user portal to monitor VSAT information and status, bandwidth usage and more. It also has a built-in customisable firewall.

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L-R: IIMS’ Captain Zarir S. Irani, Inmarsat’s Drew Brandy, IEC Telecom's Nabil Ben Soussia and Seamaster Maritime's Rashid Isa Rishi Al Heddi

Captain Büyüktelli noted that there are two aspects to the benefits of digitalisation on vessel operation: technical and commercial achievements and crew welfare with associated continuous improvements. Several technical and commercial areas that benefit from continuous connectivity were identified: online integrated safetymanagement program modules; digital charts, publications and navigational source supply and updates; remote access to identify and resolve performance issues; and security and emergency management. In terms of crew welfare, seafarers are able to maintain social lives via video/audio calls, messenger programs and social media. They can also continue to carry out routine activities such as keeping up with news and viewing bank statements, for example. “You can be connected with your life, you don’t have to suspend it,” he said. Captain Büyüktelli noted increased access to connectivity makes for a more efficient and comfortable workplace with a lower stress level, and that consequently shipowners will see a higher retention rate and higher operational efficiency. Mr Al Heddi began by reflecting on his early days in maritime, when to communicate in port it was required to go alongside and ask the radio officer to use the VHF to speak with a vessel at anchor. He reiterated the importance of communications for crew retention, especially access to services like Facebook and WhatsApp. While there are costs involved, he also noted the benefits in terms of productivity, staff retention and giving owners access to information on what is happening on board vessels and the status of cargo. MDC

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22 | MARITIME IOT

Shipboard internet of things helps shippers keep their cool and owners save fuel Globecomm Maritime creates systems for global monitoring of refrigerated cargoes and leverages satellite communications expertise to collect fuel and performance data

he internet of things (IoT) promises a world of efficiency, convenience and cost savings, particularly in markets characterised by remote but critical connectivity. Shipping is a particularly demanding place to deploy machine-to-machine technology, not only because of the harsh environment in which many vessels operate, but because shipowners are highly sensitive to the cost of satellite communications. IoT makes this possible by prioritising critical data and only transmitting what is necessary. IoT solutions depend on real-time communications around the clock so in the shipowner’s cost-benefit analysis, the value of the cargo must justify the cost of constant monitoring. Refrigerated shipping containers are designed to maintain a certain temperature to protect the perishable goods inside – as long as they are supplied with power from a truck, ship or from a diesel generator. There is real value in being able to advise the cargo owner that the temperature inside the container remains within the expected parameters and IoT technology is the best way to do it. This challenge led one of the world’s biggest shipping lines to engage Globecomm in developing a comprehensive IoT system for a fleet of more than 300 container ships. Globecomm engineered a pioneering solution for the maritime marketplace incorporating IoT data-sensing transmissions from individual containers into data notifications delivered by satellite to

vessel operators. This cost-effective design was built through the decades of engineering experience Globecomm has meeting the communication needs of its customers. Like all IoT deployments, the project required a close partnership between the systems integrator, communications carrier and technology provider. Each refrigerated container is equipped with temperature sensors, a processing unit and GSM mobile transmitter connected to an onboard cellular base station, linked to an onboard satellite antenna. Each transmits regular bursts of data to the base station, which assembles the information into a stream of temperature readings related to the identifying number of the container. The satellite terminal streams this data to a Ku-band satellite, which delivers it to the mobile carrier’s core network, from where it is transmitted to the shipping company’s IT systems. The ‘killer app’ is that the shipping company can ask the crew to adjust the temperature inside the container if the vessel is running ahead or behind schedule, enabling produce to hit the market in peak condition – and avoiding potential claims for damage. To make that happen, Globecomm leverages its fully-managed global Ku-Band VSAT network which roams automatically between multiple satellites to reach 95% of the world’s shipping lanes and a worldwide network of fibre-optic-linked teleports to receive the data. Managing the connections on board

Maritime Digitalisation & Communications | 4th Quarter 2018

IoT solutions depend on real-time communications around the clock so the value of the cargo must justify the cost of constant monitoring

ship is achieved by its Nimbus smartbox which maximises uptime and minimises costs, delivering a high quality of service by compressing and prioritising enterprise traffic to keep data usage under control. While Nimbus keeps the data flowing, shoreside managers can access the system remotely via the Cirrus portal. Vessel operators can use the Globecomm Connect application to monitor and detect VSAT availability, and in the event of a service fail-over, ensure that signal data has automatically switched over to the back-up L-band in case of interruption. Working with its project partners to harness the internet of things, Globecomm was able to provide the next generation of quality assurance, helping the customer improve the efficiency and profitability of its container-shipping operations. It also used its IoT expertise in a subsequent project aimed at directly impacting vessel operating margins. During the roll out of the cargo monitoring network, the customer approached Globecomm with a desire to address their largest expense: fuel costs. The goal was to maximise fuel consumption efficiency by optimising routeing and engine RPM. Globecomm provided the back-end collection of data including vessel speed, position and heading, which the customer combined with weather, schedule and port availability information to optimise speeds and adapt routes as needed, to provide cost savings running to thousands of dollars per day. MDC

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ANTENNAS | 25

Power increased for greater bandwidth performance Manufacturers of antennas for maritime satellite communications have increased power and radio frequency performance for higher levels of broadband on ships, writes Martyn Wingrove

dvances in antenna technology have led to greater power, seamless band switching and more efficient installation and commissioning. There are improvements in performance and antenna sizes and weights have fallen, opening more markets for higher bandwidth satellite communications for smaller vessels. Although there have been improvements in L-band services, most of the recent advances in antenna technology have been focused on maritime VSAT, including Ku-band, high-throughput satellite technologies and Inmarsat’s Ka-band Global Xpress (GX). Cobham Satcom introduced a high-power version of its Sailor 100 GX antenna in September to enable more data to be transmitted over Inmarsat’s Ka-band services to maritime users. This antenna’s reflector is 1 m in diameter and is stabilised on three axes. Because of a high-power block-up converter (BUC) on the electronics side of the antenna, Sailor 100 GX High Power delivers twice the radio frequency power of standard GX terminals. Cobham said this power boost comes from a military-grade 10-W amplifier, which significantly increases upload speeds and facilitates a more reliable link to the GX satellites in all conditions. This should ensure continuity in the flow of mission-critical data from ships and improve the overall experience of shipboard crew communications. High-power GX terminals also improve the economics of pushing large amounts of data from ship to shore, said Inmarsat Maritime president Ronald Spithout. “With higher throughput hardware we can provide higher bandwidth to ships, offshore support vessels, passenger ships and superyachts,” he told Maritime Digitalisation & Communications during the SMM exhibition in Hamburg, Germany in September. “We have seen growth in these markets this year with more installations on small cruise vessels and as offshore support vessels are brought out of layup.” This has been for Fleet Xpress (FX), the combination of GX and FleetBroadband L-band. Another improvement in antenna installation has extended the number of terminals installed on offshore vessels. “We diversified FX with higher bandwidth and dual-antenna options,” said Mr

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Cobham Satcom developed a high power version of its Sailor 100 GX antenna

Spithout. “Offshore vessels could be in the shadow of drilling rigs, platforms and superstructure of vessels that block satellite signals.” This is why a Cobham Satcom dual-antenna package includes two GX antennas and one for FleetBroadband, achieved through a single GX modem unit using embedded intelligent software, which eliminates the need for costly terminal and network control devices in below-deck racks. Cobham Satcom chief executive Janus Pagh said adding the 10-W BUC to the Sailor 100 GX antenna enables these antennas to be used on expedition and river cruise ships. “We leveraged our antenna platform for new levels of performance and more bandwidth capabilities,” he told MDC. “It means vessels can have high power without needing a large antenna.” He also explained that a dual antenna package could include high-power antennas with a simple installation and commissioning process. “We have a one-cable solution for dual antennas so there is no need for a mediator or arbitrator,” said Mr Pagh. It is a simple solution with less risk of failure, saving on the number of RF cables and below-deck equipment. With less hardware in below-deck racks, Inmarsat has worked

Maritime Digitalisation & Communications | 4th Quarter 2018

26 | ANTENNAS

with satellite communications providers on network service devices that use software for managing FX coverage. These devices control seamless switching between Ka-band and FleetBroadband and allocate bandwidth for different applications. This can include bandwidth for crew welfare, operations or for data transmissions, said Mr Spithout. “We continue to develop the software and hardware and have more applications on board ships for FX,” he said. “This includes application-triggered bandwidth, dynamic allocated bandwidth and applications for service providers.” Network service devices allocate bandwidth to service providers without sacrificing bandwidth used for crew communications and operations applications. Voice services also have their own dedicated lines on FX “so it does not eat into other bandwidth and can be monitored better” said Mr Spithout.

China Ku-band

Cobham Satcom also provides antennas under the Sailor brand for Ku-band VSAT. It made an inroad into the Chinese Ku-band VSAT market in August when it announced a contract to supply Sailor 900 VSAT to 16 dredging vessels. This order from China Communications Construction Co (CCCC) Dredging came through Cobham Satcom’s distribution partner, Beijing Highlander Digital Technology. In this contract, Sailor 900 VSAT will replace existing FleetBroadband hardware on 16 vessels over 24 months, with an option to deploy these on a further six vessels. Sailor 900 VSAT antennas come factory-tested, balanced and ready for onboard commissioning. There is just one cable between the antenna and below-deck equipment, which saves time during installation and commissioning. These antennas have been tested to work with high-throughput satellites, such as those operated by Intelsat in its EpicNG constellation, and are prepared for conversion from Ku-band to Ka-band Inmarsat FX.

Band switching

Some VSAT hardware is able to switch between bands of radio frequency without any interaction from crew. These multi-band antennas are available from suppliers such as Cobham Satcom,

Intellian and KVH Industries. Intellian vice president for global satellite communications Jon Harrison said VSAT antennas are designed for switching between Ku-, Ka- and C-bands and for multiple satellite orbits. For example, antennas supplied to Carnival cruise ships can manage signals from geostationary Ku- and C-band satellites and Ka-band from SES’ medium Earth orbit (MEO) O3B satellite constellation. “We have taken this experience into our NX range of antennas so they can leverage MEO and other constellations in the future,” said Mr Harrison.

“Vessel owners can get 10 Mbps download and 3 Mbps upload with a 60-cm antenna on the HTS coverage” Intellian introduced an 85-cm diameter maritime VSAT antenna that can be converted from Ku-band and Ka-band by replacing the RF assembly and feed. The v85NX antenna supports geostationary constellations and will be compatible with future low-Earth and MEO satellites, including wide Ka-band networks. There are different BUC power options up to 25 W for this 85-cm antenna. It has dynamic motor braking and its power, transmit and receive signals are integrated in one coaxial cable for simplified installation. The antenna is controlled using the AptusNX software that has alerts and diagnostic capabilities. Intellian also developed a high-power antenna for Inmarsat GX. The GX100HP has a 10-W BUC that enables upload speeds of 5 Mbps and more than 10 Mbps download capabilities on Fleet Xpress. It can also be used in dual-antenna packages and there is a kit for converting existing v100 antennas into this high-power GX unit. KVH’s TracPhone VSAT hardware includes a 1.1-m diameter V11 antenna that operates on both C-band and Ku-band. Another KVH antenna is the TracPhone V7 with a 60-cm reflector. They operate on KVH’s mini-VSAT Broadband service and are capable of connecting to widebeam Ku-band and spot beams of high-intensity Ku-band on Intelsat EpicNG. “Vessel owners can get 10 Mbps download and 3 Mbps upload with a 60-cm antenna on the HTS coverage,” said KVH co-founder and chief executive Martin Kits van Heyningen

Portable VSAT

Janus Pagh (Cobham Satcom): “Vessels can have high power without needing a large antenna”

Maritime Digitalisation & Communications | 4th Quarter 2018

KNS offers Z8 MK3 Allinone as an integrated and portable VSAT for maritime applications. This includes a Ku-band antenna, modem and control unit within the radome. This contrasts with conventional VSAT, which has a fixed antenna on deck and the other components in a below-deck rack. Z8 MK3 Allinone is based on KNS’s SuperTrack Z-Series MK3 body structure and the antenna has an 83-cm diameter reflector. There are only two cable connections for power and the ship’s own communications network. Z8 MK3 Allinone was designed for easy maintenance as service engineers can uncover the radome to inspect all compartments of the system. There is also a hatch below the VSAT unit for access. This VSAT is supported on a tripod with lifting magnets for stability when the position is set and can be moved by an engineer

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ANTENNAS | 27

to different areas of a vessel when required. Hyundai Heavy Industry is deploying Z8 MK3 Allinone VSAT on its newbuildings for KNS to field test them at sea. This portable unit could be used for testing RF performance around a ship during final commissioning phases to identify an optimum position for the antenna.

Regional Ka-band

Telenor Satellite expanded the types of antennas that can be used over its regional Ka-band maritime VSAT by approving one from Germany-based EPAK, enabling the DSi9 antenna to operate on Thor 7’s mobility service. This approval process evaluated how the terminal can be accurately aligned to the satellite from a moving ship. If the pointing is off by more than 0.2˚, the connection fails and the transmission to the satellite must be halted to prevent interference with other signals. EPAK antennas were also successfully tested for automatic beam switch, robustness and ease of handling. Thor 7 provides broadband connectivity over the main European shipping lanes and utilises high-powered spot beams for maritime, passenger shipping and offshore applications. The DSi9 antenna weighs 58 kg and comes with a 90-cm antenna. Trials have demonstrated that around 5-6 Mbps of bandwidth can be achieved through these antennas. Telenor Satellite director of datacoms Jan Hetland said the BUC is a key component of an antenna and can be configured for higher bandwidth. “We have done trials with different platforms and can go to 15 Mbps upload speeds depending on

“We see a change because of smaller antennas and lower prices that are opening these lower-end markets”

Intellian introduced an 85 cm antenna as part of its NX range at SMM

the BUC configuration,” he said. These rates have come from using VSAT on passenger ships operating between Norway and Denmark and in the Mediterranean. Thor 7 is also being used on fishing vessels where a 60-cm diameter antenna can be installed to provide bandwidth of around 1 Mbps. “We sell through our network of resellers to fishing markets in Norway, the UK and Ireland and have made inroads into the Spanish fishing fleet,” said Mr Hetland. “They have lighter 60-cm antenna for VSAT on smaller vessels.” He predicts that workboats and tugs will be the next segment to install VSAT. “We see a change because of smaller antennas and lower prices that are opening these lower-end markets,” he said. MDC

Antennas revealed for Iridium Certus Terminals have been developed for Iridium Certus L-band, which is being tested this year before the full commercial launch of this low Earth orbit Next constellation. Thales developed a terminal for Iridium Certus that is incorporated in its Vesselink service. This offers global pole-to-pole satellite coverage for maritime communications with a robust network for reliable voice, text and web communications for seafarers. This antenna weighs 3.4 kg for quick installation and integration into existing vessels or new fleets. It has three dedicated voice over IP channels,

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bandwidth of 700 kbps up and 352 kbps down for data and location tracking. Vesselink is open for onboard applications, such as telemedicine, cargo monitoring, real-time weather information and at-sea reporting. Thales’ antenna has an embedded wifi access point and can connect up to 12 devices. Vesselink has enabled functionality for Android and Apple devices and administrative control for captains and fleet managers to manage connectivity efficiency and costs. Cobham Satcom sent its first terminal for Iridium Certus to a vessel for testing in August. Sailor

4300 L-band is designed to serve as a primary solution or as a VSATcompanion. The terminal will provide multiple high-definition voice lines, alongside IP data speeds starting at 352 kbps. These speeds could be increased to 704 kbps in future through a firmware update once the complete constellation is commissioned. Cobham Satcom integrated the Iridium broadband core transceiver module into the antenna of the terminal for more flexible placement, lower installation costs and optimised link performance. Lars Thrane is also working with Iridium to develop terminals.

Maritime Digitalisation & Communications | 4th Quarter 2018

28 | SATCOMS container shipping

Maersk connectivity drives VSAT acquisition and technical achievements VSAT connectivity for one of the world’s largest owners of container ships was behind a key merger in the satellite communications sector this year, writes Martyn Wingrove

VSAT on Maersk Line‘s container ships enables better operational and crew communications

t the end of August, Speedcast International signed an agreement to acquire Globecomm Systems from its owners, HPS Investment Partners and Tennenbaum Capital Partners, for US$135M. One of the key contributing factors for this purchase is Globecomm’s strong position in maritime satellite communications, where its biggest client is Maersk Line. For this major operator, Globecomm provided VSAT using Ku-band with

L-band as a fall-back for times when Ku-band was unavailable. Maersk Line uses this connectivity for operational communications, container tracking and remote monitoring and for crew welfare services. Globecomm VSAT is built on the IP-based iDirect Evolution platform to support automatic beam switching and access to high-throughput satellites. It will enable wifi connectivity for the crew on Maersk Line ships and monitoring of

Maritime Digitalisation & Communications | 4th Quarter 2018

reefer containers. There are also valueadding services that include firewall and content filtering, email management, a prepaid crew management portal and proactive network monitoring. For Speedcast this huge long-term contract, and others for clients such as shipowner and management company Briese Schiffahrts, were attractions to purchasing Globecomm. Speedcast has also acquired other satellite communications companies in the past, including Harris Caprock in 2017, to become one of the top five service providers in maritime. Speedcast executive vice president for maritime Athina Vezyri is even more forward in that opinion. “Our acquisitions mean we are now the number one in marine VSAT,” she told Maritime Digitalisation & Communications in September. “But we are still focused on organic growth in building ship numbers.” This is why Speedcast introduced the four new plans for Ku-band VSAT for shipping lines and passenger shipping. These plans are: Quota, Burst, Guaranteed and Professional, with the top package delivering high-speed broadband and 100 GB of data shared throughout the month. Ms Vezyri said these VSAT plans will increase bandwidth access to merchant shipping for greater levels of data transmissions and for crew-welfare services on board ships. “We deliver up to 10 Mbps connectivity speeds and have bandwidth flexibility solutions,” she said. “VSAT has opened the door to faster implementation of technology,” she explained. “It is good for crew welfare, but a new driver in demand is data and business communications.” Speedcast provides VSAT through its Ku-band global network and Sigma Gateway connectivity. It can also provide VSAT over C-band. Speedcast is also a

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(Credit: Yara)

leading distribution partner of Inmarsat’s Fleet Xpress Ka-band VSAT service and has multiple L-band complimenting services. Maersk Line’s VSAT deployments were initially provided by Ericsson working in partnership with Globecomm from 20012002. Together they installed Cobham Satcom’s Sailor 900 VSAT antennas and below-deck terminals on more than 370 ships in the Maersk Line fleet. This also involved the installation of onboard wifi devices to enable container monitoring and crew onboard connectivity. At that time, it was the largest ever rollout of VSAT systems across one fleet. Ericsson then went on to manage the infrastructure, IT networks and VSAT and L-band connectivity. Cobham Satcom chief executive Janus Pagh told MDC, with some satisfaction, that after seven years of operation the Sailor 900 VSAT units are “still operating with no major issues”. He said continual testing and maintenance of these VSAT units and others on different owners’ fleets, meant Cobham Satcom needed to build a service network that now covers 71 ports. One of the biggest technical tests for the VSAT hardware occurred this year when a Maersk Line ship became the first to complete a trial passage of the Northern Sea Route. Venta Maersk, which is one of Maersk Line’s new Baltic feeders, embarked on its voyage on 22 August 2018 in the port of Vladivostok, Russia. On 28 September, it successfully completed this voyage at the port of St Petersburg, Russia, before heading to Bremerhaven, Germany. Maersk chief technical officer Palle Laursen said the trial enabled the shipowner to “test vessel systems, crew capabilities and the functionality of the shore-based support set up.” During the trial, Maersk was in regular dialogue with the Northern Sea Route Administration and ice breaker companies and Venta Maersk’s crew was joined by Northern Sea Route-certified ice pilots during the entire transit. Satellite communications was an essential aspect to this ice-prone voyage, but because of the high latitude, there was the risk that Venta Maersk could have sailed out of range of VSAT connectivity. “It is challenging to get broadband along that voyage,” said Mr Pagh. To overcome these risks, two 1-m diameter Cobham Satcom antennas were installed on the bridge wings and Iridium L-band global and polar services was the back-up.

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Construction begins on world’s first autonomous container ship Construction has started on the first autonomous and electric commercial ship for a Norwegian project. Vard Holdings won a Nkr250M (US$30M) contract to build container ship Yara Birkeland for fertiliser group Yara, using Kongberg’s onboard technology. Yara plans to use Yara Birkeland to transport fertiliser products from its plant in Porsgrunn to the ports of Brevik and Larvik where it ships products onwards to customers around the world. Yara Birkeland’s hull will be built at Vard Braila shipyard in Romania and transported to Brevik, Norway, for further construction and outfitting. It is expected to enter service in Q1 2020. Then the vessel will gradually move from manned operation to fully autonomous operation by 2022. It was designed by Marin Teknikk and the project is supported by the Norwegian Government with Nkr133.6M from the state’s Enova enterprise fund. Kongsberg is a key partner as it will provide the sensors, onboard technology and integration required for remote and autonomous operations. Kongsberg will work with Wilhelmsen in the Massterly joint venture to manage autonomous ships, which includes using land-based control centres to monitor and operate them. DNV GL has published class guidelines for autonomous and remotely operated vessels, which will be trialled on autonomous cargo vessel Yara Birkeland. Its new guidance covers navigation, vessel engineering, remote control centres and communications, with particular emphasis given to cyber security and software testing.

PIL and IBM boost electronic bill of lading initiative Pacific International Lines (PIL) is collaborating with IBM Singapore in another blockchain trial to design and create an electronic bill of lading, which will “significantly enhance” the documentation process in supply-chain management. The PIL-IBM collaboration was supported by Maritime and Port Authority of Singapore, Singapore Shipping Association, Infocomm Media Development Authority, Singapore Customs (National Trade Platform), and Bank of China Limited Singapore Branch. A statement explained that traditionally, a bill of lading is a physical document which banks rely on to provide trade financing. The bill of lading is usually mailed to various parties leaving it “open to fraud, loss of the original document, and document handling costs resulting in much inefficiency across the supply chain”. To improve the process, PIL and IBM have proposed using an electronic bill of lading (e-BL) to streamline and replicate

the paper trail online on a blockchain ledger created by IBM. The e-BL will do away with the hardcopy paper trail, and cut unnecessary handling costs and the possibility of fraud. PIL executive director Lisa Teo said “This is a big step forward for PIL. As an international shipping company, we believe we have a role to play in enhancing efficiencies within the intermodal transport logistics ecosystem. Working with a complex logistic network comprising ports and terminals, agencies, government entities, banks and shippers, systematic supply-chain management is increasingly important to lower costs through the chain by cutting unnecessary expense, movements and handling. “…The use of blockchain technology to allow for the direct exchange of documents and information via the decentralised network to boost transparency [and to] eliminate disputes, forgeries and unnecessary risks will be key for this industry to progress.” The team plans to extend the e-BL to shadow an end-to-end shipment in real time. PIL said this would be in line with its ultimate goal of creating an intermodal transport logistics ecosystem that incorporates blockchain. MDC

Maritime Digitalisation & Communications | 4th Quarter 2018

30 | CYBER SECURITY

Maritime industry has ‘false sense of preparedness’ for cyber attacks, survey shows

f the 126 senior maritime executives polled in a survey by US-based law firm Jones Walker, only 36% say their business is prepared in the event they face an attack. The levels of expectation around how prepared a company is for a cyber attack as well as the number of concrete cybersecurity protection measures companies have put in place are tied to company size, according to the survey. “Small and mid-size companies are far less prepared than larger companies to respond to a cybersecurity breach,” the survey’s authors said. And the difference is stark. While 100% of respondents from large organizations indicated they are prepared to prevent a data breach, only 6% of small companies’ (1-49 employees) respondents and 19% of mid-sized companies’ (50 to 400 employees) respondents said they were prepared for a breach. By their own admission, small and mid-size US maritime companies “lack even the most fundamental protections, exposing them to huge potential losses,” according to the survey’s authors.

Some 70% of senior maritime industry executives in the US believe their sector is prepared to respond to cyber attacks, but just half that number believe their own businesses are ready

“92% of small companies and 69% of mid-size company respondents confirmed they have no cyber insurance,” the report said, while almost all the larger companies reported having insurance. However, larger businesses are facing the brunt of cyber attacks directed at the US maritime industry, according to the survey results. Nearly 80% of large US maritime industry companies (with more than 400 employees) reported facing a cyber attack within the past year. That information upped the total percentage of US maritime industry companies that have faced an attack to 38%. Among the largest companies that participated in the survey, 18 of 23 surveyed

Maritime Digitalisation & Communications | 4th Quarter 2018

had been subject to a cyber attack in the last year. For small and medium-sized companies, only 26 of 94 companies had faced a cyber attack. Nearly 80% of large US maritime industry companies (with more than 400 employees) reported facing a cyber attack within the past year. When asked about their companies’ greatest cyber-security exposure, respondents from large companies focused on external threats. Mid-size and small companies offered a more mixed assessment of current threats. “The [survey] provides evidence of a worrying level of complacency among maritime industry operators about cyber attacks,” said Tulane University Maritime Law Center director Martin J. Davies. “Although the financial consequences of data breaches can be crippling, the survey shows that few in the maritime industry are adequately prepared to guard against them, or to respond effectively if an attack occurs. The survey shows unequivocally that action in relation to cyber-security is urgently needed, by both industry and political leaders.” Companies that had been targeted in a cyber attack during the last year reported increased preparedness measures taken in the wake of the attacks. However, 36% of small-company cyber-attack victims remain unsure of the root causes of the data breaches that ensued. On the whole, 10% of survey respondents reported that their systems had been breached in an attack over the last 12 months, while 28% reported they had managed to fend off attackers during the same timeframe.

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CYBER SECURITY | 31

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JONES WALKER LLP 2018

MARITIME CYBER-SECURITY SURVEY 38 per cent of maritime industry respondents in the United States reported that cyber attackers targeted their companies in the past year BELIEVE THE MARITIME INDUSTRY IS WELL PREPARED IN CYBER-SECURITY

BELIEVE MY ORGANISATION IS WELL PREPARED IN CYBER-SECURITY

The majority of small and mid-size companies also lack cyber-risk insurance, exposing them to huge potential costs

PREPARED

In the United States maritime industry, 69% of respondents believe the maritime industry is prepared in cyber-security –but only 36% feel that their company is prepared to prevent a data breach.

UNPREPARED

In responding to the question, “How would your company deal with a cybersecurity incident?” the majority indicated that they were unprepared to handle the business, financial, regulatory, and public-relations consequences of a cyber attack. Most companies said they do not have a written plan in place to deal with potential incidents, with the problem being most acute among small and mid-sized companies. Some 60% are unprepared to deal with negative public opinion, blog posts, and media reports after a data breach, 49% are unprepared to minimise the loss of customers’ and business partners’ trust and confidence after a data breach, 70% are unprepared to respond to a data breach involving confidential business information and intellectual property and 70% are unprepared to respond to the theft of sensitive and confidential information that requires notification to victims and regulators. According the Jones Walker report, respondents’ assessments of their companies’ cyber readiness did not vary between industry subsectors. The law firm polled three different industry groups: vessel owners and operators, port operators, and cargo shipping companies. The different groups all offered a similar range of responses, with shipping companies indicating slightly higher confidence in their preparedness. Just 3% of vessel owners and operators reported being ‘very prepared’, with 39% reporting being ‘completely unprepared. Port operators fared somewhat better, with 4% being ‘very prepared’ and only 7% viewing their business as ‘completely unprepared’. The survey also explored the types of technologies, procedures, and best practices that are being used throughout the maritime industry to find that, by and large, companies were adopting basic procedural and policy measures but foregoing more sophisticated measures. Mirroring readiness statistics, 100% of large companies reported requiring their employees to participate in cyber-security training, while half of small companies said they never required employees to undergo training in cyber security. Hansford Wogan, Jones Walker Maritime Attorney and co-author of the Maritime Cybersecurity Survey White Paper said, “The survey strongly illustrates that industry preparedness is dependent on two factors: company size and recent experience as a cyber-attack target.” “There are enormous risks to the industry as a whole. Yet, the survey

92 69 31

No cyber insurance (At risk) Have cyber insurance

69% 36% 31% 64%

8 Small

1-49 employees

indicates that only the larger US maritime industry companies seem to have this threat on their radar, while the smaller and midsized companies are mostly unprepared,” Mr Wogan said. “An ounce of prevention in training is worth a pound of a cure in terms of cyberattack readiness, and if every company approached this cyber-security issue with that mindset, the maritime industry as a whole would be far less at risk,” he said. Jones Walker’s study authors suggested that investment and industry collaboration were two of the key features needed to ensure a cyber-secure maritime industry. “The maritime industry has a well-

3 Mid-size

50-399 employees

Large

400+ employees

established and impressive safety record. But when it comes to cyber threats, our study found that – particularly among small and mid-size companies – there is a considerable knowing-doing gap,” the report said. “The industry is not as prepared as it must be to prevent and address damaging cyber attacks. Industry stakeholders should apply their history of establishing successful safety programs to cyberreadiness planning. Company leaders can use this experience to apply a systematic and proactive approach to enhancing their cyber preparedness and data-breach responsiveness.” MDC

Maritime Digitalisation & Communications | 4th Quarter 2018

32 | AI/MACHINE LEARNING

AI, machine learning and maritime sustainability The ability to gather masses of high-frequency data is nothing new in maritime. Enabled by global connectivity and internet of things technology, the stream of numbers covering fuel consumption, performance, weather and hundreds of other variables has never been greater

he question is how to make sense of all of that information; a challenge that is well beyond manual analysis and requires sophisticated analytics tools capable of comprehending information at scale and across timelines. Which is, of course, where artificial intelligence (AI) comes in. More specifically, machine learning (ML) systems and their algorithms that are capable of churning through disparate data points throughout the history of operations to bring to light insights among the noise: key relationships between variables that can be used to predict future outcomes.

Voyage optimisation

There are plenty of ways this kind of capability can be put to work. Predictive vessel management and maintenance is one, spotting the signs in the build-up to a preventable event and stepping in before it disrupts operations. Another is the ability to optimise voyages in real time, a technique that promises to substantially improve operators’ returns. Understandably, much of the hype around digitalisation and the advent of AI in maritime is focused on boosting those bottom lines. More often than not this is viewed in terms of fuel consumption. And rightly so, particularly given the 2020 sulphur cap and the US$15Bn fuel cost hike expected to hit the global shipping container industry.

Sustainability

Shipmanagers can remotely monitor performance and environmental compliance using specialised software

Maritime Digitalisation & Communications | 4th Quarter 2018

But sustainability is now an issue in and of itself. The latest report from the UN’s Intergovernmental Panel on Climate Change laid out a bleak prognosis for the future of the planet, including the fact that we may have just 12 years to take meaningful action on climate change. The report outlined the need to cut global emissions by a whopping 45%. The maritime industry has a moral responsibility – and in some cases, a legal requirement – to improve on sustainability. And although it is not going to be easy, the promise of AI and ML is real. The initial challenges, however, are pretty fundamental, as co-founder of data-driven shipping

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AI/MACHINE LEARNING | 33

sustainability platform We4Sea, Dan Veen explains. “There are many companies with different and even conflicting interests who control part of the supply chain: shipowners, managers, charterers, agents, suppliers and equipment manufacturers,” he said. “They all play a role in getting, distributing or analysing data. Transparency in the supply chain, enabled by AI and big data, is not [necessarily] in the interest of all of those parties.” It is also about the technical limitations of those taking decisions relating to sustainability. “The knowledge on IT-related issues is limited,” he said. “Many managers are former captains – very experienced in those kinds of matters – but without training in the fields of AI and ML.” Those technical deficiencies form something of a snowball effect when paired with issues of methodology and mentality. “A lot of shipping companies are managing the company like a ship: just like a captain, you are trained to solve all issues yourself.” The solution is easy to see but not necessarily one that shipowners are taking. “With the speed of development in IT, there is no other choice than to partner with external companies that can help you to learn and develop faster,” said Mr Veen. For example, he points to the huge majority of vessels still using noon reports as their primary source of fuel efficiency data. “That means that all data is relying on a manual, error-prone report sent once every 24 hours. Knowing that data on vessel speed, weather data, heading and draft is available every 2-3 minutes, it’s surprising that many shipping companies do not use the abundant flow of data... to monitor vessels in near real time, or even to predict things that may happen.” “The data is there on our doorstep, we just have to learn how to use it,” he concluded.

Dan Veen (We4Sea): “There is no other choice than to partner with external companies that can help you to learn and develop faster”

Supply-chain visibility

ML-driven data science

Maritime tech company Nautilus Labs is another offering ML-driven data science to ship operators, despite admitting that the potential of the technology has not yet been fully realised. Nautilus Labs chief executive Matt Heider outlined reasons for the gap between the hype and the current state of affairs. The first of which is that “many maritime businesses still trust manually collected and reported data more than high-frequency data,” he said. “This leads to a dependency on this type of data – even though it is limited and error-prone. That reliance on old methods is hard to change.” There is also the fact that, for machine learning in maritime to reap the rewards it has promised, AI needs access not only to huge swathes of accurate, high-frequency vessel data, but also other data sets about the environment

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the vessel operates in. “Tying those two points together, if a business does not have or trust the elemental dataset, then it is impossible to create actionable insights with ML,” he said. But there is hope that AI can drive improved sustainability. “We see ML and the artificial intelligence it will create in the future as the bedrock of a slew of innovations that will bend the emissions curve of the industry and bring it to a more sustainable place,” continued Mr Heider. “All across the value chain, there are small ways that different components of the market can be made more efficient with advanced software – and those small efficiencies aggregate to massive savings over time. For our clients in shipping, ML-based fleet optimisation – once fully embraced and developed – has the ability to reduce total fuel usage by up to 30%.” In the case of We4Sea, using the data on the doorstep involves developing digital twins of ships to see where performance can be improved through benchmark comparisons, data analysis and simulations. Nautilus Labs combine proprietary algorithms with KPI’s, weather data, route plans and more to construct a voyage optimisation calculator that clients can leverage on a daily basis.

“The supply chain is one of the most complicated things for shippers around the world to get a complete picture of”

But sustainability is not all about voyage optimisation. AI and ML can also help to eliminate unnecessary voyages in the first instance. San Francisco-based ClearMetal provides predictive supply-chain visibility software for shipping companies and other logistics carriers. “The reality is that AI and ML are only as good as the data you feed them,” ClearMetal’s director of marketing Tyler Holmes explained. “The supply chain is one of the most complicated things for shippers around the world to get a complete picture of. The end-to-end supply chain is massive, spread across an enormous amount of data formats, systems, direct partners, and third parties. Add to this challenge that often the data shippers have access to is late, incomplete, inaccurate or never arrives at all.” The silver lining of that scale and complexity is that even the smallest of changes can have a big impact. “AI and ML are the only way for those changes in efficiency to be made at scale because there is just no way for a human to crunch the amount of data involved,” he said. “It is imperative to leverage these technologies to make changes in an iterative fashion because even small changes that a human might not pick up on translate to enormous gains at scale.” Mr Holmes’ advice is applicable to maritime leaders whether they are looking to optimise voyages or harness the power of improved

Maritime Digitalisation & Communications | 4th Quarter 2018

34 | AI/MACHINE LEARNING

supply-chain visibility. “What we recommend to our customers is ‘start where you can make an impact’,” he said. “As fast as technology evolves, those traditional long-term projects run the risk of being obsolete by the time they are complete. The opportunity cost of not taking an iterative approach to optimisation is scary when we are talking about trillions of dollars in the global economy.” Which brings us back full circle to the cold hard facts of maritime sustainability. Despite the pressing need to take action on climate change, decisions will ultimately be driven by dollars. “Left unchecked, the maritime industry could account for a fifth of global greenhouse gas emissions by 2050,” said Mr Heider.

Voyage economics

But AI solutions could provide “a meaningful step towards not only improving sustainability efforts but also improving voyage economics, and ultimately the two have to be linked,” he said. “The industry has no compelling reason to act if it is not driven by economic motivations, and we see ML and AI as the technological bridge that connects improved efficiency with both better financial and environmental outcomes.” Fortunately for the planet, the numbers bear that out. Mr Veen described a successful project in which the company’s ML platform was used to analyse two sister ships of a Dutch shipowner burning 30 tonnes of fuel per day at sea. By comparing data collected with the company’s digital twin technology, it became clear that both vessels were not sailing according to their design specifications. “Most noticeable was the relatively low speed of sailing, he explained. “That had an impact on the average engine load, which was often below 40% of its maximum rating.” “As the shipowner had no torque meter data, this remained unnoticed for 15 years. So we simulated a different scenario where the engine was de-rated to be closer to the actual use of the engine and showed a possible saving of 5-6% on fuel consumption.” Nautilus Labs also shared some bold predictions about how AI and ML could make small differences on a huge scale in maritime’s

The Nautilus Labs platform automatically collects data from multiple sources and uses machine learning to spot anomalies in voyage economics

battle to become more sustainable. “These numbers really add up,” said Mr Heider. “Even if we conservatively estimate an average reduction of 0.5M tonnes of fuel waste per day due to improved monitoring, transparency and accountability, that equates to many millions of tonnes of reduced consumption per year globally across the world’s fleet.” And that could be just the beginning. “The follow-on impact for the environment is massive, and that is just by eliminating the most basic forms of fuel waste. As we continue to get into more advanced forms of the decision support for both the crew and the shoreside teams, the fuel savings increase dramatically, as does the benefit to the environment and our clients’ bottom line,” he said. No doubt Nautilus Labs, We4Sea, ClearMetal and others in the maritime efficiency space will hope impending climate disaster will be the catalyst for maritime leaders to embrace AI, ML and data science in a bid to reduce fuel consumption and emissions. But you don’t need an algorithm to conclude that it will not quite be that straightforward. MDC

“The industry has no compelling reason to act if it is not driven by economic motivations”

Software is advanced enough to create digital twins of ships for comparison with performance data

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36 | REMOTE MONITORING

V.Group drives innovation in remote ship management Remote monitoring and enhanced communications enable advances in technical shipmanagement, writes Martyn Wingrove

.Group has applied remote monitoring, data analytics and communications technologies to improve key performance indicators (KPIs) for procurement, certification, defect reporting and applying best working practices within a fleet of vessels. These technologies, along with collaborative thinking, were adopted for the Fleet Cell of the Future prototype developed this year for technical management and marine support services. V.Group ran a testbed of the fleet cell model in Glasgow, Scotland this year covering management of a fleet of 17 ships. “We enhanced technical management, changed the layout, improved our processes and introduced more KPIs to measure the output of the fleet cell,” said V.Group director of strategy, innovation and transformation Jon Key. “We then looked at how people communicated with each other, worked together and solved problems,” he told Maritime Digitalisation & Communications during the SMM exhibition in Hamburg, Germany. He explained that the fleet cell is open to new approaches, has quicker communications and recall of data between shipmanagers and crew on board ships within the cell. “We have developed more efficient ways of monitoring the ships,” said Mr Key, who added there were challenges still to overcome. Satellite communications enable electronic documentation and data transmissions between the fleet cell and managed vessels. “Increasing requirements for data means we need higher bandwidth for uploading and downloading,” he explained. “Many vessels do not have high-tech communications, so it is challenging to collect data from these ships.” Mr Key said there were

Jon Key (V.Group): “It is about changing our workflows and empowering everyone on the team to try new things"

Maritime Digitalisation & Communications | 4th Quarter 2018

methods of overcoming these challenges for owners and managers. “We need to retrofit communications for the level of analysis we are heading to,” he explained. “We are grappling with communications and collaborating with customers on the hardware on their vessels.” Another way is to keep raw data on the ship instead of sending it all in packages. “Data can remain on vessels and be analysed on board,” said Mr Key. “Data can be integrated, and a selection can be brought back to shore.” This data can be converted to information on board for the crew to use to make efficiency improvements and improve safety and reliability. “We do not need all of the data at our fleet cell. The best place for this data is to enhance decision making on board,” he said. This can be displayed on dashboards on the bridge for crew to analyse operational data more effectively. “Crews need actionable and operational information, while onshore management needs different information to drive their decisions,” said Mr Key. Once information is transferred from the ships it is displayed and analysed by shipmanagers as the fleet cell has multiple high-definition screens displaying vessel status, performance and positioning data. V.Group’s fleet cell of the future is about improving teamwork and decision making. It has introduced daily meetings and provided everyone in the cell with the permission and responsibility to solve problems. “It is about changing our workflows and empowering everyone on the team to try new things and see if they make a difference to the results we deliver for our clients,” said Mr Key. V.Group is introducing more fleet cells to

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REMOTE MONITORING | 37

Klaveness and DNV GL test remote surveying

Satellite communications enable electronic documentation and data transmissions between managed vessels and fleet cells

improve efficiency in other shipmanagement teams. In total it could have 45 in place to cover the whole of the managed fleet. “We want to have every fleet cell working with the same technology and sharing experiences with colleagues around the world,” said Mr Key. “We have a pipeline of technology we will be trying out in the fleet cells. We would then adopt new technology once it has proven it is effective.” V.Group has an innovation portal to assist technology evaluation and has collaborations with universities and other institutions to develop ways for better data analytics and fleet remote monitoring.

Digitalising data

“We use a range of data for analytics, including noon reports, ship position, machinery condition monitoring and fuel efficiency,” said Mr Key. He expects more ships will transmit digital data as paper records are phased out. “The problem with paper records is they are inefficient and can have an impact on safety,” he explained. “Putting this online would be better for seafarers, clients and provides faster access to the information and adds more value than manual paper pushing.” Digital information can be viewed outside of

“We have a pipeline of technology we will be trying out in the fleet cells”

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the fleet cell in real time on mobile devices using V.Group’s ShipSure 2.0 application. This enables clients to monitor vital data such as fuel consumption, sailing speed and conditions at sea. They can also check whether planned maintenance is overdue, and why, and request copies of test certificates. ShipSure can generate critical spares alerts, compare budgeted running costs against real expenditure and generate invoices for procurement.

Further innovations

V.Group is using video conferencing between its fleet management centres worldwide and is testing it for remote ship management. “It helps with team collaboration on global projects and can be used to diagnose issues in real time,” said Mr Key. The group is opening an innovation centre in Mumbai, India, to enhance crew management. “We will be able to mobilise and recruit crew in different ways using new technology and new applications,” said Mr Key. Seafarer records will be in a digital format in a database and used to manage crew deployment and training. V.Group is using digital records and fleet cells of the future to reduce the amount of paperwork ship captains must deal with. “We are testing new ways of reducing email on board so captains and crews can concentrate on safe navigation,” said Mr Key. “They do not need email overload as this has an impact on safety. Captains do not need hundreds of emails and we do not need report duplications.” V.Group intends to continue its technology evolution, to develop new innovations in remote monitoring, shipmanagement decisions and technical and crew management. MDC

Klaveness Ship Management (KSM) has received class approval from DNV GL after remotely conducting a machinery planned maintenance system (MPMS) survey. DNV GL’s surveyor sat in an office in Oslo, Norway, while the chief engineer of KSM’s caustic bulk vessel Ballard used remote screen sharing to present the vessel’s planned maintenance system and onboard maintenance routines from Bahrain. Prior to the survey, KSM provided the DNV GL surveyor with a video recording of a traditional engineroom inspection. KSM intends to implement conditionbased monitoring on board its ships. To achieve class notation for condition-based monitoring MPMS notation must be in place, necessitating an initial survey on board some KSM vessels. Remote surveys can reduce cost for shipowners by eliminating surveyor travel expenses and the procedure offers the possiblity for surveys to be completed in part or, potentially, in their entirety while the vessel is at sea.

Maritime Digitalisation & Communications | 4th Quarter 2018

38 | MARITIME IOT

Shortwave radio evolves into an IoT network KNL Networks is building a mesh network of base stations on ships for securely transmitting operational and machinery data to shore

KNL has set up a secure cloud for data transmissions from ships to vendors

hortwave radio can be used for data transmissions from ships to shore and between vessels as an alternative, or even complementary, service to satellite communications. This is a long way from shortwave radio’s use for voice communications at sea, but KNL Networks has developed this technology to generate a data transportation network. It has built a mesh of multiple base stations and terminals on ships to provide a backbone for internetof-things (IoT) solutions. The dedicated IoT network is combined with military-grade security, pole-to-pole coverage and affordable pricing to make maritime IoT connections smarter, said KNL Networks chief executive Toni Linden. He explained to Maritime Digitalisation & Communications that this shortwave radio network does not have the complexity or issues of satellite communications and can be scaled through simple vessel additions. “We have reinvented shortwave radio so that it is

fully digital and automatic,” he said. “We have created a network concept that is scalable and uses cellular technology in these radios.” The technology’s simplicity is that each ship added to the network becomes a base station and communications hub for the whole network. KNL radio uses the high-frequency band to connect automatically to another KNL radio with a cellular connection. Ships close to the coast or in port will automatically connect directly to terrestrial cellular networks. It is then possible to transfer IoT data to shore over a network that “can have a range of 10,000 km” said Mr Linden. Data leaves each KNL radio through the company’s virtual private network encrypted so the data is fully secure, he explained. KNL’s cognitive radio automatically identifies and avoids signal jamming by hostile third parties, increasing connectivity and operational safety. Security is heighted by tunnelling

Maritime Digitalisation & Communications | 4th Quarter 2018

techniques. “Data streams are kept separate and encryption keys and resources are allocated,” said Mr Linden. “We have government customers so this security comes from that part of the business.” There are also reliability benefits as mesh networking means there is no single point of failure. If one unit loses its cellular connection, others will serve the terminal with no direct connection. This network can be dedicated to IoT connectivity allowing broadband communications, crew-welfare services and safety connections to operate through the ship’s satellite connection unaffected by KNL’s network. “We are independent and can allow access to third-party service providers, removing major pain points around integration issues and security” said Mr Linden. “We do not affect other communications on the vessel.” This solves a number of issues that shipowners and managers have with existing satellite communications. “There

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MARITIME IOT | 39

are no headaches that come from having cyber security on satellite communications,” said Mr Linden, explaining that there are neither firewalls nor software updates required on KNL’s network. Cyber security can be an issue for third-party IoT service providers if the firewall or software patches cut them off from the vessel. It then becomes an issue for a shipping company’s IT department that has to reapply connectivity to onboard IoT equipment. “That is not a problem with KNL as we allow multiple parties to securely access their equipment on board a vessel,” said Mr Linden. KNL also minimises the issues that shipmanagement companies have in collecting and analysing fleet data. These companies could manage fleets of hundreds of ships owned by several different entities with different satellite communications on board. This would be “difficult for IoT companies to manage” said Mr Linden. “But with KNL,

“We have created a network concept that is scalable and uses cellular technology in these radios”

there is one network, one system and it is scalable,” he added. KNL has set up WaveAccess managed services for IoT data transmission that enables shipowners to pay only for what they need. This includes the radio and network connectivity, bi-directional data transfer coupled with simple API integration and data prioritisation. It can include other services, such as advanced vessel tracking data, email communications and access to digitalisation platforms, like Kongsberg’s Kognifai, which enables shipping companies to optimise data use

VHF radio with AIS and safety communications Icom has introduced a method for upgrading the latest marine VHF radio into a receiver and transmitter of automatic identification system (AIS) information. It has also unveiled a medium and high frequency (MF/HF) radio compatible with the Global Maritime Distress and Safety System (GMDSS). Mariners can upgrade the Icom IC-M506Euro and IC-M605Euro radios to VHF devices with digital selective calling (DSC) and a Class B AIS transponder by adding a CB2000 transponder unit. This aids collision avoidance by helping vessel operators track and contact anyone in the vicinity with an AIS transponder, enabling vessels to share information and improve navigation. CB2000 Class B AIS transponder includes an N2K starter kit and has a backbone compatible with the National Marine Electronics Association’s NMEA2000 standard. This means it can interface with a simple connection to most new AIScompatible GPS chart plotters. Icom’s CB2000 requires a dedicated VHF/AIS antenna or a suitable VHF/AIS active antenna splitter. IC-M605Euro is a Class D VHF/DSC radio capable of displaying real-time AIS vessel traffic information on a colour thin-film transistor, liquid-crystal display (TFT LCD). Icom has also developed the GM800 MF/ HF transceiver with Class A DSC and GMDSS communication system for SOLAS ships which meets the MED 96/98/EC standard for European merchant ships.

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and perform advanced analytics using thirdparty applications. “We provide a secure mail service which can be used globally, even when there is no satellite coverage or if there is a system failure on the satcoms.” Mr Linden is expecting a strong adoption of this technology and for the network to rapidly grow in the next three years. “We will work with industry leaders, target providers of smart data services, build trusted partnerships and add more vendor services. Within three years, we will be the standard for IoT connectivity.” MDC

Its transceiver can be fitted on ship bridges and it has a blackbox controller and waterproof remote head. The controller can be interfaced with GPS, computers or email modems. GM800 also has a 4.3-in colour TFT LCD with 180˚ viewing angle. Navico’s Simrad RS35 combines a dual-channel AIS receiver with the latest VHF functionality. It is Class D compliant and can receive AIS data and conduct VHF transmissions using one antenna. Mariners can also use Simrad RS35 to view another vessel’s DSC distress call from a Simrad NSS chartplotter screen or receive GPS location data for accurate DSC call information. It has channel keys, a distress button and an external speaker for use in a public address system and a 22-W hailer horn for communications. Up to two portable HS35 handsets can be connected for radio calls on a vessel within a range of up to 100 m. These can also be used for intercom calls between handsets and the radio base.

Icom IC-M605Euro is a Class D VHF/DSC Icom IC-M605Euro is a Class D VHF/DSC radio that can display AIS data radio that can display AIS data

Maritime Digitalisation & Communications | 4th Quarter 2018

40 | VESSEL TRACKING

How to reduce vessel costs using AIS data Combining AIS and navigation chart information can help shipmanagers and owners reduce operating expenditure by US$100,000 per year, writes Martyn Wingrove

Paul Stanley (GNS): “Ships may only use 30% of the charts purchased”

lobal navigation solutions group GNS has introduced a fleet insight package that integrates automatic identification system (AIS) data with voyage and electronic chart information to reduce shipowner operating costs. Its Voyager Fleet Insight (VFI) can save owners between 30% and 70% on their navigation data costs. It helps owners improve visibility of their vessels and simplifies compliance with IMO and port state control requirements, said GNS chief executive Paul Stanley. “Shipmanagers and owners can use this information to manage their own fleets and benchmark their vessels,” he told Maritime Digitalisation & Communications. Managers can monitor the navigation data and electronic navigational charts (ENCs) they are purchasing to reduce overall payments and fill any gaps. “There is a lot of wastage and a lot of charts are purchased but not used on voyages,” said Mr Stanley. “Ships may only use 30% of the charts purchased and even the best owners’ ships may use just 70%. That is US$10,000s wasted each year.” He explained that an owner of deepsea vessels could spend US$12,000 per year on navigational information; 30% of this is around US$3,600 and 70% is US$8,400 per year. “For a fleet of 30 ships it could be more than US$100,000. It is a level of overspending that

GNS Voyager Fleet Insight enables shipowners to track vessels and monitor performance

Maritime Digitalisation & Communications | 4th Quarter 2018

shows things can be done more cost effectively,” Mr Stanley explained. Owners can use VFI for vessel tracking, monitoring sailing times, voyage performance monitoring or to track progress against charter party terms by overlaying the approved route on the vessel track. VFI’s management functionality gives shipping companies transparency in terms of the ENCs, paper charts and nautical publications their vessels need. It compares this to how much they should be paying for the products they need for compliance and safe navigation. “VFI can be used for analysing whether ships stay in ports longer than others and their voyage speeds, which is useful to superintendents for benchmarking vessel performance against expectations,” said Mr Stanley. This is conducted using the AIS data provided in near real time for shore-based managers. Historic AIS and navigational data is also available. “We have a massive database of almost 1.5Bn data points,” said Mr Stanley. “We have captured vessel positions using AIS every hour and have all the port call information over the last three years.” This information goes back to 2015 and includes a record of trading, marine incidents, vessel port calls, anchorage times and sea hours. These have applications in operational planning, forecasting and budget management. VFI maintains lists of technical publications required by each vessel’s flag state, vetting and port inspection histories for key stakeholders. It enables marine and HSQE managers to close any gaps in vessel inventories and monitor actual compliance against regulations and key performance indicators. AIS data is kept confidential and information is kept in a secure portal. “Our data is encrypted and the portal is cloudbased, firewalled and access is with logins and passwords,” said Mr Stanley. This first version of VFI has been trialled with existing subscribers to GNS’ Voyager services. A second version, under development, will include additional information such as weather and ocean data that could be used for further analysis of ship performance during voyages. MDC

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Investment expands satellite AIS constellations Automatic identification system (AIS) data is obtained from ships and supplied to vessels through a global network of coastal stations and constellations of satellites. GNS obtains AIS data from IHS Markit for its fleet insight service. In June, IHS Markit announced an alliance with satellite operator exactEarth to offer AIS Platinum for real-time maritime intelligence. This service includes high-frequency AIS data and coverage of vessel movements worldwide using exactView RT, which includes more than 60 maritime satellite payloads. This is coupled with more than 2,000 IHS Markit terrestrial AIS stations positioned in high-density areas along coastal locations and around busy ports worldwide. IHS Markit provides global trade intelligence, commodity movements and ship information, which is available to vessel operators, technical managers, charterers and traders. AIS Platinum could also be used by customs and border agencies, defence intelligence analysts and compliance officers. AIS Platinum’s combination of satellite and terrestrial AIS sources would be useful in areas of high density in vessel movements, such as in the Gulf of Mexico and South China Sea. Here, it can be difficult for data detection due to the volume of vessels in close proximity. Iridium Communications is nearing completion of its Next constellation of low Earth orbit satellites with AIS payloads on board. By the beginning of October, Iridium had 65 of these satellites in orbit and was steadily commissioning and testing them. It has one more launch of 10 satellites by SpaceX this year, and then it will have the full constellation and in-orbit spares in place. The constellation is comprised of six polar orbiting

Iridium has built a new generation of satellites for communications and ship tracking

planes, each containing 11 operational crosslinked satellites, for a total of 66 satellites in the active constellation. There will be nine in-orbit spares and six ground spares for redundancy and replacement in the future. Spire has built a constellation of 61 low Earth orbit nanosatellites for vessel tracking and other applications. The latest launch was accomplished in July when four Lemur2 satellites were placed in orbit. These nanosatellites have a lifespan of less than five years, so need to be constantly replaced. Spire can manufacture two nanosatellites per week, which means they can be launched by different providers. Spire has built 81 nanosatellites and had 18 launches on these vehicles: Antares, Atlas-5, and H-IIB cargo missions, Dnepr, India’s PSLV, Soyuz, and Rocket Lab’s Electron. In August, Spire signed an agreement with Arianespace for another launch. This will see Spire satellites launched on the new Vega launch vehicle during a test flight. Orbcomm, another provider of satellite AIS data, completed its OG2 satellite constellation in 2015. It has since focused on opening new internet of things (IoT) applications and markets for these satellites and the information. In October, Orbcomm received authorisation to provide data over its satellites to a Chinese telecommunications group. Orbcomm’s Chinese partner Asia Pacific Navigation Telecommunications Satellite will work with China Gateway Earth Station to deliver IoT and AIS data to Chinese organisations.

Double satellite launch will enhance ship surveillance Two satellites launched from India will provide ship and oil spill monitoring using different radar imaging technology. UK-based Surrey Satellite Technology has confirmed the successful launch of two satellites that will provide highresolution surveillance of the world’s oceans for oil spills and illegal maritime activities. Satellites NovaSAR-1 and SSTL S1-4 were launched from the Satish Dhawan Space Centre in Sriharikota, India on 16 September. They have been deployed into a sun-synchronous orbit at a height above the Earth of 580 km by Antrix Corp on an Indian Space Research Organisation launch vehicle. NovaSAR-1 is the first synthetic aperture radar (SAR) satellite to be manufactured entirely in the UK and will test S-band radar for remote sensing and ship monitoring. SAR can view the Earth night and day and provide images through clouds. Surrey Satellite Technology said the SAR payload on NovaSAR-1 has a dedicated maritime mode for monitoring the marine

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environment over a swath area of 400 km. It also has dedicated technology for monitoring shipping activity. It will provide direct radar ship-detection information simultaneously with automatic identification system (AIS) ship tracking data. NovaSAR-1 has three additional imaging modes for other applications, such as flood monitoring and agricultural and forestry applications. NovaSAR-1 was designed and manufactured by Surrey Satellite Technology, while the S-band SAR payload was developed by Airbus Defence and Space and the AIS receiver was supplied by Honeywell Aerospace. SSTL S1-4 satellite is an Earth observation satellite that is similar to three TripleSat constellation satellites that were launched in 2015. It will be used for agricultural monitoring, land classification, natural resource management and disaster monitoring using a high-resolution imager on board the spacecraft. MDC

Maritime Digitalisation & Communications | 4th Quarter 2018

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BLOCKCHAIN | 43

Unblocking blockchain for the bunker industry IBIA, BIMCO and other shipping industry bodies have joined a collaborative effort to evaluate blockchain as a financial platform for bunkering transactions, writes Jamey Bergman

Blockchain technology is set to increase the transparency and traceability in the marine fuel supply chain, says BLOC CEO Deanna MacDonald (Image by Igor Grochev/ Shutterstock.com, courtesy BLOC)

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he chief executive of Blockchain Labs for Open Collaboration (BLOC), the group facilitating the effort, said more blockchain projects will follow, targeting other maritime value chains. “There will be several ways in which we see this system moving forward and affecting the industry at large,” BLOC chief executive Deanna MacDonald told this publication. Lloyd’s Register Foundation and BLOC are funding the blockchain tests. The two groups partnered in early 2018, and BLOC created a subsidiary called the Maritime Blockchain Labs (MBL) in March, with Lloyd’s Register Foundation as the lead funder. MBL has funding for three experimental ‘demonstrator’ projects aimed at building blockchain systems for maritime industry participants to test, assessing risks associated with blockchain, and encouraging the industry to adopt the distributed ledger systems. Ms MacDonald confirmed that MBL is essentially providing both project management and technological expertise to enable the industry players participating in the consortium to configure a blockchain platform to their specifications. When the parameters are defined, MBL works to roll the system out. In the first project, all involved will have defined roles in testing blockchain’s ability to securely facilitate and accurately record bunkering payments as well as the ability to store data on bunker operators and fuel quality. Ms MacDonald said the bunkering sector blockchain demonstrator project had already begun, the beta version of the technology had been built and the

system will be showcased at high-profile shipping events. “We are currently in the testing phase together with our consortia,” she said. “We will release the demo version, open for the industry, during some of the major shipping conferences.” In the initial blockchain system, Ms MacDonald said users will be able to log in through a portal and, after they have verified their identification, they will be given a user profile according to their role in the bunkering supply chain: “for example, supplier, purchaser, broker, regulator”. BLOC is also building an API (an interface any existing system can plug into) so that anyone requesting data from the bunkering blockchain project can use its information with their own systems. “We will be looking to partner with any relevant companies or agencies that would have use for this data in their application or solution, such as e-BDN (bunker delivery note) providers, for example,” Ms MacDonald said.

Why the bunker industry?

MBL identified the bunker industry as an ideal case study for blockchain in shipping, due to its “multiple, complex transactions” where blockchain technology can “increase transparency, create better compliance and stronger governance,” according to Ms MacDonald. BLOC refers to itself as both blockchain and “governance experts”, and Ms MacDonald said the group is developing an industry consortium for each of the three projects on a case-by-case basis. The call for collaborators is still open and BLOC expects further involvement from commercial and regulatory bodies

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44 | BLOCKCHAIN

throughout each supply chain its demonstrator projects target. IBIA and BIMCO are both playing advisory roles in the first project, according to a BLOC statement. BIMCO is advising on contractual elements of the project, having recently published a standard set of terms and conditions for purchasing marine fuels that it hopes will be widely adopted by bunker traders and suppliers. IBIA will be an advisor to the project around demonstrating methods for tracing and accounting for bunker fuel quality. Ms MacDonald said both organisations’ participation would allow BLOC to “cross regulatory boundaries”. “By bringing in entities such as BIMCO and IBIA … we can identify areas where regulation might be impeding our goals of transparency and accountability in the marine fuels market,” she said. Part of the project’s intent would be to demonstrate a regulatory framework that supports – rather than impedes – transparency and accountability in marine fuels. Ms MacDonald said one example could be Blockchain “smart contracts” based on “harmonised terms and conditions” such as BIMCO’s Bunker Terms 2018. In that scenario, she said ports throughout the world could pass information to each other and use the information to better enforce compliance.

Could the blockchain project be used to enforce the sulphur cap?

While MBL’s bunkering blockchain project has many of the building blocks of a global enforcement policing system for the sulphur cap and other global regulations, it would require more development to reach that point, according to Ms MacDonald.

Biofuels are being used in LR FOBAS’s demonstration of the fuels quality traceability and accountability

Nevertheless, enforcement is the ultimate goal for the project. “This is the long-term vision of the system,” Ms MacDonald said. “We want to provide a decisionsupport system for enforcement and compliance of these regulations [IMO’s sulphur cap and yet-to-be determined greenhouse gas regulations] by the port states themselves. Additional applications such as automated reporting, automated enforcement and penalties, port clearances based on certificates and others would also have to be built for a full system to take effect,” she said. The MBL bunker blockchain project also includes a rating system for bunker operators and suppliers. The rating system is based on the data from fuel tests, but could also be designed to include the kind of peer-based ratings used by businesses such as the ride-hailing application Uber,

“This is the long-term vision of the system” “As it stands we are only providing a chain of custody on the data regarding fuel quality, a small and modest first step in a complex chain of transactions and events that make up the bunkering supply chain,” she said. “Regulators would be able to go in and check who purchased which types of fuel but beyond that we would need to have more data points and collect far more information for the [enforcement] scenario to happen.”

according to Ms MacDonald. “While peer rating systems could be a future add-on to the system, currently we will be using the results from the quality tests to inform the reputation as this will attest to the data points required to make an informed decision about particulate matter (risks to the engines) and sulphur content (compliance to IMO 2020),” she explained. “If a supplier or terminal operator

Maritime Digitalisation & Communications | 4th Quarter 2018

continually supplies contested fuel, there will be a clear record of this. Buyers and regulators are then free to choose what to do with that information. As the system evolves, we see value in collecting many other data points that could be aggregated to inform the reputation system such as peer ratings, quantity dispute records, contract breaches, fuel availability, delivery times and others,” she said.

Who else is participating in the bunker blockchain project?

Lloyd’s Register Foundation will be involved as a funding partner in each project, Ms MacDonald said, with different entities within Lloyd’s Register getting involved as relevant opportunities arise. In the bunkering blockchain project, Lloyds Register’s fuel testing services team, LR FOBAS, will provide expertise and data about the fuel supply and quality testing process as well as bunker quality test data for the project’s building and piloting phase. The Lloyd’s Register subsidiary will also work on creating a dispute resolution procedure. Dry bulk shipowner Precious Shipping, operating in the Handysize, Supramax and Ultramax sectors of the tramp freight market is participating as a marine fuel oils buyer in the port of Singapore. Dry bulk operator Bostomar Shipping is participating as a buyer in Singapore, as well, using its chartered fleet of vessels. Sustainable marine biofuels supplier GoodFuels is involved, with LR FOBAS, in the demonstration of the fuels quality traceability and accountability aspect of the project. MDC

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