Marine Electronics & Communications August/September 2016 by rivieramaritimemedia

August/September 2016 www.marinemec.com

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contents

August/September 2016 volume 10 issue 4

09 18

Regulars 5 COMMENT 6 ON THE AGENDA 46 BEST OF THE WEB 48 FORESIGHT

Broadband communications 9 Satellite spending soars to more than US$12 billion 14 Inter-vessel communication system tested on autonomous vehicles

33 Crew welfare 17 Taking crew welfare beyond the MLC rules 18 JR Shipping saves money on vessel communications

Integrated bridge systems 21 JRC and Raytheon AnschĂźtz have INS type-approval for bridge systems 22 AMI unveils new voyage data recorder technology

41 Cyber security 25 Round-up of Rivieraâ&#x20AC;&#x2122;s Maritime Cyber Risk Management Summit 26 MEC Comment: Shipping is not ready for cyber attack 28 Exclusive survey shows shipowners are not prepared for cyber incidents

Automation & control 30 Creating class procedures for autonomous shipping

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Marine Electronics & Communications | August/September 2016

contents Condition-based maintenance 33 Exmar updates maintenance procedures on gas carriers 34 New condition monitoring and remote engineering technology

Training simulation 37 Passenger ship crash highlights need for team training

Container ships 41 Container ports are harnessing autonomous technology

Ship optimisation & fleet management 42 Owners are cutting fuel costs through the use of technology

Ice operations 44 Crystal Serenity will be first cruise ship to take the NW passage

Next issue Main features: • Satcoms • Antennas • Integrated bridge systems • E-navigation • Computer-based training • Vessel monitoring & tracking. Special reports: Greek shipowners Ship type: offshore vessels & tugs

August/September 2016 volume 10 issue 4 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 9456 3165 e: kym.tan@rivieramm.com Production Manager: Ram Mahbubani t: +44 20 8370 7010 e: ram.mahbubani@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 Editorial Director: Steve Matthews Executive Editor: Paul Gunton Head of Production: Hamish Dickie Business Development Manager: Steve Edwards Published by: Riviera Maritime Media Ltd Mitre House 66 Abbey Road Enfield EN1 2QN UK

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Marine Electronics & Communications | August/September 2016

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

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

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COMMENT | 5

INDUSTRY IS ADOPTING UNMANNED SHIP TECHNOLOGY S Martyn Wingrove, Editor

“AUTONOMOUS SHIPS ARE COMING AND WILL HAVE A TRANSFORMATIVE EFFECT ON THE INDUSTRY”

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hipping is moving closer to adopting unmanned ships, and catching up with other maritime industries on autonomous vessels. As can be seen within this issue of Marine Electronics & Communications, commercial shipping is considering the technical application of remote control of ships. There remains a significant degree of scepticism about the viability of autonomous ships. But there are several levels of autonomy to aim for and some potential commercial applications – especially for repetitive operations and where there is little risk of pollution. Many of the technologies that would enable ships to be unmanned are already available, and in some cases used in shipping. Other technical leaps have been achieved in different maritime sectors. As the technology is steadily being tested by ventures such as the Advanced Autonomous Waterborne Applications (AAWA) initiative, the barriers to developing unmanned ships are coming down. It is up to regulation and classification to catch up with the technology advances. This is why Lloyd’s Register’s (LR’s) development of rules for classing autonomous ships is welcomed. LR has set out what is required to class an autonomous ship in its ShipRight design assessment procedure guide. This guidance will help transform autonomous shipping from a theoretical possibility to a practical reality (see page 29). LR has proposed six autonomy levels (ALs) for shipping, depending on the technology, systems and operating procedures involved. These should provide clarity to shipping stakeholders about the specific requirements of different automation strategies. These range from AL1 for ships with data collated for onboard decision making, through to AL6 which denotes a fully autonomous ship with no access required during a mission. These should help designers, shipbuilders, equipment manufacturers, and shipowners to accurately specify the desired level of autonomy

in designing the ship and for ongoing operations and maintenance. For ships that would come under the AL1 and AL2 classifications, all actions would be taken by a human operator but there would be decision support from shore. This is already in place with some leading shipowners. For example, K-Line has developed an integrated vessel operation and performance management system that includes analysis and real-time remote monitoring and decision support (see page 42). On LR’s AL3 and A4 ships, humans would be present but only in supervisory roles – going beyond autopilot operations. But AL5 and AL6 ships would be fully autonomous, with decisions actioned with no human supervision. These types of ship are being examined by AAWA, which has the support of operators – Finferries and ESL Shipping. So it is likely that by 2020 there will be an autonomous ferry operating between islands in northern Europe. Whether there will be unmanned cargo ships, tankers or other ship types remains to be seen, but some expect there to be by 2025. Communication is a critical requirement for remote-control shipping, but satellites are not the only means of communications. Kongsberg successfully demonstrated its Maritime Broadband Radio (MBR) technology on unmanned vessels outside Trondheim in Norway in the second quarter of this year (see page 12). The test demonstrated that autonomous technology is already adopted by other maritime sectors, albeit on a smaller scale. Another example is the AutoNaut autonomous vessel. Production of commercial AutoNauts began recently following investment by Seiche Group for the offshore oil and gas, civil engineering, research and science, security and surveillance sectors. Given the technical advances made in recent years, there is momentum behind the development of autonomous ships. It seems almost certain that – sceptics notwithstanding – that autonomous ships are coming and will have a transformative effect on the industry. MEC

Marine Electronics & Communications | August/September 2016

6 | ON THE AGENDA

IACS publishes emergency response recommendations T

o improve maritime safety, the International Association of Classification Societies (IACS) has published recommendations for shorebased emergency response services. These provide technical assistance to ship casualties by assessing postdamage stability and residual longitudinal strength. The recommendations should assist shipowners and managers to choose an emergency response service provider, as well as achieving compliance with relevant national and international regulations and guidelines. These include elements of Solas, Marpol, the International Safety Management (ISM) code and the United States’ Oil Pollution Act. IACS has set out the minimum level of support that service providers are expected to deliver. It has

outlined goals and objectives and provided recommendations for emergency software and ship modelling. Service providers should have prepared ship models that have been validated against the supplied ship information. They should have rigorouslytested software that calculates ship stability and strength for flooding, oil outflow and grounding scenarios in different tides. They should also have additional 2D section modelling software. On the operational side, emergency response service providers should: • be available 24 hours a day, all year round • be available within two hours of being activated (one hour for a passenger ship) to input details of the conditions of the ship into the software • have a dedicated response facility and back-up location, capable of carrying out stability

Emergency response services should be ready to act within two hours of a grounding (credit: NOAA)

and global strength calculations at all times • have at least two team members responding to any emergency who are qualified to undertake stability and ship strength calculations • provide team member training and carry out regular drills and exercises.

Some class societies have developed their service beyond these IACS requirements. For example, Lloyd’s Register’s ship emergency response service (SERS) also complies with guidelines from the Oil Companies International Marine Forum. It covers more than 3,600 vessels.

Shipping must prepare for EU emissions monitoring rules Shipping companies must be prepared to begin monitoring and reporting vessel greenhouse gas emissions for ships of more than 500gt loading or unloading at European ports. Owners will need plans for monitoring, and will need to submit verified emissions reports to the Europe`an Union for the whole voyage. This is part of the EU’s monitoring, reporting and verification (MRV) regulation for CO2 emissions that comes into force next year. Regulation (EU) 2015/757 requires owners to have systems and practices that provide clear and precise evidence of compliance. Mandatory ship emissions monitoring will begin from 1 January 2018, but owners should have submitted monitoring plans by the end of August 2017. Owners need to have the appropriate IT infrastructure and support in place to meet the requirements. They need to have these plans verified so they demonstrate MRV compliance.

Marine Electronics & Communications | August/September 2016

Verifavia Shipping advises owners to create monitoring plans now to prevent delays in 2017. “With thousands of ships needing to be assessed from 2017, there will be a bottleneck so owners should begin MRV plans now,” said Verifavia chief executive Julien Dufour. “Ship operators can select the monitoring method and have a plan ready by August next year." Owners will already be monitoring emissions in some form, possibly by monitoring fuel consumption, so getting a compliant MRV plan could be straightforward. But verification takes time. “The monitoring plan could just be checking that procedures are compliant, and owners can base MRV reporting on existing infrastructure,” said Mr Dufour. “But charterers will start asking for MRV-ready ships and the rate of enquiry is still lower than expected. We are expecting problems in 2017 if this rate does not speed up.” MEC

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BROADBAND COMMUNICATIONS | 9

Satellite spending soars over US$12 billion Satellite operators Intelsat, SES, Eutelsat and Inmarsat are spending billions of dollars on high throughput constellations to deliver faster broadband for shipping

SATELLITE INVESTMENT FOR MARITIME SATCOMS Source: company reports 3

2.5

satellite capex (US$bn)

1.5

0.5

0 Intelsat

Inmarsat (Global Xpress)

SES

he top four operators of satellites for the maritime sector are investing around US$8.7 billion in new satellites, which will provide huge gains in broadband capacity for VSAT applications. It is probable that the rest are investing, combined, at least another US$4 billion, including a new constellation of L-band satellites by Iridium Communications. Intelsat is spending up to US$2 billion on satellites over the next three years, peaking this year at up to US$800 million on high

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Eutelsat

Iridium (Next)

other (estimated)

throughput and media satellites. In the second half of this year Intelsat intends to launch three satellites. This could be followed by another three in 2017 and three in 2018. Some of these will be used to replace existing satellites, while others are forming the new EpicNG constellation of high throughput Ku-band satellites. The first of these, Intelsat 29e was brought into operation in the second quarter of this year. It delivers high throughput VSAT for ships operating in the Caribbean and over the North Atlantic.

Marine Electronics & Communications | August/September 2016

10 | BROADBAND COMMUNICATIONS

According to Intelsat director of mobility product management Mark Richman, Intelsat 33e was launched in August this year, while Intelsat 32e is due to be launched early in 2017 to boost the EpicNG coverage. Intelsat 33e arrived at the Guiana Space Center in French Guiana in late July in preparation for its launch on an Ariane 5 rocket. There are also plans to launch Intelsat 35e in the second quarter of 2017, and Intelsat 37e in the second half of 2017. “EpicNG is moving forward as scheduled,” Mr Richman said. “The next main event will be bringing Intelsat 33e into service. Then it is building and launching the rest of the EpicNG constellation. Intelsat 29e has coverage over Latin America, the Caribbean, North America’s East Coast and the North Atlantic to Europe. Intelsat 33e will provide coverage over Asia, Africa, the Mediterranean and the Indian Ocean.” The company also plans to launch Horizon 3e to provide spot beam coverage over the Pacific from 2018. “We will then add multiple layers of coverage and redundancy over critical areas of maritime traffic,” said Mr Richman. “The IS-32e satellite is planned to provide more coverage over the Caribbean and the North Atlantic. We will be increasing the coverage in key areas to address the expected growth in ship broadband.” He continued: “We expect a 60 per cent increase in ship-toshore traffic in the coming years. This is pretty significant for operations. And crew are bringing more mobile devices on board as they have high expectations for crew welfare services. They are deciding where they want to work according to the crew welfare that is on offer.” Inmarsat plans to spend up to US$1.8 billion over the next three years on the sixth generation of satellites. It has already spent US$1.6 billion on its fifth generation constellation and Global Xpress Ka-band platform. The next satellite constellation will have Ka-band and L-band transponders (The Complete Guide to VSAT 2016). In July, Inmarsat extended its long-term strategic partnership with VT iDirect to develop the next generation of satellite communications technologies. This expands on the development of the Global Xpress technology. Research and development will create new solutions to support the growing integration of satellite and terrestrial networks. They will also develop smaller, more powerful terminals, and study the boosting of waveform performance. This is part of the Inmarsat Communications Evolution initiative, which is a public-private partnership between Inmarsat and the European Space Agency. SES plans to invest €2.8 billion (US$3 billion) over five years on new satellites. This is on top of the €900 million it spent on acquiring rival satellite operator O3b Networks and the €1.2 billion in debt it took on, according to a recent presentation it gave to investors. The capital investment includes five satellites, of which three will have high throughput spot beams over maritime areas. Intelsat has invested in new EpicNG satellites to provide Ku-band spot beams for shipping

SATELLITE CAPACITY DEMAND FOR MARITIME (GBPS) 50 45 40 35 30 25 20 15 10 5 0 2015

2025

Source: Northern Sky Research

Growth in satellite capacity is in response to rising demand for broadband VSAT on commercial ships, offshore vessels and cruise ships. SES expects the number of ships with broadband connectivity to increase from 13,200 in 2015 to more than 32,000 in 2020. SES sales director Giovanni Auciello said these ships will be able to connect to a multi-layer of satellite coverage. “Our next generation satellites are Ku-band, SES-14, SES-12 and SES-15, which are under construction and should be launched by the end of 2017 and operating in 2018.” The O3b satellites provide Ka-band to maritime customers from at least 45 degrees north and south of the equator. Cruise ships sailing in the Caribbean are already using O3b coverage to meet rising broadband demand from passengers. Eutelsat intends to invest €1.3 billion (US$1.4 billion) in satellites and ground infrastructure over the next three years, which could result in the addition of six satellites. Not all of these will service the maritime broadband market, though. Eutelsat is considering very high throughput satellites that could be launched after 2020. Others have invested in new satellites. Telenor has spent NKr1.6 billion (US$187 million) in its Thor 7 regional Ka-band service. ViaSat Inc and Telesat are investing in new high power satellites. All this is estimated to be at least US$1 billion in total. The investment will help to double, to 240, the amount of demand for wide beam satellite transponders that provide broadband in C-band and Ku-band. According to Northern Sky Research (NSR), the high throughput satellite capacity demand within maritime will rise from just 2 Gbps in 2015 to a huge 46 Gbps in 2025. “There is a strong focus on new launches of high throughput satellites for the mobility broadband market for maritime and aviation,” said NSR senior analyst Brad Grady. “There is a tremendous amount of bandwidth coming over the next few years. It will be more competitive for the service providers for streaming data and providing value-adding services.” He expects more market demand for roaming on Ku-band

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BROADBAND COMMUNICATIONS | 13

and Ka-band, a small but stable market for C-band, and the need for L-band for safety or machine-to-machine communications. “Satellite operators are developing a capacity ecosystem, investing in new high throughput satellites to capture that mobility market. We expect to see a number of new geostationary high throughput satellite launches coming over the next few years, which will help to increase capacity demand to 46 Gbps in 2025.” Aside from VSAT, Iridium is preparing to launch the first group of new L-band satellites that will form its Next constellation. It estimated that total capital expenditure in Next would be around US$3 billion, including more than US$600 million this year. This will be the platform for the new Iridium Certus maritime communications service, which is due to begin in 2017. The first shipment of Thales Alenia Space-built satellites is due to be launched in September. Other launches will follow over the next 12 months. A total of 81 satellites are scheduled to roll off the assembly line, with 66 serving as operational satellites to replace the existing Iridium network, and the remainder serving as ground and in-orbit spares, said Iridium director of product management Brian Pemberton. When these satellites are launched and commissioned, this will allow Iridium to start its Certus maritime broadband service. “We are working with value-adding resellers, and recruiting more providers across the maritime market by the end of this year,” said Mr Pemberton. “We will start testing the terminals in the first quarter of 2017. We should have commercial services in the second quarter.” Iridium director of maritime business Kyle Hurst said the initial service will deliver 350 Kbps of bandwidth, which could be doubled through a software update. But the new constellation will ultimately be able to deliver data streams of up to 1.4 Mbps. To achieve this, Iridium is working with suppliers, principally Cobham Satcom and Thales, to offer Certus terminals for a variety of bandwidth capabilities. “We are working with terminal providers and on commercial models for our partners,” said Mr Hurst. “Our new terminals will be up to 1.4 Mbps. We are looking at applications to further enable what we can do with Certus.” Thuraya Telecommunications has started planning for a new constellation to replace its existing satellites. Thuraya-2 has an operating life to 2020 and Thuraya-3 to 2025. “We need nextgeneration plans and expect to share this strategy by the end of this year,” said Thuraya marketing vice-president Christian Cull. “We will also have new products coming later this year. We are expecting tremendous growth in data for improving operations through realtime information and data analytics. These are good reasons for ship operators to look at changing satellite communications and investing in technology.” Marlink, which is being merged with Telemar Group, was one of the first to use EpicNG for a maritime customer. MSC Cruises' vessel MSC Divina is using the Ku-band spot beams from the Intelsat 29e satellite for passengers’ broadband requirements. According to Marlink maritime president Tore Morten Olsen, there will be strong growth in passenger broadband demand that can be met through EpicNG spot beams. “The infrastructure is already on board so ship operators do not need to make any changes,” he said. “And they do not notice the change-over as this is an overlay of the Ku-band fabric through IntelsatOne Flex.” He also expects that Inmarsat’s Ka-band Fleet Xpress services will be integrated into Marlink’s solutions. “Ku-band and Ka-band can work together in our portfolio. There does not need to be a single solution. The focus is to provide peace of mind to our clients

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Brian Pemberton (Iridium): “We will start testing the terminals in the first quarter of 2017”

as we see more growth in VSAT. We are now offering a global 60cm antenna network for maritime as more capacity is available.” KVH Industries has seen increasing use of its mini VSAT Broadband for transmitting operations data. KVH vice president of marketing Mike Mitsock said owners are able to lower fuel costs and reduce risk by using this data. “A 10 per cent reduction in fuel costs can be achieved,” he said. “Route plans can be optimised by using weather routeing, and the risk of machinery damage can be mitigated.” Mr Mitsock said KVH was looking at how to provide data analysis and fault diagnostics for owners. “We would proactively help owners by telling them that something needs to be fixed, so they can plan for the next port call or drydocking.” The challenges are how to get the data off the ship to a data centre and to analyse it. “The size of the files would be huge to upload, as ships could generate terabytes of data over a year. So we need to find a better way, to optimise the uplink,” he explained. A solution would be to do the initial data analytics on the ships. “Not all of the data needs to go off the ship.” Mr Mitsock added: “More analytics should happen on board. Some manufacturers are embedding analytics into the sensors so they can identify issues. We are working with software agents to develop local processing and analytics, so less data is sent to shore.” Network service devices are a vital element for optimised broadband. Marpoint has developed the EVO² device as an enterprise-grade router for controlling a multi-person vessel network on all satellite broadband installations. This can include VSAT, FleetBroadband, Iridium, 3G, and WiFi. Business development director Anastasis Kyrkos said EVO² uses bandwidth allocation policies and network management to allow the running of multiple applications for crew internet, business e-mail, file transfers, and video streaming. “All vessels will require innovative hardware and software network solutions to handle all their ship-to-shore and shore-to-ship communications needs,” he said. Navarino has included full redundancy in its network service platform Infinity Cube. “It can switch between nodes and will allow several applications simultaneously,” said communications vice-president Christian Vakarelis. “It can automatically select the satellite network, maintaining connectivity, including continuous voice over IP and data transmissions.” It can operate GTMaritime’s e-mail application, online training and chart applications. MEC

Marine Electronics & Communications | August/September 2016

14 | BROADBAND COMMUNICATIONS

Inter-vessel communication system

tested on autonomous vehicles Kongsberg Maritime’s Maritime Broadband Radio technology was successfully tested with autonomous vessels in a fjord just outside Trondheim, Norway

our autonomous units were linked using Kongsberg Maritime’s Maritime Broadband Radio (MBR) in a test of the technology in a fjord outside Trondheim, Norway in May this year. This involved an unmanned aerial vehicle (UAV), an unmanned surface vessel (USV), an autonomous underwater vehicle (AUV), and a tethered relay balloon, which were guided from a mother ship in various tasks. These required precise co-ordination from the command centre, and with each other. Kongsberg provided the one central element without which the operation would not have been possible – the communications system. The Autonomous Network of Heterogeneous Vehicles (ANOHV) exercise had multiple goals, including demonstrating AUV operations using a multi-vehicle, multi-platform network. It also demonstrated integrated operations using high bandwidth communication between all nodes in the network. The bandwidth was provided by MBR, which Kongsberg described as easy-to-use, flexible and robust means of transferring large amounts of data over long distances, even in the most challenging of conditions. Various MBR units were installed on all participating vehicles, and at the central station for the exercise located at the Norwegian University of Science and Technology (NTNU) in Trondheim. The MBR is a new take on inter-vessel communication. By installing MBR communication units on every vessel involved in an operation, a broadband link is established and a maritime information highway is created. This enables high-speed, highcapacity, and low-latency transfer of data, without the need for

A Hugin AUV was linked to a host vessel through a MBR system

additional infrastructure and no prospect of data disappearing on route. The MBR system is a maritime radio network distribution system operating in the 5 GHz band. It has been demonstrated as stable, high-capacity communications in a maritime environment. It can handle close-by vessel operations, platform obstructions and distances in excess of 50km. With MBR, there are no airtime charges as data transfers between vessels and assets are free once an MBR network has been established. “MBR has remarkable capabilities for transferring data beyond line-of-sight, even with obstructions and low antenna positions. Our performance in the exercise proved that,” said Kongsberg product manager Erlend Vågsholm. “In large, complex operations at sea, for example in search and rescue operations and oil spill recovery, there are multiple vessels and aircraft at work simultaneously, and they all need to communicate and exchange data between each other. MBR enables the exchange of high resolution images and video, and keeps all participants connected at high bandwidth of consistently good quality.” For the ANOHV operation, an aerial drone supplied streaming images, the OceanEye tethered relay balloon was elevated from the Telematron autonomous surface vehicle, which also shadowed a Hugin AUV. The command station for the exercise was located on board NTNU research vessel Gunnerus. Hugin collected bathymetric data and identified pre-set targets, even performing a mid-dive redirection on command from Gunnerus via a relay station, using MBR and an acoustic communication link, demonstrating flexibility that opens new opportunities for use of AUVs. The ultimate goal of the team on Gunnerus was to make themselves redundant, at least on board. Operating a manned command ship is one of the larger cost drivers in complex operations at sea, and using an autonomous vessel commanded from shore would shrink costs, eliminate risk to crew, and improve performance, as access to resources on land could give the team an even broader knowledge and experience base. Overall conclusions from the operation were largely positive, with MBR consistently performing according to expectations, and in many cases beyond these, said Kongsberg. With the ANOHV manoeuvres in the Trondheim fjord, fully autonomous, integrated remote operations came one step closer to becoming reality. The MBR solution proved to be the glue bonding all the pieces together. NTNU and Kongsberg were partnered by Maritime Robotics and the Norwegian Defence Research Establishment in this project. MEC

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CREW WELFARE | 17

Taking crew welfare beyond MLC rules The Sustainable Shipping Initiative has introduced a charter to recognise that shipowners are taking crew welfare beyond the Maritime Labour Convention requirements

wners that want to validate that they have high quality crew welfare services can adopt a seafarers’ onboard charter that has been developed by the Sustainable Shipping Initiative (SSI). This was introduced at the end of June to encourage shipowners and operators to go beyond the mandatory basics of the Maritime Labour Convention (MLC), which stipulates what crew should receive on ships. The charter shows that an owner is following best practices for seafarer welfare. Offering enhanced communications and social support is one aspect of SSI’s charter. This includes providing internet connectivity on ships and monitoring seafarer satisfaction. Other aspects include having enhanced accommodation, recreation spaces, good catering, and equal opportunities for seafarers. Owners that meet the charter’s criteria will be demonstrating that they recognise the value of their crew. SSI expects that these owners will attract and retain the best talent, which will inspire more productivity and efficiencies within operations. SSI has been working with its shipowner and charterer members on a suitable rating scheme to recognise more progressive approaches to crew welfare. It intends to enable seafarers to access charter documents so they can identify which companies place additional value on their seagoing staff. SSI chief executive Alastair Fischbacher said that the MLC has had a positive impact, but it only sets basic welfare levels. “While many companies already implement many of the charter’s aspirations, it is by no means universal and more need to be aware of what they can do to improve their seagoing staff ’s satisfaction and productivity,” he said. “The charter sets

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out some simple measures that enhance seafarer welfare, living standards and working conditions, to ensure that we attract and retain the best talent by ensuring a reputation for shipping as an industry where people can build rewarding careers.” The main method for providing crew internet access is having enough broadband capability through the satellite communications link (Complete Guide to VSAT 2016, Marine Electronics & Communications April/May 2016). But for ships without this, the next best solution is to offer regular and clear voice communications and e-mail. GTMaritime provides customised and secure e-mail services for shipping. It recently updated its GTMailPlus service with further improvements to the web-based platform and optimised access to online messaging. GTMailPlus has been deployed on more than 1,000 ships, and the web portal can be accessed by superintendents from shore to manage onboard e-mail services. GTMaritime head of these services Chris Abbott expects that e-mail will play a crucial role in seafarer communications for a long time to come, but recognises that there is a need to develop more webbased services. “We are facing monumental changes in satellite communications, which brings challenges to overcome as well as exciting opportunities to explore,” he said. “Although e-mail has been at the heart of our suite of products, we will reach a point where it becomes a limiting factor in transferring larger payloads of data.” He added: “We are looking to develop a platform that is not reliant on e-mail, which is more seamless across products, capable of greater demands and available

Alastair Fischbacher (SSI) (right): “Our charter sets out some simple measures that enhance seafarer welfare” (credit: SSI)

for third party integration.” For seafarers on ships that do not have affordable broadband, there are internet facilities in some ports. London Tilbury re-opened a refurbished seafarers centre in June with access to WiFi and telecommunications. It has lounges for calling or e-mailing family members, speaking to a chaplain or watching television. Annually, the centre welcomes more than 6,000 seafarers on around 1,500 ships, which are visited by chaplains based in Tilbury. The centre is managed by Centres for Seafarers, which is a collaboration between different charities, including Sailors’ Society, The Mission to Seafarers, and Apostleship of the Sea. Centres for Seafarers chairman Alexander Campbell said the upgrade was conducted with a £25,000 (US$33,000) grant from the Merchant Navy Welfare Board and a £1,500 (US$1,950) contribution from the Port of Tilbury. “We made the change after our chaplains saw more seafarers sitting outside the centre when it was closed, often in the cold and rain late at night, just to pick up the WiFi signal,” he said. MEC

Marine Electronics & Communications | August/September 2016

18 | CREW WELFARE

JR SHIPPING SAVES MONEY ON SHIP COMMUNICATIONS

oastal shipping company JR Shipping has reduced its communications costs by using Shipznet from German technology group Bobz, together with an Iridium Pilot terminal. Shipznet uses terrestrial mobile networks that have coverage over inland waterways, coastal areas and ports to deliver broadband to vessels. It incorporates a global monthly flat rate for calls and data in near-shore areas and harbours, without any additional roaming costs, and acts as an alternative to satellite communications. The Netherlands-based JR Shipping changed its crew communications strategy after seeing Inmarsat FleetBroadband (FB) prices rise. By using Shipznet and Iridium it saved money and added value for its crew. It is using the service on 16 vessels for more than 300 crew members for a single worldwide tariff. Bobz sets out the advantages as cost transparency for the owner and shipmanager, internet access for the crew, 500MB of data per seafarer for personal messaging and emailing and there is no need to have SIM cards for different countries. Shipznet is also a reliable back-up if satellite connections fail. One of the benefits is that Shipznet can be used within 20 nautical miles off shore, said JR Shipping’s information and communications technology engineer Fabian Klok. He said the ship operator had seen rising costs and low connectivity issues in the past. “We tried to improve the connectivity on board with our own solutions. Some years ago we set up a self-configured mobile network, router and a SIM card supplied by a Dutch provider,” he explained. “This worked fine as long as the vessels stayed in the European area covered by the contract. But when the crew used the internet in countries like Russia, the bill was more than €10,000 at the end of the month.” JR Shipping had a Globe Wireless Globe iFusion server and an FB250 satellite system. To cut costs it replaced these with an Iridium Pilot solution and deployed Shipznet. The Shipznet hardware consists of an antenna, an above-deck unit and a below-deck module that can all be easily installed by the crew. The below-deck unit comes with eight Ethernet local area network ports and the power supply for the above-deck unit. Both units are connected by a standard coaxial cable up to 50m long. JR Shipping also installed access points that help to improve the WiFi availability around the ships. “When the ships are in range of 3G networks, we can send a lot of traffic over the mobile network instead of the expensive satellite link,” said Mr Klok. “Because of this we decided to use a slower satellite system [Iridium Pilot] to replace the FB250 system, in order to reduce the satellite costs. The satellite volume decreased from over 100MB to less than 75MB, which can save a lot of money.” Tailored software from Shipznet makes sure that no wrong mobile network will be used in areas with country borders. Flexible tariff rates help to keep the cost structure transparent at all times. The crew can connect their personal devices such as smartphones, tablets or laptops to the network. “Vouchers are prepared by Shipznet on a monthly basis and are given to the crew,” said Mr Klok. “If the allowance is used up, it can be recharged conveniently by the company or the master, without having to search for a local provider for prepaid SIM cards,” he added. MEC

Marine Electronics & Communications | August/September 2016

Shipznet includes an antenna that connects to 3G mobile networks in port (credit: bobz)

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BRIDGE SYSTEMS | 21

JRC gains INS approval for integrated bridge JRC and Raytheon Anschütz have Integrated Navigation System type-approval for bridge systems that will be presented at SMM in Hamburg in September

JRC and Alphatron presented a five-screen integrated bridge at the Posidonia exhibition in Athens in June

apan Radio Co ( JRC) has received approval from class society DNV GL for its latest bridge system. It has gained Integrated Navigation System (INS) type approval for its multifunction workstations, which means that the flexible system exceeds the new IMO performance standard that is within Maritime Safety Committee (MSC) resolution MSC.252(83). It also means JRC’s integrated bridge can be expanded to meet the highest class notations, such as Naut-

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OC or Naut-OSV for offshore support vessels. JRC said the bridge system provides alert management to improve the situational awareness of bridge teams. This function categorises alerts according to their priority. It also synchronises radar targets within task stations. The alert management should reduce the number of distractions on the vessel’s bridge, enabling officers to focus on planning, monitoring and controlling safe navigation practices. The system is composed of

five multifunctional workstations in the JMR-9200 and JAN9200 series for task control between radar, ecdis and conning operations. The workstations are fully integrated as networkbased navigation systems, and are capable of managing the assigned functions simultaneously. All of the functions are accessible to the navigator through a single operator action. Within the system is an integrity monitoring function which evaluates inputs from a number of sources to ensure they are correct and timely and

that they provide unambiguous information to the operator. Improved situational awareness is achieved by prioritising and synchronising radar targets within task stations. These are detected by advanced radar transceivers, including the solid-state S-band. Because they are prioritised and synchronised, they do not overload the operator. JRC and its strategic partner Alphatron Marine will reveal their latest bridge systems at the SMM exhibition in Hamburg in September. Together they have

Marine Electronics & Communications | August/September 2016

22 | BRIDGE SYSTEMS

introduced second generation bridge designs for various vessel and ship types. Among these is the AlphaBridge Premium five-screen integrated bridge for commercial ships, and a second generation tugboat bridge that includes enhancements that improve the ergonomics of the working area. Alphatron has received 10 orders so far for its INScertified premium bridges, of which six are for a patrol vessel series for the coastguard operating in Trinidad & Tobago. Two are for gas carriers ordered by Anthony Veder, and another is for a transport vessel for Siemens windfarm construction work. One more order is for a new general cargo ship concept for Royal Wagenborg. Raytheon Anschütz’s Synapsis NX integrated bridge system is also typeapproved according to the INS performance and test standards. It uses an advanced network infrastructure to make radar video, sensor data and ecdis available in a redundant and integrated navigation network. Synapsis NX has new features for touchscreen operations, improved integration and consistent operating interfaces within the bridge controls and workstation displays. Raytheon Anschütz has also introduced SynGuard, a versatile display that supports situation analysis and decision making. SynGuard can be used for automatic monitoring of the ship’s surroundings, including the integration of camera systems, and the identification and classification of other ships and objects. It can also be used for the definition and monitoring of certain alarms, prohibited zones or the exchange of information with other vessels at sea. Also at SMM, Raytheon Anschütz will present the latest in heading and radar sensor technology, including the new Standard 30MF gyrocompass and the NautoScan NX network radar.

Norway-based Navtor has launched a new passage planning module for its NavStation software, which helps navigators create the required documentation while planning vessel voyages. This should improve vessel administration by automatically logging the necessary passage information into the plan as a voyage is mapped out on the digital chart table. It has formulae for different vessels to ensure all relevant details are captured. The plan document can be presented to port state authorities and other relevant organisations. This should simplify tasks for navigators and enhance ship efficiency, said Navtor chief executive Tor Svanes. “Until now, passage planning has been done manually, with the emphasis on the navigator to input all the necessary correct data,” he said. “This takes that entire burden off their hands, digitalising the process and ensuring safety through automatic checks that help reduce the chance of human error. It saves significant manhours per vessel, which adds up to time-cost efficiencies for owners. It is also another step forward to realising the huge potential of e-navigation.” Holland America Line has completed refits of bridges on two of its cruise ships as part of a fleet renewal campaign. Radio Holland refitted bridges on Oosterdam and Prinsendam with new equipment from Furuno Electric. It worked on Oosterdam in Palermo in Sicily and on Prinsendam in Freeport, Grand Bahama, in May. Radio Holland has also picked up bridge maintenance and service contracts this year. This includes a 10-year contract to maintain bridge and communications on ALP Maritime Services fleet of anchor handling tugs and Petroleum Geo-Services’ fleet of seismic survey vessels and China Navigation Co's fleet of 35 dry cargo and heavylift vessels.

Marine Electronics & Communications | August/September 2016

AMI unveils new voyage data recorder

X-VDR includes display, float-free and fixed capsules

AMI Marine has developed a new voyage data recorder (VDR) series that enables full voyage analysis through data replay functions. The X-VDR not only meets the new IMO performance regulations but also offers greater flexibility, functionality and features to the end-user. The X-VDR is in compliance with IMO’s Maritime Safety Committee (MSC) resolution MSC.333(90), which sets performance standards and was enforced from 1 July 2014. It also has built-in redundancy with back-up imaging of the operating system, said AMI director Martin Cox. “X-VDR has real-time back-up of the longterm recording medium (LTRM), to ensure maximum operational reliability,” he explained. All configuration files are backed up to the LTRM. X-VDR also has float-free and fixed capsules for fast and effective service calls. Both capsules will record VDR data for a minimum of 48 hours, meeting MSC.333 (90) requirements. AMI has included additional functions in the new VDR. “The real-time continuous health check, which continuously monitors the VDR, will raise an alert in the case of any event, and a full manual health check can be activated on demand,” said Mr Cox. “X-VDR operates on newly-developed playback software, which enables full voyage analysis and data replay. This AMI software has been designed with the user in mind, making it fast, simple and effective to operate.” There is a single data and power cable between the main electronics unit and the X-series interfaces, which enables operators to daisy chain multiple interfaces to further reduce installation costs. “This allows flexibility for the addition of equipment that may require connection to the VDR to meet future IMO requirements,” said Mr Cox. X-VDR runs with the new IEC61162-450 network protocol, which is applicable to the collection, storage and playback of important data from the connected radar and ecdis. “The recorded image is broken down into packets, which are sent over the network as one of 200, then two of 200 and so forth,” Mr Cox explained. “The packets are received, assembled and then checked on arrival to ensure none have been missed. If any have been missed, a message is sent back over the network requesting the missing data be re-sent. This ensures that the correct number of packets are received and easily assembled.” MEC

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CYBER SECURITY | 25

Cyber incidents are more prevalent than expected Potential attack sources and the latest mitigation solutions were discussed at Riviera Maritime Media’s Maritime Cyber Risk Management Summit

early half of all seafarers have worked on vessels that have been compromised by a cyber incident. However, around 90 per cent of crew have not been trained in any form of cyber security. These were two of the striking facts that delegates were told at Riviera Maritime Media’s Maritime Cyber Risk Management Summit in London. This was held in June, in association with law firm Norton Rose Fulbright. Inmarsat vice president for applications sales Gert-Jan Panken highlighted the fact that 43 per cent of crew said they had served on a vessel that had been a victim of some form of cyber incident. This could include malware insertion, digital virus attack, or software updating issues. He added that as many as 95 per cent of cyber breaches are human-related. Yet only 10 per cent of crew that were surveyed had received some form of cyber security training. It is increasingly clear that seafarers and service engineers could be accidental conduits for malware and virus intrusions on ship networks, through the use of USB

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memory drives. But there are other sources of cyber risk. Robert Hone, lecturer in nautical studies at Plymouth University, said cyber attacks could come through the Automatic Identification System (AIS), GPS, and inputs to ecdis. “There is so much information within AIS, such as vessel name, course, cargo and destination. Hackers can use this data, or create ghost vessels, alter ship courses or impersonate vessels,” Capt Hone said. “Ecdis is the soft underbelly of ship bridges. It is vulnerable, as electronic navigational chart update data can be corrupted, while GPS can be jammed or spoofed to create false ship positions.” Many ecdis units have computers that have a Microsoft operating system and USB port, which means that some seafarers are using it for non-navigation applications, such as viewing images or watching videos. This can lead to malware being loaded onto ecdis and then to any linked ship network. The technical trends in shipping will create more exposure to cyber risks. Capt

Robert Hone (Plymouth University): Cyber attacks could come through the AIS, GPS, and inputs to ecdis

Marine Electronics & Communications | August/September 2016

26 | CYBER SECURITY

Hone said e-navigation, the emergence of open source cloud computing and the Internet of Things are opening shipping to more risks. “There are myriad attack sources, strategies and outcomes. Onboard ship systems are increasingly linked to the internet, which means they are vulnerable,” he said. DNV GL principal specialist Mate Csorba said cyber attacks could come through the ship’s satellite connection or in-port WiFi, or through contractors providing remote monitoring services. Malware could also come from engineers updating shipboard system software. He agreed that the Internet of Things was putting more vessels and onboard systems, such as dynamic positioning and ship automation, at cyber risk. For example, cyber attacks are prevalent in the offshore oil and gas industry. Mr Csorba said there had been more than 50 cyber security attacks detected in the Norwegian oil and gas industry in 2015.

Mate Csorba (DNV GL): Malware could be accidently loaded by engineers updating shipboard system software

Some of the threats to shipping will be from the increasing use of devices and systems that have IP addresses. Pen Test Partners cyber security expert Ken Munro explained how easy it would be for hackers to retrieve information from IP-enabled devices. His company finds bugs in IP-enabled toasters, fridges,

cars and even doorbells to highlight their vulnerability to hacking. “We have found bugs in IP-enabled devices where basic security practices were not followed,” he said. “The Internet of Things has led to an increase in the attack surface. Hackers can use WiFi chipsets to retrieve network keys and then get website and email passwords.”

He advises ship operators to use encryption, digital signage and firewalls, to have fail-safes and to ensure people cannot create their own user names. Mr Csorba recommended that shipowners do cyber risk assessments, while Capt Hone advised owners to invest in seafarer cyber training. The summit looked at the solutions, including firewalls and antivirus programs. Waterfall Security Solutions co-founder and chief executive Lior Frenkel introduced the advantages of secure unidirectional gateways. He said these gateways allowed data to be transmitted from ships to shore for analysis and diagnostics through a fully protected system. Norton Rose Fulbright partner Ffion Flockhart explained how the EU’s General Data Protection Regulation and Network and Information Security Directive would affect shipping companies and their reaction to a cyber breach.

MEC comment – Shipping is not ready for cyber attacks The shipping industry is unprepared for any serious or lengthy cyber attack. Shipowners, operators and managers may feel they are ready for malware infections on their ships because they employ antivirus software. But they would not be prepared for a well thought out attack from a relentless hacker. Delegates at the Maritime Cyber Risk Management Summit said they did not think the shipping industry understood the extent of the threats it could face. Around three-quarters of delegates agreed that the industry was not prepared for a comprehensive cyber attack. They voted during an interactive session where PA Consulting security expert Andrew Wadsworth went through the five stages of a cyber attack. Although some delegates felt an intrusion could be contained, the deeper the violation went, the harder they felt this would be. It was eye-opening to consider how a strong-willed hacker could infiltrate a shipping company to reach their objective – to command some aspect of a ship system or onboard equipment. Mr Wadsworth said the first stage of an attack is gathering information on the company and who works within it. Hackers learn the vulnerabilities and begin to get a general picture of where to focus an infiltration. The second stage is targeting individuals to engineer a benign

Marine Electronics & Communications | August/September 2016

route into a company’s network. The third stage uses this initial approach to install malware on a company’s network that can capture IP addresses, user names and passwords, and get through company firewalls. The fourth stage is where the hacker can begin to do serious damage to a shipping company’s network. If the ultimate goal is to penetrate further than this, then the hacker can retrieve more user information and credentials ready for the final assault. This fifth stage could involve targeting a ship’s network, through the firewalls, without any impediment as the move comes from within the company’s network. Once on the ship network, the hacker could access navigation, automation or dynamic positioning systems. If this seems unlikely or exaggerated – think again! In an actual case in the second half of 2015, a hacker reached the control systems of a remotely operated vehicle (ROV) on an offshore support vessel. The hacker was able to send a command to the ROV, telling it to ignore any other commands from the onboard controllers. The ROV stopped working and sank to the sea bed, resulting in a US$500,000 salvage operation. The vessel owner had not detected any intrusion and was not prepared for the aftermath. The company is not alone as the majority of shipping companies would be unaware of any hacking of this nature. MEC

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28 | CYBER SECURITY

IS SHIPPING PREPARED DNV GL principal specialist Mate Csorba conducted a survey of delegates at Rivieraâ&#x20AC;&#x2122;s Maritime

Cyber Risk Management Summit in London in June. During his presentation he said the increasing trend of adopting the Internet of Things (IoT) on vessels, for example inside dynamic positioning systems and ship networks, was raising the threat of cyber incidents. The use of IP-enabled devices and software updates multiplies the times malware could be introduced to ship systems. Mr Csorba said the majority of cyber incidents were unintentional malware intrusions or device failures. In the survey, he asked whether shipping companies and personnel were aware of the cyber attack threats. Here is a representation of the answers to his questions.

Q1: Are navigation, maintenance and propulsion networks connected to the internet?

44% No

56% Yes 22% No 78% Yes

Q2: Is it possible to connect to

navigation, maintenance and propulsion networks via a USB port?

Q3:

Does the vessel have a WiFi network?

23% No 77% Yes 38% No

Q4:

Have the vesselsâ&#x20AC;&#x2122; information systems undergone a risk analysis?

62% Yes

CYBER SECURITY | 29

FOR CYBER INCIDENTS? 25% No 75% Yes

Q5: Are updates downloaded from

software developersâ&#x20AC;&#x2122; official websites?

Q6: Do ship information systems

undergo remote maintenance?

42% No

58% Yes

What are the attack vectors of cyber security threats and incidents? Unintentional

Intentional

9.4% 10.6%

hackers & terrorists

insiders

(Credit: Repository of Industrial Security Incidents/DNV GL)

Research: Martyn Wingrove; Graphic: Ram Mahbubani ÂŠ Marine Electronics & Communications, July 2016

11.2%

human error

30.4%

malware

38.4%

device or software failure

30 | AUTOMATION & CONTROL

AUTONOMY LEVELS AL0 no autonomous functions. All operations are manual

AL1

CREATING CLASS PROCEDURES FOR AUTONOMOUS SHIPPING

on-ship decision support. Data will be available to crew

AL2 off-ship decision support. Shore monitoring

Lloyd’s Register has published guidance for designing and classifying ships with different levels of autonomy and remote control

AL3 Active human -in-the-loop. Semiautonomous ship. Crew can intervene

AL4 Human-inthe-loop. Ship operates autonomously with human supervision

AL5 Fully autonomous ship. There is a means of human control

AL6 Fully autonomous ship that has no need for any human intervention

loyd’s Register (LR) has introduced procedures that would be needed to classify an autonomous ship. It has set out what is required in the ShipRight design assessment procedure guide, as the shipping industry is developing more automation and decision support systems. LR head of innovation, strategy and research Luis Benito said this guidance would help make autonomous shipping a practical reality. LR has proposed six autonomy levels (ALs) for shipping to provide clarity to shipping stakeholders about the specific requirements of different automation strategies. These range from AL1 for ships with data collated for onboard decision making, through to AL6 which denotes a fully autonomous ship with no access required during a mission. These should help designers, shipbuilders, equipment manufacturers, shipowners and operators to accurately specify the desired level of autonomy in design and operations. “Clients will need to decide what level of autonomy they want to operate at, as these are complex projects,” said Mr Benito. “Ships do not have to be fully autonomous, but the AL needs to be decided at the design stage, and all the stakeholders need to be working

Marine Electronics & Communications | August/September 2016

together.” On AL1 and AL2 ships, all actions on the vessels are taken by a human operator, but a decision support tool would be present and information could be delivered from shore. An AL3 ship would have a human in the loop for all operational decisions and actions. The human would be able to intercede and over-ride autonomous operations. An AL4 ship would be similar, but the human is only a supervisor with no control over operations. The AL5 and AL6 ships are fully autonomous, where decisions are actioned by the system with no human supervision. LR’s procedure takes the user from identifying the initial business need for autonomous levels to a ‘systems classed’ status of a design and an operating ship. “We have described and delivered the levels required to make decisions that enable the design, construction and operation of autonomous ships to take place,” Mr Benito explained. “The levels provide a procedure to address the safety and practical issues required to meet classification, regulatory and market drivers.” He added: “We are working with clients to create the new generation of cyber ship safety, security and maintenance monitoring and performance guidance that will help secure improved performance

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AUTOMATION & CONTROL | 31

and return on investment. Autonomy is one of the cyber shipping opportunities.” Other aspects of autonomous ship classification would include risk-based design, human-system interfaces, networks and communications, and integration of software-intensive systems, as well as the assessment of data assurance, configuration management and cyber security. Mr Benito continued: “If the ship is a system-of-systems then it will be ruled by software, while artificial intelligence can be included so systems can learn from experience.” Software would be regularly updated, so ongoing classification may need to be considered. Mr Benito said that a configuration management assessment would be needed for any major software updates. Some existing ships could be considered for AL1 and AL2 status. Mr Benito said LR was working with some of its clients to consider providing these as notations for ships. “Technology is ready for autonomous ships,” he said. “But it is likely to be a long time before we get to AL6. In the meantime, we need to gain confidence in the results of analytics so this needs to be validated. If ships are going to be working with a high degree of autonomy, then we need to select the right attributes from the data that preserves maritime safety.” LR puts a lot of emphasis on designing the human-systems interface correctly. It expects autonomous ship architecture to continue to follow human-centred design principles. Equipment design would need to take into account the changed expectations that are placed on the user, so they can operate the system safely, maintain security and diagnose issues and faults. The role of seafarers would need to be considered and training provided as their responsibilities change. The cumulative effect of all the changes towards autonomous operations on the seafarer and on shore staff would also need to be considered to ensure there are no changes in performance, situational awareness and security. Alert management would be an important requirement for autonomous ships. Someone would need to monitor systems to ensure that critical faults and failures are detected and appropriate actions are instigated. Ship connectivity and networks are vital for remote monitoring and operation of autonomous ships. The infrastructure must be provided for secure communications with enough

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LR’S FRAMEWORK FOR ACCEPTANCE OF CYBER-ENABLED SYSTEMS

Design concept with smart ship capabilities

Assessment of risk based design process

Network and comms considerations

Humansystem considerations

Choice of autonomy level

AL1/AL2 decision report

AL3/AL4 human loop

AL5/AL6 fully autonomous

ISIS assessment

Data assurance assessment

Configuration management assessment

System security assessment

bandwidth for data transmissions in both directions. Designers should consider separating connectivity networks for bridge and engineroom systems and evaluate how vulnerable the connectivity and networks are to cyber threats. An integrated software-intensive system (ISIS) assessment would also be required to ensure there is no impact on ship performance, efficiency or safety. There should be levels of control and protection, as well as interfaces, even during an incident or failure. Designers should also conduct data assurance assessments to ensure information integrity is maintained. Data should be available, authenticated, confidential and secure. How the data is stored and communicated should be verified. The final validation process should be a wholesystem security assessment that considers all the threats. LR expects to update these procedures following more industry discussions at the end of this year. Rival class society DNV GL is working with Rolls-Royce, Inmarsat, Napa and Deltamarin, as well as a number of Finnish universities, to develop autonomous shipping. The Advanced Autonomous Waterborne Applications (AAWA) initiative is exploring the viability of using shore centres to remotely manage and control autonomous ships. It is working on the business case for autonomous applications, and the safety and security implications of designing and operating remotely operated ships. AAWA is also considering the legal and regulatory dimensions, as well as the existence and readiness of a supplier network to deliver commercially applicable products for ship autonomy. The project also has the support of shipowners and operators. For example, the testing of sensor arrays is being carried out aboard Finferries’ 65m double-ended ferry Stella, which operates between Korpo and Houtskär in Finland. ESL Shipping is helping explore the implications of remote and autonomous ships for the shortsea cargo sector. Rolls-Royce vice president of marine innovation Oskar Levander said the technologies that are needed to make remote and autonomous ships a reality already exist. “AAWA has created a simulated autonomous ship control system that enables the behaviour of the complete communication system to be explored,” he said. “We will see a remote controlled ship in commercial use by the end of the decade.” MEC

Marine Electronics & Communications | August/September 2016

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CONDITION-BASED MAINTENANCE | 33

Exmar Ship Management is using CBM to reduce the risk of downtime on its LNG carriers (credit: Exmar)

EXMAR UPGRADES CBM ON GAS CARRIERS E

xmar Ship Management (ESM) is upgrading its condition-based maintenance (CBM) systems on liquefied natural gas (LNG) and liquefied petroleum gas (LPG) carriers. The Belgiumheadquartered operator is developing different methods to predict when components and equipment need to be replaced on the ships it manages. It initially introduced CBM across its fleet of 10 LNG carriers and floating storage and regasification units (FSRUs) in 2013 and 2014. It is now deploying this across the rest of the LNG and LPG carrier fleet to cover all aspects of vessel operations. According to ESM maintenance manager Danielle Lammens, this will “add a new dimension to CBM in terms of monitoring additional elements of equipment, such as temperature and

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pressure, to establish the root causes.” This involves monitoring all system components, testing of fuel and lubrication oils and using thermographic imaging. To gather all this additional data, ESM has been developing a completely new maintenance IT system that will allow it to predict more effectively when components or equipment need overhauling or replacing. ESM technical superintendent Kjell Wouters said that equipment monitoring minimised the number of unnecessary overhauls, which saved time and money. “It has also allowed our crew to focus on improving operations for our clients in other areas on board,” he told sister publication LNG World Shipping. “By monitoring the equipment in this way, we have also prevented many failures – for example by fixing a loose coupling

or bearing before it breaks down.” One of ESM’s biggest challenges in initiating the CBM programme was to get the crew to accept it. “With so many years of experience on board these LNG vessels, our seafarers were accustomed to resolving technical issues that they had detected using sound, temperature change or changes in the vessel’s ope rational behaviour,” Mr Wouters said. “We were able to demonstrate that analysing and measuring the data would benefit everyone, and this was thanks in part to the supplier, which made no errors during the two-year rollout in identifying whether or not to repair or replace a piece of equipment. This helped us to convince our engineers that we could save them time – using facts rather than arguments.” MEC

Marine Electronics & Communications | August/September 2016

34 | CONDITION-BASED MAINTENANCE

New condition monitoring and remote engineering technology

hipowners and managers are able to deploy different levels of CBM, from just monitoring key equipment condition parameters, such as vibration and temperature, to using suites of onboard sensors to drive maintenance programmes. For example, SKF Marine has introduced a new condition monitoring kit that enables ship operators to extend the life of machinery and components. SKF Marine chief executive Martin Johannsmann said the Swedish company was heading towards more condition monitoring and predictive maintenance of onboard equipment. “We have developed new software for condition monitoring and predictive maintenance that is running on our recently developed cloud solution,” he said. “We are a front runner for condition-based maintenance and performance monitoring. The maritime industry is ready to do this.” He expects that SKF will open a dedicated fleet support centre once the shipping industry has a critical mass in the use of online CBM to maintain the health of critical components on vessels. His colleague, marine business development manager Anders Welin, explained that the system will help owners optimise maintenance. “People that adopt CBM optimise crew tasks, reduce the risk of failure and lower maintenance costs,” he said. With SKF’s kit, handheld devices read sensors, and data is uploaded to the cloud, enabling several

SKF has developed a condition monitoring kit for extending equipment life

users to access the data. SKF can compare the performance of machinery against its own models to identify whether its condition indicates any problems. “We have several models for thrusters, for example. We can monitor their condition and alert owners if there are bearing defects,” said Mr Welin. “We can tell customers that the bearing needs maintenance or lubricating, or retrofitting.” SKF has class approval from ABS and Lloyd’s Register for its CBM kit. “This means CBM can define the maintenance based on original equipment manufacturer advice, and the results will be accepted by class.” Alphatron Marine and Setel PowerLine have combined forces to offer remote condition monitoring and engineer support technology. They will co-operate in linking Alphatron’s AlphaEye personnel camera system with Setel PowerLine’s IP network. This means the camera can go virtually anywhere on the vessel without losing the connection to the ship’s satellite communications. AlphaEye is a service communications tool that links crew with onshore engineers with live audio and visual contact. It can connect to a vessel’s VSAT, or to a dedicated connection to 3G or 4G mobile phone networks, via a vessel’s WiFi system. By using Setel PowerLine’s IP network, the video and audio can be streamed using the existing electrical infrastructure on a vessel. This removes the need for complex and expensive industrial Ethernet recabling programmes. The video and audio can go directly to an expert in the Alphatron Marine office or helpdesk from business partners. It enables onshore engineers to conduct error analysis and problem solving of issues that crew are facing in real-time. The remote support makes adjusting or replacing components easier, while necessary parts can be identified, ordered and despatched to be ready in the next port of call. Wärtsilä has extended its Genius solutions by adding an offline vibration analysis service that monitors the health of propulsion and other rotating equipment. It has also expanded the engine efficiency monitoring service to include dual-fuel engines. Wärtsilä has also updated its CBM service to enable daily

Marine Electronics & Communications | August/September 2016

follow-up of equipment condition. This will enable Wärtsilä to take a more proactive role in supporting shipowners’ businesses. The offline vibration service analyses data from onboard equipment to determine its condition and possible maintenance requirements. Component defects, alignment issues and balance problems can be detected and remedied before they have a chance to cause major damage. The CBM support includes follow-up of key operational data in addition to the monthly reporting. It provides essential data and insight into the state of the equipment, and includes expert recommendations for the optimisation of maintenance intervals. Wärtsilä provides its Genius solutions to Prosafe’s fleet of offshore accommodation rigs, Bonny Gas Transport’s LNG carriers and Ensco’s drilling rigs. Gill Sensors & Controls has introduced a new sensor technology that provides health data for gearbox and transmission systems. It has added 4,212 industrial and standard oil condition monitoring sensors to the GS Condition range. These provide continuous real-time monitoring of ferrous wear and particles in oil. The sensors are are for vessel gearbox and transmission systems and wind turbine gearboxes. They have three output channels to measure the common modes of machinery failure – ferrous wear, water contamination and oil presence. They therefore provide an early warning sign of potential catastrophic breakdown. This enables engineers to conduct planned investigation and repairs to components before a costly breakdown occurs. Capital Ship Management Corp has collaborated with class society ABS to develop the ABS Smart Bearing condition monitoring system, which has been installed on the propulsion shafting of 2006-built chemical and product tanker Agisilaos. Sensors were installed on the bearing pedestal and housing to measure the force exerted by the main propulsion shafting system on the bearings. This converts the pedestal into a permanently installed weighing machine which provides the earliest possible indication of a potential shaft misalignment. This could be from an overloaded or under loaded bearing or an excessive misalignment angle of the shaft. MEC

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TRAINING SIMULATION | 37

SHIP CRASH HIGHLIGHTS NEED FOR TEAM TRAINING

Poor levels of team work on the bridge of cruise ship Hamburg were a contributing factor in its grounding off Scotland in May 2015

ABOVE: Hamburg struck rocks off Tobermory, Scotland in May 2015

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he need for more and better bridge team training was highlighted by the grounding of passenger ship Hamburg off Scotland. The a report about the accident, the UKâ&#x20AC;&#x2122;s Marine Accident Investigation Branch highlighted how the lack of training and navigation skills resulted in the cruise ship striking rocks in the Sound of Mull, near Tobermory on the west coast. The 1997-built cruise ship grounded on New Rocks shoal as the bridge personnel were sailing from Dublin to Tobermory on 11 May 2015. The DNV GL-classed and Bahamas-registered ship sustained damage to the port propeller, shaft and rudder that reduced them to unserviceable levels. The 144m vessel was under the technical management of V.Ships at the time of the accident. The MAIB said there were a number of contributing factors to the Hamburg grounding. Among these were the breakdown in communications between bridge personnel and the officer of the watch not using the installed ecdis. The master and officer of the watch relied on a cadet for ship positioning and passage planning on paper charts. The MAIB said the cadetâ&#x20AC;&#x2122;s chart work was substandard and the master did not demand high enough standards of navigation practices from his officers. The investigators also said the bridge personnel were not trained to operate as an effective team, which meant they were unable to respond effectively to the challenges. As a result of this accident, Hamburg was taken out of service for repairs in Belfast, the master was prosecuted and fined by the Maritime and Coastguard Agency and VShips had to invest in complete bridge team training across its fleet. V.Ships insisted

Marine Electronics & Communications | August/September 2016

38 | TRAINING SIMULATION

that Hamburg’s master and deck officers attend human element training, and that bridge team management training was completed on board the vessel prior to it returning to service. Additional bridge team management training was carried out on board all V.Ships’ managed vessels, according to the MAIB. V.Ships also updated bridge manning levels at critical navigation periods, and reviewed ecdis procedures within the safety management documentation, specifically in the use of the look-ahead function. V.Ships commeted on the findings: “V.Ships conducted a full investigation in cooperation with the Bahamas Maritime Authority and the UK Marine Accident Investigation Branch following the incident. The need to follow communications procedures with office based shore staff in an emergency and adhere to bridge management protocols were identified for further emphasis and promptly addressed.” Bridge system and team training are clearly vital for safe navigation. The best method of providing this training is through full mission simulators, as this allows teams to be tested in challenging scenarios. Transas is one of the main suppliers of full mission bridge simulators for human element and team training. According to Transas chief executive Frank Coles, simulators are important for teaching safe navigation and operations. The next step for this technology is the development of simulators that use augmented reality (AR) technology and 3D screens to simulate these scenarios in more detail. “The next stage is using AR for decision making and support,” he told Marine Electronics & Communications. “It is using simulators for testing and simulating scenarios that seafarers could encounter. They provide the ability to take live situations and train people in how to deal with them – for example, testing out approaches and operation in new ports. We also use 3D in some simulators," such as its latest azimuth stern drive tug simulators.

Transas simulators in Glasgow are used for teaching bridge operations

Transas is also developing online training and desktop systems that enable seafarers to be trained on ships and in academies. “We are developing the ability to provide online content and training programs that can be shared between academies,” Mr Coles explained. “We will be providing the ‘shopping channel’ of training content, so the schools can improve their offerings and expertise can be shared. We have more than 500 ship models and these will be made available. We are creating a community of training and experts.” Mr Coles has seen some large shipowners and major shipmanagement companies investing in training simulators instead of using the facilities that are available in academies. “Shipowners are training their own seafarers because they do not always get what they want from academies,” he commented Transas has installed an advanced ship simulator suite in the City of Glasgow College, in the UK. These included a full mission engineroom simulator and four simulator labs for studying electronic navigation systems, as well as a liquid cargo handling and vessel dynamic positioning simulator. A 360-degrees full mission bridge simulator and four other ship handling trainers that have 135 degrees of visualisation have also been supplied. “The simulations allow our students to have a highly realistic experience of operations within a wide range of ship types,” said City of Glasgow College project director Iain Marley. MEC

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CONTAINER SHIPS | 41

ADVENT OF THE AUTOMATED CONTAINER PORT Container ports are harnessing autonomous technology, while the race to deploy automation systems is gathering pace by Selwyn Parker

rom early 2017, terminal operator PSA Group will deploy an unmanned aerial vehicle (UAV) equipped with a high resolution camera to undertake inspections for cracks and other weaknesses in cranes. One of a wide range of remotely operated technologies that PSA is progressively adopting, the UAV will carry a 42-megapixel camera that uses intelligent image video analytics and thermal imaging. Trained inspectors will control the UAV. The airborne device is intended primarily to make inspections safer because it can carry them out at the highest points of the crane. It is also a time-saving investment. According to PSA’s head of engineering Nelson Quek, the technology will reduce, by nearly one and a half days, the 14 man-days it takes each year to thoroughly inspect a quay crane. While UAVs will play a growing role in the increasingly automated port, a whole new breed of automated guided vehicles (AGVs) are being deployed almost as fast as they can be produced. The AGVs transport containers between the quayside and the container yard without human drivers. Until now AGVs have been hybrid-powered, but fully

electric units are coming on stream with the aid of the latest navigation systems. Finland’s Cargotec CHS Asia Pacific, France’s Gaussin Manugistique and Japan’s Toyota Industries Corp have full orderbooks for their battery-driven AGVs. The technology-hungry PSA for example, has just ordered 22 fully electric AGVs to add to its 10 hybrids. Electric power is also used by the ports on a bigger scale. By the end of 2016 Associated British Ports (ABP) will have two Terex Corpmanufactured electric portal harbour cranes at its terminal in Immingham in the UK. Fed by the port’s own grid, these Gottwald models are capable of hoisting 100 tonnes at a speed of 140m a minute. According to ABP, they will be the biggest mobile cranes at

work in any British port. The race to automation is gathering pace, especially in container handling. For example, the latest version of Navis’ N4 terminal operating systems uses the company’s Prime Route software to optimise the movement of all the technology on the ground. As well as stacking cranes, guided vehicles and dronelike tools, ports are steadily introducing automated shuttle carriers, straddles and other kinds of gantry cranes that respond to systems such as Prime Route. Navis’ other product, Expert Decking, helps operators plan yard operations, and Autostow produces stowage plans for container ships. In the future, Singapore’s PSA expects breakthroughs from its S$100 million (US$74 million) technology

PSA uses automated rail-mounted gantry cranes at its terminal in Singapore

investment programme, which includes a S$20 million venture capital arm that is investing in start-ups that are expected to develop a whole range of new logistics and engineering solutions. By bankrolling these fledgling firms, the ports operator hopes to harness cloud-based technologies, data analytics, and artificial intelligence in a fusion of information and communications technologies. The company expects robot technology to come next. PSA will install robots in specially provided facilities in a live port environment, at Pasir Panjang terminal in Singapore. As these technologies develop, they will be deployed in PSA’s flagship operations in Singapore and Antwerp, Belgium. The technology will be extended when Singapore’s Tuas terminal opens in the next decade. making it a working laboratory for unmanned technologies. With an annual capacity of 65 million teu, Tuas terminal's scale of operations will make it the largest port in the world. And it may be the first to be fully automated. MEC

42 | SHIP OPTIMISATION & FLEET MANAGEMENT

Owners cut fuel costs

by 10 per cent K Line has developed the K-IMS vessel performance management program, and is using a ClassNK machinery monitoring and automatic diagnostics system

K BELOW: K Line’s K-IMS integrated vessel operation and performance management system

Line Group and Kawasaki Heavy Industries have jointly developed an integrated vessel operation and performance management system. K Line expects that the K-IMS will improve navigation safety and reduce fuel costs, while improving the efficiency of vessel operations and

management. The K-IMS is based on K Line’s existing ship performance analysis system (SPAS), engine plant monitor (EP-Monitor) and an optimum navigation system. SPAS is an electrical log and vessel performance analyser, while the EP-Monitor is able to collect and observe operation data. The K-IMS collects data

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Marine Electronics & Communications | August/September 2016

Performance analysis system

from different onboard systems, including navigation and engineroom equipment. It then integrates this to provide a full vessel performance monitoring service. This enables K Line to utilise real-time operational data from vessels, and integrate this into a mutual system. It enables the Japanese shipowner to support vessel operations and manage ship performance. This is achieved by taking real-time vessel operating conditions, optimum safety route selection, and the latest vessel performance data. K Line said there were various functions, including observing the operating condition of vessels, analysing the performance of vessels, and deciding the safest and lowest cost route, based on the analysis results and weather information. K Line manages K-IMS in a cloud system, which means it can be shared between different operations teams, shipmanagement companies and the vessels themselves. In another innovation, K Line’s Singapore-based shipmanagement arm is using ClassNK Consulting Service’s machinery condition monitoring and automatic diagnostics system. The CMAXS LC-A program was installed on one of its container vessels, and was the first commercial application of the software. This followed a successful trial of the software in 2014. During that test, the shipmanager achieved fuel and lubricating oil savings of 200 tonnes a year. The trial was part of a joint research project carried out by ClassNK with Diesel United and a number of other partners. ClassNK CMAXS LC-A uses diagnosis algorithms to analyse multiple sensor data in the engineroom and detect early signs of machinery damage. The solution automatically shows the condition of a wide variety of machinery in real-

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SHIP OPTIMISATION & FLEET MANAGEMENT | 43

time, provides the relevant instructions and procedure manuals, and proposes the setting value for main engine optimum operation based on the result of the automatic condition diagnosis, without the need for remote shoreside support. CMAXS LC-A’s main engine optimum setting value function supports ship operators and shipmanagement companies by reducing fuel and lubricating oil costs while its troubleshooting function supports crew by preventing secondary damage and streamlining necessary repair and maintenance work. Sensor data and condition monitoring results obtained from CMAXS LC-A’s onboard system are stored on the cloud database managed by Ship Data Center, another subsidiary of ClassNK, and shared between the vessel and shipping company (Marine Electronics & Communications, June/July 2016). K Line has also used ClassNK-Napa Green in the past for fuel optimisation. According to Napa vice president Esa Henttinen, the service can reduce fuel costs by more than 10 per cent. “Fuel savings from trim optimisation can be 2-4 per cent, and optimising speed and route can save 6-8 per cent. Both owners and charterers can benefit from fuel savings,” he told MEC. “We have been doing data analytics to find new ways of utilising ship performance data. We have interfaces to onboard sensors, such as fuel flow meters, and we get information on speed and route,” he explained. “We take the ship data and store this in the cloud and do the computations in the cloud. We compress the data on board to minimise the file size, but we do not miss any data.” All of Napa’s processing is conducted in a cloudbased system, including computational fluid dynamics,

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DNV GL and Prisma Electronics agreed to co-operate to advance fleet performance management (credit: DNV GL)

which requires hundreds of computers for more rapid production. Napa has also been used to verify the potential of new marine technology, such as the use of Flettner rotors or new propellers on ships. “We monitor the performance before and after the addition to prove its performance,” said Mr Henttinen. “We can also do trim optimisation studies and verify the performance of hull coatings.” Class society ABS has launched software for tracking the performance of ships and offshore vessels. ABS Nautical Systems (NS) developed the vessel performance software to help owners improve efficiency, reduce operating costs, and facilitate emissions reporting and compliance. The NS Vessel Performance tool uses a shipspecific model and tracking of key performance indicators (KPIs). It supports shipping companies’ environmental compliance and reporting, including CO2 reporting requirements being introduced by the EU. The ship-specific model is based on a vessel’s design characteristics. The software predicts a vessel’s performance based on sea trial data to establish a baseline. Eastern Mediterranean

Maritime was one of the first to use the vessel performance tool to improve the overall efficiency of ships in its fleet. ABS Nautical Systems chief operating officer Stephen Schwarz said the software is evidence of the organisation’s innovative approach to vessel performance solutions. He added: “By uniting all the major aspects of performance management, informed by the understanding of vessel design, our solution provides the next generation of actionable insight and decision support with custom-designed visualisations of key performance indicators, and is backed by consultation with ABS experts at regular intervals.” Rival class society DNV GL has formed a partnership with Prisma Electronics to advance fleet performance management. This enables DNV GL’s ECO Insight portal to provide ship performance analytics based on Prisma’s Laros onboard data collection platform. They have been working together since the beginning of this year, and proved that the partnership works technically and operationally. “By working with a reliable remote condition monitoring supplier such as Prisma, we can provide shipping companies with a complete

overview of their fleet,” said DNV GL regional manager Ioannis Chiotopoulos. “The data provided by Prisma enables us to generate performance insights such as information about hull and engine degradation, benchmarks and market averages. There are no blind spots in our customer’s fleet performance management.” Prisma managing director Christos Giordamlis said: “Customers can manage their entire fleet based on unified and reliable information from any vessel’s system." The data is normalised and converted into key performance indicators for analytics and further study. DNV GL is deploying its ShipManager integrated fleet management software on a fleet of more than 40 bulk carriers, general cargo and multipurpose vessels operated by VertomBojen Bereederungs. Its implementation removes the problem of different software systems being deployed across the fleet. Singapore-based shipowner Berge Bulk has deployed Logimatic’s Sertica suite of fleet management tools on its fleet of 40 dry bulk carriers. It began deploying the software in January 2015 and to date has it on 34 of its vessels. It uses Sertica modules for maintenance, procurement, invoice management and workflow, as well as for health, safety, quality and environmental purposes. All this interfaces with Berge Bulk’s own financial systems. Before implementing Sertica, many different systems were used, including homemade systems in Microsoft Excel. Berge Bulk IT manager Amy Wahab said the Sertica software eliminated much of the paperwork and manual work that the shipowner had done previously. The system automatically synchronises information among the modules enabling staff to follow up and track changes. MEC

Marine Electronics & Communications | August/September 2016

44 | ICE OPERATIONS

FIRST CRUISE SHIP TO TAKE THE NORTHWEST PASSAGE

rystal Cruises’ Crystal Serenity will become the first cruise ship to sail through the Northwest Passage from Anchorage in Alaska to New York. To succeed with the planned passage through the Canadian Arctic, Crystal Cruises has installed ice navigation systems, including ice radar from Canada-based Rutter. It has also chartered Antarctic research vessel and ice breaker Ernest Shackleton from the UK Government’s British Antarctic Survey. The Canadian Arctic route became accessible to shipping for the first time in 2007. Since then, a small number of voyages have been successfully completed. Built in 2003, 68,000gt Crystal Serenity will be the first cruise ship to attempt the passage. Crystal Cruises expects the 1,500km voyage to take 32 days, starting on 16 August. If this is successful, then the vessel operator plans to conduct another voyage in 2017. Ernest Shackleton is an ICE 05 classed icebreaker. It will provide operational support to Crystal Serenity, including ice breaking assistance, and will carry additional safety equipment. Crystal president and chief executive Edie Rodriguez said the escort vessel

Crystal Serenity and escort vessel Ernest Shackleton are equipped with the latest ice navigation and radar systems for the 32-day Canadian Arctic voyage

would provide assistance in navigating through ice conditions to enhance the safety of the cruise ship’s voyage. It will carry two helicopters for ice reconnaissance and emergency support, plus robust ice navigation and communications equipment. Ernest Shackleton will also have supplementary damage control and oil pollution containment equipment. The expedition crew have experience in transiting the Northwest Passage and in the use of the emergency equipment carried on board. Crystal Cruises has fitted out Crystal

Crystal Serenity is sailing from Anchorage to New York City through the Canadian Arctic

Marine Electronics & Communications | August/September 2016

Serenity with the latest forward looking sonar, ice detection radar, ice searchlights and thermal imaging, as well as the Rutter ice navigation system. This will display near real-time satellite ice imagery and ice forecasts. The bridge team has also received additional ice navigation training at a simulator in St John’s in Newfoundland, Canada. During the voyage, there will be two Canadian ice pilots to assist the bridge team in managing the information provided by this additional equipment. The Rutter systems that have been installed are its Sigma S6 Small Target Surveillance (STS) and Ice Navigator systems. The Sigma S6 STS system will provide enhanced small target detection of first-year and multi-year sea ice, nearby surrounding vessels and other floating hazards to safe navigation. Rutter’s Sigma S6 Ice Navigator is a dynamic software system that integrates with other mission critical systems. It uses high resolution image processing for ice imaging, detection and tracking. The Sigma S6 user interface can be used to make adjustments to radar tuning and customise the image. The advanced target tracker can monitor and track up to 300 targets simultaneously. Integration of Automatic Identification System (AIS) information from Class A and B devices is an optional feature that enables the monitoring of transponders attached to surrounding ships and smaller vessels, as well as ice threats in an operating area. The radar can also be integrated with multiple infrared cameras through Rutter’s SeaView interface. This improves the detection and surveillance of ice targets entering a guard zone around a ship. There is also a feature on Sigma S6 that allows multiple remote clients on shore to view the master system. This is for information sharing between a remote radar location and networked clients viewing the Ice Navigator display. MEC

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