digital ship - 111 - november 2015

II nmarsat has joined the €6.6 millionAdvanced Autonomous Water-borne Applications Initiative

(AAWA) recently launched by Rolls-Royce, a project which aims to pro-duce the specification and preliminarydesigns for a range of ship solutions inthe area of unmanned vessel operation.

The project, funded by Tekes(Finnish Funding Agency forTechnology and Innovation), willbring industry partners together withuniversities, research institutes, shipowners and other stakeholders toexplore the economic, social, legal,regulatory and technological factorswhich need to be addressed in orderto make autonomous ships a reality.

Inmarsat’s role in the project is toprovide the satellite communicationslink and platform, one of the basicfundamentals in establishing remotecontrol capability.

The AAWA Initiative says it intendsto build on existing ship-to-ship andship-to-shore communication plat-forms to support remote control func-tionality, with Inmarsat’s Fleet Xpressservice, combining its Global Xpressand FleetBroadband networks, form-ing the basis of the system.

“The launch of Inmarsat’s GlobalXpress mobile broadband network,which forms the heart of the new FleetXpress service, is a real turning pointfor the future of the maritime industryand ideally lends itself to the AAWAInitiative,” said Ronald Spithout,

president, Inmarsat Maritime. “Fleet Xpress will enable the ship-

to-shore communications required tosupport the remote control functionali-ty fundamental to the realisation of theautonomous ship. The high-perform-ance, high-throughput network willopen up unlimited possibilities for mar-itime applications and real-time moni-toring and analysis of data, for smartershipping today and the future.”

“We are delighted to be partneringon this project with some of the world’smost innovative companies and institu-tions, and to be working at the forefrontof this evolving technology.”

The Advanced AutonomousWaterborne Applications Initiativewill run from 2015 to the end of 2017,led by Rolls-Royce and including aca-demic researchers from TampereUniversity of Technology, VTTTechnical Research Centre of Finland,Åbo Akademi University, AaltoUniversity and the University ofTurku, as well as other maritime

industry stakeholders like NAPA,Deltamarin and DNV-GL.

“The wide-ranging project willlook at research carried out to date,before exploring the business case forautonomous applications, the safetyand security implications of design-ing and operating remotely operatedships, the legal and regulatory impli-cations and the existence and readi-ness of a supplier network able todeliver commercially applicableproducts in the short to mediumterm,” said Esa Jokioinen, head ofBlue Ocean Team, Rolls-Royce.

“The technological work streamwill be led by Rolls-Royce andencompass expertise from across arange of world-leading capabilitieswithin the marine market. We arepleased to have partners, such asInmarsat, as part of that team,enabling us to take the first concretesteps towards making remote con-trolled and autonomous ship applica-tions a reality.”

IN THIS ISSUE

November 2015

electronics and navigation

software

satcomsMaritime satcoms to double in adecade – report – 6Operation ‘Oil Tanker’ – the PhantomMenace – 8

A military responseto cyber security– 12

$200k grant for fuelsaving technology – 16

Upgrade and improve, or transform – 23

The digital evolution inship supply – 26

Inmarsat added to autonomous ship project

Bridge systemrefit for HollandAmerica Line – 29

Internet option addedto ECDIS type-specifictraining – 30

A multi-million Euro unmanned vessel initiative spearheaded by Rolls Royceseems to have ensured satellite connectivity for its innovations with the

announcement that Inmarsat is to join the programme

www.dualog.comON BOARD IP TRAFFIC CONTROL | POWERFUL WEB OPTIMISATION | FULLY AUTOMATED ANTI-VIRUS | SEAMLESS BUSINESS E-MAIL | ZERO ADMIN CREW E-MAIL | CENTRALISED CREW INTERNET QUOTA

The Maritime Communications Experts™

The €6.6m unmanned ship project runs until 2017

DS

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www.imo.org

Easy access to the internet onboard ships isa key requirement if young people are tobe attracted into the seafaring profession,according to speakers at a World MaritimeDay IMO symposium on maritime educa-tion and training.

In opening the symposium on the topic:‘Shipping's future needs people: Is globalmaritime education and training oncourse?’, IMO secretary-general KojiSekimizu highlighted the need for high-quality maritime education and training asthe bedrock of a safe and secure shippingindustry. Attracting new recruits into the

industry was highly important, he said.Ensuring a high proportion of students

moved into the maritime professions aftercompleting their maritime training wasanother important issue, according toProfessor Jingjing Xu, associate dean,research, faculty of business, PlymouthUniversity.

She argued that conditions for seafarersonboard needed to be appealing if the pre-dicted lack of officers and ratings in thefuture is to be addressed, and said thatpoor internet access on board ships was thelargest disincentive to young people takingup seagoing roles.

All speakers at the symposium stressedthe need to raise the profile and image ofshipping in general, making the industrymore visible in the public eye in order toattract young people into maritime profes-sions.

It was suggested that opinion formers,including teachers and politicians, includ-ing those managing education policies,were key targets who should be informedabout shipping and the maritime world.

SATCOMS

Digital Ship November 2015 page 2

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A cadet speaks at the World Maritime Day symposium

IMO debate highlights vessel internet as key to future recruitment

Satcom Global launches IPSignature 4 www.satcomglobal.com

Satcom Global has launched IPSignature 4,adding ‘Bring Your Own Device’ technolo-gy for vessels at sea, where crew can accessweb-based services via internet caféhotspots through their own tablets, smart-phones and laptops.

The system features VoIP (voice overIP) calling, and Satcom Global says thatlater this year it will also add the ability tomake cheap phone calls at the touch of abutton via a new App.

The device provides centralised controlof vessel network connections and com-munications over satellite, and facilities forseparated crew communications billing.

Firewalls can be managed remotely,

with integral netflow monitoring reportsavailable and users and settings manage-ment controllable via a shoreside portal.The dual board design offers redundancyand ‘out of band management’ options forsatellite failover.

“We’ve listened to what our customerswant and have developed a device thatticks all the boxes with regard to what isrequired from both business and crew per-spectives,” said Ian Robinson, CEO,Satcom Global.

“IPSignature 4 provides managers witha reliable and secure tool for managingvessel communications, a means of betterutilising plentiful data allowances withlow cost crew calling capability and pro-viding Wi-Fi accessibility for crew.”

IPSignature 4 offers remote management of onboard communications

CMA CGM adds new container tracking system to flagship www.cma-cgm.com

The CMA CGM Bougainville has becomethe first container ship in the world to beequipped with TRAXENS technology,which transforms containers into smartconnected objects, the company reports.

The CMA CGM Group’s new 18,000TEU flagship vessel will use the technolo-gy to allow equipped smart containers tocommunicate among themselves and withthe ship’s communication infrastructure byusing built-in relay antennas, allowingeven the most deeply hidden container tobe connected.

All the collected data will then be sent toCMA CGM headquarters in Marseille via

TRAXENS’ data centres.Real-time data will be collected

throughout the container’s transportwhether on land or at sea, including loca-tion, temperature, humidity level, vibra-tions, impacts, attemptedburglary, and customsclearance status.

The devices couldprove even more impor-tant in the refrigeratedtransport of perishablegoods, as they canremotely control andadjust the temperature ofrefrigerated containers.

CMA CGM became an

investor in TRAXENS, a Marseille basedstart-up, in February of this year, and thetwo companies aim to work together inpromoting this technology in the maritimemarket.

This 18,000 TEU ship will be equipped with the system

www.rig.net

RigNet has signed an agreement withInmarsat to offer Fleet Xpress, the mar-itime version of the Global Xpress service,to the oil and gas maritime sector.

The agreement will enable RigNet toextend the VSAT service to offshore serv-ice and supply vessels within the oil andgas industry across the globe.

“RigNet differentiates itself in the oiland gas industry by providing fit-for-purpose technologies to help our energycustomers operate remotely in a moreproductive, efficient and safe manner,”said Mark Slaughter, RigNet’s CEO andpresident.

“The addition of Inmarsat’s FleetXpress to our energy maritime offeringswill enable RigNet to deliver a highdegree of service and functionality tothis important sector of the oil and gasmarket.”

RigNet agrees GX deal for oil

and gas maritime

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SATCOMS


Orange launches integrated communications management platform

www.orange-business.com

Orange Business Services has launched anew service called Maritime Connect,which aims to assist shipping companiesin managing ship communications across avariety of satellite systems through a sin-gle, integrated solutions platform.

Maritime Connect can be used to deliv-er voice, VoIP, data and internet accessthrough one system, independent of thecommunication technology used, withaccess control to data and voice servicesavailable on board the vessels or remotelyfrom shore.

The system includes bandwidth man-agement and optimisation features and canbe used on ships equipped with any type ofsatellite communications systems, includ-ing, but not limited to, FleetBroadband,Iridium or VSAT systems (Ku- or C-band).

The solution was developed over a yearas part of a European Union initiative ded-icated to improving communications onvessels at sea, the company says.

Maritime Connect is available in threetiered versions.

The basic version provides on-boardaccess to essential communications serviceslike IP routing, link switching, quality ofservice (QoS) management and server host-ing for applications onboard, while the nextlevel up adds licences for increased securi-ty, WAN optimisation and user accounting.

The premium version of the serviceincludes Wi-Fi on board and 3G/4G fornear-shore operations.

“Orange Business Services is uniquelypositioned in the maritime market becausewe are able to integrate many differenttechnologies and networks, both onshoreand offshore,” said Michel Verbist, head ofbusiness development, satellite solutions,Orange Business Services.

“With the end-to-end integration andsatellite connectivity offered by MaritimeConnect, vessels on the high seas are nowas well connected as terrestrial offices. Thisenables new ways of working right acrossthe shipping industry.”

Radio Holland expands VSAT coverage www.imtechmarine.com

Radio Holland has extended its Ku-bandVSAT coverage above Northern Europeand Russia, with improved coverage now stretching from the Kara Sea to thePacific Ocean.

The company says that the additional coverage from the Yamal 402 Northern beam should provide new communications options for

companies operating using the NorthernSea Route.

Parts of that passage are currently freeof ice for only two months per year, butit is increasingly being used as a newshipping route.

Radio Holland’s VSAT global networkoperates using the iDirect Evolution platform and includes Service LevelAgreements, 24/7 Support and automaticbeam switching.

The Orange service works with L-band and VSAT

Radio Holland’s coverage expansion over Northern Europe and Russia

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SeaSecure nets four shipping companies for Courier Compressor

www.seasecure.net

Norwegian maritime IT companySeaSecure reports that it has agreed dealswith a selection of shipping companies forits Courier Compressor system, includingHolland America Lines, Color Line,Utkilen and Rederiet Stenersen.

Courier Compressor (CC) is used to compress PDF and JPG files for trans-mission over satellite, typically to 80 to 90 per cent of the original file size, thecompany says.

The process still maintains image size and preserves document quality byusing what SeaSecure calls “mixed raster

content” (MRC) layered compressiontechnology.

All of the new companies using the sys-tem have modern ship to shore e-mail sys-tems, but in many cases have less effectivebuilt-in PDF file compression. As such,they are using Courier Compressor toimprove efficiency and reduce the storagespace needed in databases.

“We find that by using the CC we areable to significantly reduce the file size ofPDF and JPG files,” said Stein Amundesen,Rederiet Stenersen.

“As we have size limitations on satellitetraffic to and from our vessels, the CC hasproved its worth in our organisation.”

Cobham unveils lightweight Ka-band antennas www.cobham.com

Cobham SATCOM is unveiling a new gen-eration of lightweight 60cm Ka-band VSATantenna systems, designed for HighThroughput Satellite (HTS) services onInmarsat Global Xpress and Telenor’sTHOR 7.

The SAILOR 60 GX and SAILOR 600VSAT Ka share the same design and car-bon fibre composite/aluminium construc-tion, weighing in at 37kg. The antennaswere put on display for the first time at theMonaco Yacht Show.

The Cobham SATCOM VSAT antennaportfolio already includes larger 1-metreclass antenna systems for the new Inmarsatand Telenor Ka-band HTS services, but thecompany notes that these new versions canbe cheaper and easier toinstall due to their reducedweight.

The SAILOR VSAT rangeof systems requires a singlecable between the antennaand below deck equipmentfor RF, power and data, andincludes functionality forAutomatic AzimuthCalibration and AutomaticCable Calibration as part of a‘one touch commissioning’process.

Additionally, the use ofDynamic Motor Brakes insidethe antennas removes therequirement for mechanicalbrake straps, ensuring anten-

na balance in no-power situations at sea orduring transport, the company says.

“The spot-beam architecture of Ka-bandHTS networks encourages smaller reflectordish sizes and therefore reduces the sizeand weight of the antenna. Also, by reduc-ing the cost and complexity of installationand enabling the best RF performance, weare opening the door for a more diversemaritime VSAT market,” said JensEwerling, director, maritime broadband,Cobham SATCOM.

“With SAILOR 60 GX and SAILOR 600VSAT Ka smaller vessels and recreationalcraft can now consider moving to the highthroughput broadband connectivity oftheir choice, and enjoy speeds and reliabil-ity close to that delivered using much larg-er VSAT antennas.”

The SAILOR 600 VSAT Ka


Digital Ship

Courier Compressor is used to compress PDF and JPG files

Safety is not just one piece of equipment on a ship – it’s a whole service. At Inmarsat, we’re not only the sole provider of GMDSS, but we also offer a range of flexible, customisable safety and regulatory services to make your fleet as safe and secure as possible – paving the way for ship and crew safety enhancements that are carefully tailored to your needs.

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

SAFER, SMARTER SHIPPING

ENHANCED SAFETY SERVICES_

p1-13:p1-14.qxd 09/10/2015 12:26


SATCOMS

KVH introduces miniVSAT 2.0 www.kvh.com

KVH Industries is introducing a secondgeneration of its mini-VSAT Broadbandsystem, which became available fromOctober 1st.

Like the current generation of the com-pany’s product, the expanded mini-VSATBroadband 2.0 service includes the anten-na and other hardware, airtime, operationsand entertainment content, and multicast-ing content delivery.

However, a series of new features willbe introduced, including an expandedrange of rate plans, designed around eachship’s own monthly requirements for oper-ational and crew data, which will offerhigher speeds and lower prices. In somecases, the top downlink speed of 4 Mbpswill be 15 times faster than previous plans,while the cost has been reduced by onethird, the company said.

Also being added is the myKVHNetwork Management Portal, used to man-age network usage by vessel or by individ-ual crew members, allocate operational andcrew data, and receive customised usagealerts by e-mail and SMS, as well as a KVHOneCare support programme, coveringapplication engineering, solution deploy-ment and operating support, with KVH asthe single point of contact.

In addition, new entertainment contentpackages will also be made available withthe launch of the new system, available tosubscribers via KVH’s IP-MobileCast con-tent delivery service.

“Other satellite communicationsproviders respond to increasing broad-

band demand by simply increasing airtimerates. We knew there was a better solu-tion,” said Martin Kits van Heyningen,chief executive officer of KVH.

“We provide maritime customers withaffordable, usage-based plans at the dataspeeds they need to take advantage of newcloud-based applications for improvingoperational efficiency – and we give themthe tools they need for bandwidth manage-ment by user and vessel.”

“Competitive market factors make itclear that the maritime industry needs tochange how it thinks about connectivityand its impact on competitiveness andprofitability. KVH’s mini-VSAT Broadband2.0 is the only complete satellite communi-cations solution that helps maritime enter-prises meet their complex operationalrequirements, while providing affordablecommunications and engaging content fortheir onboard personnel.”

Since launching the original mini-VSATBroadband service in 2007, KVH hasaggressively grown its market share, andnow claims to have more ships accessingits VSAT network than the next two VSATproviders combined.

Away from its VSAT business, KVH hasalso introduced a new TracPhone FleetOne marine satellite communicationsantenna system, based on Inmarsat’s FleetOne service.

The 28 cm (11 in) diameter antenna unitis designed for vessels needing basic glob-al satellite phone and internet access, thecompany says, and will add to KVH’sother Inmarsat-based offerings in theFleetBroadband family as well as its mini-

VSAT Broadband flagship product.TracPhone Fleet One offers data speeds

up to 100 kbps, using an antenna costingapproximately $5,000. The basic airtimeplan provides 50 minutes of voice and 5MB of data for about $50 per month.

The unit also supports Inmarsat’s free‘505’ safety service, directing any emer-gency calls to a rescue centre.

“The demand for satellite phone serviceand broadband connectivity at sea contin-ues to grow, and KVH offers the mostcomplete line of solutions,” said BrentBruun, KVH executive vice president formobile broadband.

“From the weekend sailor or small fleetowner using Fleet One to the most sophis-ticated global commercial maritime opera-tors taking advantage of our global mini-VSAT Broadband service, we offer a capa-bility set and price point matched to cus-tomers’ needs.”

Martin Kits van Heyningen, KVH CEO

Maritime satcoms to double in a decade – report www.euroconsult-ec.com

The value of the global maritime satellitecommunications market is set to doubleover the next decade, according to a newreport from Euroconsult.

The Maritime Telecom Solutions bySatellite, Global Market Analysis &Forecasts report predicts a CAGR of 6 percent in terminals and 8 per cent in revenueover the 10-year period, driven by increas-ing data communications needs and thelaunch of new generation HighThroughput Satellite (HTS) systems.

Despite an unfavourable economicenvironment due to oversupply in mer-chant capacity and falling oil prices,

Euroconsult says that the maritime satcommarket has maintained its high growth inthe last 12 months, with maritime VSATexpanding by 15 per cent in terminals and9 per cent in revenues in the last year.

The global maritime satcom marketreached an unprecedented level of 368,000terminals, creating $816 million in revenue atthe satellite operator level and close to $1.6billion in revenue at the service providerlevel. A total of 7 Gbps of C- and Ku-bandcapacity was used for maritime VSAT busi-ness, compared to less than 2 Gbps in 2010.

“Shipping companies are now investingin cloud computing, big data analytics,automation and video streaming applica-tions. Crew applications, in particular

Panasonic Avionicsagrees partner deal

with OmniAccesswww.omniaccess.com

Panasonic Avionics Corporation is stretch-ing into the maritime sector following aStrategic Cooperation Agreement withOmniAccess.

OmniAccess will participate in thedevelopment of Panasonic’s XTS highthroughput satellite network programmeunder the deal, and the company says italso foresees “extensive cooperation in theareas of entertainment systems and con-tent provisioning” in the future.

Panasonic has already announced com-mitments to two Intelsat Epic satellites andEutelsat’s 172B satellite, and says it is in theprocess of contracting for XTS high-throughput satellites to target the aeronauti-cal, energy, maritime, and mining markets.

Through this agreement OmniAccesswill gain access to Panasonic’s existingcapacity, currently contracted capacity andthe future XTS satellite network, to offer toits yachting and cruise ship customers.

“This is an important agreement for bothOmniAccess and our customers. By lever-aging Panasonic’s unique XTS solutionsand scale of operations, we can guaranteeour clients will remain at the very forefrontof the exciting new technology develop-ments that lay ahead, for all regions of theworld, for many years to come,” saidBertrand Hartman, OmniAccess’ CEO.

“Furthermore Panasonic’s unparalleledexpertise in aeronautical entertainmentsystems and content delivery solutionsoffers many promising prospects to fur-ther expand our industry leading Plexus-TV yacht and cruise services portfolio.”

Imtech Marine has appointed PeterPorter as general manager for ImtechMarine Belgium, also known as RadioHolland. He will succeed FransPloegaert, who has started in Sharjah,United Arab Emirates, as director MiddleEast & India.

Mike Mitsock has joined the seniormanagement team of KVH as vice presi-dent of marketing. Mr Mitsock has previ-ously worked at companies like LotusDevelopment, Tele Atlas, andOptum, and at various Software-as-a-Service (SaaS) providers.

www.imtech.com/E�/Marinewww.kvh.com

Acta Marine agrees VSAT deal www.alphatronmarine.com

Alphatron Marine has signed a leasingagreement to supply VSAT hardware anddata packages to Acta Marine for thirteenvessels.

The deal includes a wireless access sys-tem that will be integrated into the ITinfrastructure on the Acta Marine fleet ofmulticats, tugs and shoalbusters, for bothoperations and crew welfare.

The vessels will use Alphatron Marine’snew global iDirect platform, with the firstinstallation done just one week after sign-ing the contract on board Coastal Chariot,just before the ship left for Chile for a one-

year project.“We have been investigating VSAT for

a long time. The amount of data we needto send to and receive from the vessels hasgrown rapidly over the past years. Nowwe can integrate the vessels into our officeand planned maintenance systems, givingour ICT department the tools to run thevessels more efficiently,” said MarkKoenes, ICT manager of Acta Marine.

“On top of that, we want to offer ourcrew the possibility to stay in contact withtheir friends and family whilst at sea. Afteran extensive evaluation we found that theAlphatron Marine solution suited best toour needs and budget.”

Radiomar agrees Petrobras VSAT dealwww.radiomar.com

Brazilian company Radiomar reports thatit has agreed new contracts for the supplyand installation of nine VSAT systems, aspart of a network integration package, toPetrobras.

Five of the units will be delivered inEurope and three in Asia, with installa-tions to be supervised by Radiomar’s ownengineers. One of the systems will beinstalled in Rio de Janeiro, Brazil.

The configuration of the VSAT /Network integration packages has beenspecified by Petrobras, to be used on boardvessels supporting its oil production oper-ations in Brazil.

Radiomar says that this has specificallybeen aimed at enabling remote monitor-ing of the ships, and for recording all off-shore operations.

With these new contracts Radiomarsays it has now reached 157 VSAT pack-ages supplied.

social media, have never ceased thegrowth of their bandwidth hunger,” saidWei Li, editor of the report.

“On the supply side, we see the ongo-ing launch of new generation HTS andconventional satellites giving downwardpressure on capacity pricing and causingstronger competition in the sector. All mar-itime VSAT service providers are aggres-sively acquiring market share before thelaunch of Inmarsat Global Xpress.”

“Building global maritime beamsrequires substantial investment and allservice providers need to have scale in theirbusiness to improve the profitability. Inaddition, the technical nature of HTS sys-tems requires more investment of satelliteoperators in ground infrastructure andeven end-user equipment. We see the sectorbecoming more consolidated both verticallyand horizontally in the coming decade.”

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SATCOMS


What kind of damage can you do by opening an e-mail attachment? In this case study involving an oil tanker companythe result was a systematic, targeted attack designed to steal information and credentials for defrauding oil brokers –

something which could be potentially catastrophic, writes Luis Corrons, technical director of Panda Security

Operation ‘Oil Tanker’ – The Phantom Menace

EE verything started on a cold Januaryday in a coastal town in the NorthEast of England, an area with a strong

presence of petrochemical companies.The day began normally in one of these

companies, a firm specialising in, amongother things, maritime oil transportation.Let’s call this company “Black Gold”.

John, the head of Black Gold’s ITdepartment knows that we live in a dan-gerous world, and that companies facethousands of cyber-attacks every day. Andalthough Black Gold is not included in theFortune 1000 company list, John knew thattaking all possible safety precautions is amust and that, in addition to having a cor-porate antivirus, they must maximise allother security measures.

That’s why when given the opportunityto take part in a pilot programme involv-ing a new service that monitors all applica-tions running on endpoints, reporting thesecurity status of the network and provid-ing forensic information in the event ofinfections, he didn’t think twice. Aftercompleting a series of controlled tests, Johndecided to deploy the small agent acrossthe company’s network in October 2013.

The information he received during thefirst three months helped to identify com-puters at risk where vulnerable applica-tions were found. Apart from that, nothingworth mentioning really happened.

One day, however, while Susan, a secre-tary with more than 20 years of experienceat Black Gold, was checking her email asshe did every Monday morning, she cameacross an email message with an attacheddocument.

The document appeared to be a PDF fileof approximately 4MB in size, with infor-mation about the oil market. Nothing sus-picious. Besides, the message in questionhad gone through every security filter inplace. Neither the mail server antivirus northe antivirus on her workstation had foundanything anomalous in it.

Susan double-clicked the attachment. Ablank PDF opened. “This must be a mis-take. I hope they realize it and send us thecorrect file again,” Susan thought, movingon to the next unread message.

Meanwhile, 1,700 km away from Susan’scomputer, an alarm was triggered. Anunknown threat had just been detected andblocked when it tried to steal credentialsfrom Susan’s computer and send them out.

Today, most computer threats aredesigned to steal information from targetsystems, so this just looked like thousandsof cases we examine in the laboratory every

day. However, it caught our attention thatno antivirus engine had been able to detectit, although this shouldn’t be so surprisingif you take into consideration that everyday over 250,000 new malware files are putin circulation. There was something reallyunique about this threat: it didn’t use anykind of malware. That’s why we decided tocall it the ‘Phantom Menace’.

Attack analysisThe file that Susan received and openedlooked like what you can see in Figure 1. Itactually was an executable file that usedthe icon typically used by Adobe AcrobatReader documents to trick users. Figure 2illustrates the execution flow.

The file is just a self-extracting file. Oncerun, it creates a folder and extracts six filesinto it. It then runs one of them –stat.vbs–and does not take any more actions.

There is no malicious activity, so the filegoes unnoticed by behaviour-based detec-tors. The stat.vbs file simply runs anotherfile –deca.bat– in the background. This filein turn opens the pic.pdf file (the blankPDF document that opened on Susan’scomputer) and runs a file called dcp.exe, afree tool to encrypt files.

This utility is used to decrypt another twofiles – unzip2.exe, which becomes unzip.exe,and bare.zip, which becomes bar.zip.

Next, it uses the unzip.exe program toextract the content of the bare.zip file (12files) into a different folder. Then, it runsone of the files: sai.vbs.

None of these actions are anomalous,and actually are very different from whatwe normally see in other types of attacks.From there, the second part of the attackbegins, as shown in Figure 3 (see page 10).

The .vbs file runs a .bat file that modifiesthe Windows registry to ensure that a filecalled aagi.bat is run every time the systemstarts. Then, it makes a copy of the fourfiles with the extension .abc, and changestheir extension to .exe. These are all legiti-

mate applications that anybody could use:the first three are designed to collect thecredentials (user names and passwords)stored in the local mail client and Internetbrowser, and save them to a text file.

The fourth one is an applicationdesigned to run another application every‘x’ seconds. This is very useful for comput-ers that need to run an application at alltimes, like a browser or any other specificsoftware, so that if the application closesunexpectedly for some reason it will openagain. In this case the application is config-ured to run another .bat file every 3,600seconds (every hour).

Then, the ici.bat file uses the ATTRIBsystem command to hide the two folders itcreated, disables the Windows firewall,and renames the text files containing thecredentials to PIC_%d_%t, where %d is thecurrent date and %t the current time. Thisis done to indicate when the informationthey contain was obtained.

Finally, it uses the FTP command toupload those files to an external FTP server controlled by the attackers.Additionally, it runs the file iei.bat everyhour, which takes the actions shown inFigure 4 (see page 10).

It renames the .abc files back to .exe, incase they were deleted. It then deletes all thetext files with credentials that were alreadyuploaded to the FTP server, restores theWindows registry key in case it was delet-ed, runs the applications designed to collectcredentials, renames the resulting files anduploads them to the FTP server.

As you can see, no malware is ever usedin the attack, the hack makes use of legiti-mate tools and different scripts to performthe aforementioned actions.

But, is this type of attack really effective?As mentioned before, no antivirus wascapable of detecting it. Furthermore, itspeculiarities seem to indicate that the proac-tive protection layers included in mostantivirus solutions would not be able todetect its apparently harmless behaviour.

This was confirmed when we accessedthe FTP server that the stolen data was sentto, and found that the oldest files datedback to August 2013. That is, the attack hadbeen underway for almost six monthscompletely undetected.

Once we accessed the FTP server, the

first thing we did was look for credentialsbelonging to Black Gold, since, despitebeing able to neutralise the attack onSusan’s computer, another employee couldhave fallen victim to it. The result was neg-ative, no credentials had been stolen fromthe company.

However, we were surprised by thelarge number of files stored on the FTPserver: over 80,000 text files with stolencredentials from other firms. This didn’tlook like a targeted attack, where the num-ber of victims is usually low.

However, after opening three files atrandom, we found that they belonged tothree companies all in the same industrialsector that Black Gold belongs to.

As mentioned in the previous section,the attack took place recurrently everyhour. This means that stolen credentialswere sent to the FTP server every hour. Wediscarded duplicate files and ended upwith 860 unique files.

That was still too many files for a tar-geted attack. The only thing left to do wasmanually process all these files and try toidentify the victims.

The files belonged to some ten compa-nies, all of them in the oil and gas maritimetransportation sector.

It was clear that the hack was indeed atargeted attack, but we still didn’t knowwhat the attackers were really after, whattheir final objective was.

Finding the attackerThe so-called Nigerian scams have been aconstant presence on the Internet since itsinception, and even before that, when fraud-sters used postal mail to defraud victims.

In the most popular one, the scammerpasses themselves off as an important fig-ure in the Nigerian government or someother institution, and contacts the victimoffering them a share in a large sum ofmoney that they want to transfer out of the country.

However, the Nigerian scam industry islarge and varied. Some variants are almostunknown and affect all kinds of sectors,including the oil industry.

The Nigerian town of Bonny is well-known in oil production circles as the oilproduced there, known as Bonny LightCrude Oil (BLCO), has a very low sulphur

Figure 1 – A seemingly innocuous PDF attachment

Figure 2 – Execution flow

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SATCOMS


content, which makes it a highly desiredgrade for its low corrosiveness.

The fact that this particular type of oil is insuch high demand has given rise to a partic-ular type of scam aimed at oil brokers, indi-viduals who arrange transactions involvingcrude oil between buyers and sellers.

In Nigeria, every gas and oil transactionis supervised by the NNPC (NigerianNational Petroleum Corporation), a gov-ernment-owned company. Anybody whowants to trade with oil in Nigeria must beregistered with the NNPC.

In short, the scam works like this: thescammer contacts a broker/middlemanand offers them a large amount of BLCO,one to two million barrels, at a very com-petitive price.

If the potential buyer is interested, theywill ask for documentary evidence that theproduct exists (Proof of Product). There aredifferent types of documents that can beprovided: a quality certificate, a certificate oforigin, a cargo manifest, or the letter of ATS(Authority to Sell) issued by the NNPC.

To close the deal, the buyer must pay asignificant amount of money -from $50,000to $100,000- in advance. However, oncethey pay the money they are met with thenasty surprise that there is no oil.

The weakest link in the scam is the doc-umentation that the scammer must pro-vide to convince the buyer. Even thoughall of these documents can be forged, thefraudster runs the risk of being discoveredby the broker.

To make it more plausible, scammersattempt to use real documents so that if thebroker wishes to check their legitimacy,they will see that they are real.

However, how difficult is it to obtainthese documents? It is very complicated.The only way to do it is from companies inthe sector. Oil transportation companies,for example.

This was just a theory, at that time wedidn’t have any evidence to prove that thatwas the objective of those responsible forthe ‘Phantom Menace’ attack.

In most cases, getting to know who isbehind a cyber-attack is very complex,sometimes impossible. In this case we werefairly pessimistic. To make it worse, thefact that no malware had been used in theattack ruled out the possibility of finding asignature to examine. However, there wasa weak spot in the attack: the FTP connec-tion used to send out the stolen credentials.

The information was transmitted usingthe FTP command, and as that commandwas called by one of the scripts, it was pos-sible to see the connection used, fromwhere it was established and the creden-tials used.

The FTP server belonged to a free serv-ice that the attacker had signed up to, sowe were able to access it and see the infor-mation entered when opening the account.Yes, we were aware that the informationwould probably be false, but it was stillworth checking.

The name used was false; googling itreturned zero results. The country selectedwas the United States, which could be falseas well.

Then we had a look at the city informa-tion. The name in this field was unknownto us: “Ikeja”.

It turns out that Ikeja is the name of asuburb in Lagos, the capital city of Nigeria,also known as the “Computer Village” as ithosts the nation’s largest market cluster fortechnology products. This informationcould also be false, but the fact that who-ever opened the account was familiar withthat name meant that they were fromNigeria themselves or knew the countryvery well.

Then came the e-mail address. This wasthe only element that we knew for sure hadto be real and valid, as it is the address atwhich users receive the service activationmessage, password reset messages, etc.

In this case it was a Gmail address:*********[email protected]

The password was unknown, they had-n’t used the same one as for the FTP serv-ice. We took the 9 characters that made upthe e-mail address and started combiningthem to see if we could form an alias, a firstname, a last name or similar. And we got it.

We googled what looked like a firstname and last name and got a hit. It wasthe name of a person with Nigerian nation-ality and Twitter, Facebook and LinkedInaccounts, which allowed us to obtain somemore information about him.

All those accounts belonged to a personliving in... Ikeja, and who is the owner of agoods transport company.

Too many coincidences. So, eventhough all the evidence seems to indicatethat this is the person responsible for theattack, there is no way for us to prove it. Itwould require the police to launch aninvestigation and obtain information aboutthe FTP connections, etc., in order to getthe IP address of the person who signed upto the service and find the culprit.

ConclusionsWith all the information we had in ourhands, the idea of what to do next wasclear: inform the police so that they couldstart an investigation and apprehendwhomever was responsible for the hack.

Since one of the affected companies wasfrom Spain, we contacted the Spanish CivilGuard, a police force that we have collabo-rated with in the past and which has a very good reputation in the fight againstcyber-crime.

Unfortunately, they face a difficult-to-solve problem: to start an investigationthey need a victim who reports the crime.It looks simple, but it isn’t: none of the vic-tims of this attack is willing to report it.

Why? If our theory is correct, the infor-mation stolen from these companies hasnot been used against them, but to defraudother people, oil buyers. It is for that rea-son that the companies which have hadtheir credentials compromised prefer notto report the attack for fear of having their name in the spotlight. They prefer tokeep a low profile, change their credentialsand continue to operate just as if nothinghad happened.

Some countries have laws that forcecompanies to report every hacking intru-sion where information is stolen. However,that obligation is usually limited to inci-dents in which the stolen informationbelongs to a third party (customers, part-ners, etc.). In this case, the stolen creden-tials belonged to the company underattack, which therefore is not forced by lawto report the theft.

We started this article by calling thiscase ‘The Phantom Menace’, due to thenature of the attack and the absence ofmalware to perpetrate it. Continuing withthe homage to Star Wars, it is time to moveon to ‘The Force Awakens’: all major com-panies must awake to their vulnerabilityand realise that absolute security doesn’texist and behaviour-based protection is limited.

They need to go one step further, per-forming regular audits in order to assessand address potential weaknesses in theirnetwork security. Despite traditional secu-rity solutions being still a necessity, theyare no longer enough.

It is important to understand that ourdefence systems must adapt to the level ofattack received, and so it is necessary toimplement new protection strategies thatgive organisations total control and visibil-ity over their networks.

Figure 4 – This .bat file was set to run every hour

Figure 3 – The second stage of the attack

DS

This article has been adapted from thewhite paper Operation “Oil Tanker” –The Phantom Menace published by IT security company Panda Securitywww.pandasecurity.com

p1-13:p1-14.qxd 09/10/2015 12:17

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SATCOMS

With cyber-attacks and digital defences becoming an all too familiar sight in news reports, the US Navy is pursuing its own projects to protect vulnerable systems from outside interference –

the lessons it learns are likely to also feed into the commercial market’s requirement for cyber security

A military response to cyber security

The US Navy is developing a newprotection system designed to make its shipboard mechanical and

electrical control systems resilient to cyber-attacks.

The Resilient Hull, Mechanical, andElectrical Security (RHIMES) system isexpected to help the Navy protect its ship-board physical systems, and will bedesigned to prevent an attacker from dis-abling or taking control of programmablelogic controllers – the hardware compo-nents that interface with physical systemson the ship.

“Some examples of the types of ship-board systems that RHIMES is looking toprotect include damage control and fire-fighting, anchoring, climate control, elec-tric power, hydraulics, steering andengine control. It essentially touches allparts of the ship,” said Dr Ryan Craven, a programme officer with the CyberSecurity and Complex Software SystemsProgramme in the MathematicsComputer and Information SciencesDivision of the Office of Naval Research.

Attacks on mechanical systems that areoperated by computers are unfortunatelynot rare events.

Stuxnet for example, the famous indus-trial ‘computer worm’ discovered in 2010was designed to attack controllers ofIranian centrifuges, causing the centrifugesto run at very high speeds, effectively tear-ing themselves apart.

“Another powerful example is the hacking of a German steel mill in 2014,” Dr Craven said.

“The hackers reportedly got in andoverheated a blast furnace, and even madeit so that the plant workers couldn't prop-erly shut down the furnace, causing mas-sive damage to the system.”

Traditionally, computer security sys-tems protect against previously identifiedmalicious code. When new threats appear,security firms have to update their

databases and issue new signatures.Because security companies react to the

appearance of new threats, they are alwaysone step behind. Plus, a hacker can makesmall changes to their virus to avoid beingdetected by a signature.

“Instead, RHIMES relies on advancedcyber resiliency techniques to introducediversity and stop entire classes of attacksat once,” said Dr Craven.

“Most physical controllers have redun-dant backups in place that have the samecore programming. These backups allowthe system to remain operational in theevent of a controller failure. But withoutdiversity in their programming, if one getshacked, they all get hacked.”

“Functionally, all of the controllers dothe same thing, but RHIMES introducesdiversity via a slightly different implemen-tation for each controller's program. In theevent of a cyber-attack, RHIMES makes itso that a different hack is required toexploit each controller. The same exactexploit can't be used against more than onecontroller.”

Goals for 2020This work on RHIMES aligns with higherlevel strategic guidance already intro-duced by the US Navy to protect againstcyber threats, such as the ‘Cyber Power2020’ programme introduced in November2012, which outlines the Navy’s vision forcyberspace operations and it’s goals for itsdigital capabilities in 2020.

That strategic plan notes that the abilityof the US to perform in the maritime arenawill be “inextricably linked to (its) abilityto operate effectively in cyberspace.”

“The opening salvos of the next war willlikely occur in cyberspace and the Navymust be ready. We must organize, train,and resource a credible workforce of cyberprofessionals and develop forward-lean-ing, interoperable, and resilient cyberspacecapabilities to successfully counter anddefeat a determined adversary in cyber-space,” the report says.

In assessing the threats that exist incyberspace, the Navy points to things likecommunications, as well as position, navi-gation, and timing (PNT) systems – all ofwhich exist in the commercial maritime sec-tor too, as well as countless other industries.

In this respect, the Navy notes that itexpects the commercial sector to drivedevelopment of the cyber sector ratherthan governments, and that such develop-ment will be the driving force behind bothnew defences and new threats.

“In cyberspace it is industry, driven bycustomer demand, which invests billionsof dollars to enhance current and developnew cyber capabilities. Each innovationcreates new potential threat vectors andvulnerabilities that our adversaries willattempt to leverage to compromise ourdefences,” the report says.

“Innovation also creates opportunities toadvance Navy cyberspace capabilities, butour current requirements, budget, andacquisition practices are not agile enough totake advantage of them in a timely manner.”

Cyber workforceAnother target area of the US Navy’s 2020cyber planning that is just as relevant tothe commercial maritime community is itsgoal to create an ‘optimised cyber work-force’ over the next five years.

As an organisation’s operations evolve,its workforce needs to evolve with it – notjust in being able to use the new tools thattechnology offers, but also building aware-ness of how those tools could be exploitedby those of malicious intent.

This may involve a significant culturalshift for many workers, used to embeddedprocesses that might not have offered aroute into a corporate network using pre-vious generations of systems, but becomean area of vulnerability as widespread net-working and the Internet of Things contin-ue to evolve.

The US Navy’s approach to this underits 2020 programme will involve “a com-prehensive cyber training and educationmodel that can rapidly adapt to industryadvances.”

This will extend to all civilians, officers,and enlisted personnel, who will receivebaseline familiarity training with cyber-space operations, which will be continual-ly refreshed over time. This training and

education model will employ a variety ofdelivery methods including classroom,mobile training teams, and distance learn-ing to maximise the frequency of trainingwhile minimising the costs.

Beyond training in existing systems, theUS Navy says that it intends to “aggressive-ly seek out and test emerging cyber tech-nologies in real world and cyber ranges,(and) assess their operational impact.”

While this is not an option for mostcompanies when it comes to spending onthe latest technologies, it remains impor-tant to maintain an awareness within thoseorganisations of what developments areemerging in the market, and staying con-scious of whether they might have a poten-tially disruptive influence on the business.

The initiatives that the US Navy is con-centrating on for the time being, such asRHIMES, will initially keep their focus onmilitary vehicles and infrastructure. Butthe world of technology moves on apace,and Dr Craven expects that the advancesmade will eventually create benefits forstakeholders outside of the Navy.

“Vulnerabilities exist wherever comput-ing intersects with the physical world,such as in factories, cars and aircraft," hesaid, “and these vulnerabilities couldpotentially benefit from the same tech-niques for cyber resilience.”

Something to look out for in 2020 per-haps. In the meantime, the advice is to stayvigilant, stay educated, and be aware ofthe new front line in cyberspace. DS

The US Navy’s Cyber Power 2020 plan

Cyber training is recommendedfor every type of organisation

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One man bridgeHarmonizing control and navigation

www.jrc.am

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SOFTWARE


Irish Coast Guard deploys new information systemwww.oversee-solutions.com

The Irish Coast Guard has successfullydeployed a new information systemdesigned to boost the organisation’s inci-dent management and Search and Rescuefunctions.

The new system, called Oversee, willallow for more effective and accurateresponses to incidents, and forms the firstpart of the Irish Coast Guard’s SILAS(Shared Information Logging and AnalysisSystem) project, which aims to ensure thatoperations are future-ready by deliveringthe most effective use of resources throughbetter information management.

Developed by IT company CRITICALSoftware, Oversee will now form part ofthe Irish Coast Guard’s National MaritimeOperations Centre (NMOC) in Dublin andits two Rescue Co-ordination Sub Centresin Malin and Valentia.

Oversee will share information acrossall these sites in real time, offering liveresource tracking, information logging andtasking capabilities.

These functions will be supported byperformance analysis capabilities, provid-ing historic evidence of how incidentswere responded to and managed, as wellas tracking mission response times andresource deployment.

“The Irish Coast Guard decided toupgrade our Command and Control oper-ations system and required modern, intu-itive and easy-to-use software in order toimprove the capacity of our rescue co-ordi-nation staff to efficiently respond to inci-dents,” said Chris Reynolds, director of theIrish Coast Guard.

“The new system will also provide sen-ior decision makers and on-call officerswith the information they need to betterunderstand the top-level status of ourRescue Co-Ordination Centres, allowing

them to make better informed decisionsabout operations. The new system wascarefully chosen after a long procurementprocess and has successfully delivered onthese requirements.”

The Irish Coast Guard typically expectsto handle 2,500 maritime emergencies ayear, assisting 4,500 individuals and sav-ing around 200 lives. It works closely withother national and international authori-ties in providing incident responses andalso investigates around 50 maritime pol-lution reports a year.

The new system will make more effective use of information in search and rescue

Rolls-Royce adds toShipdex product list

www.rolls-royce.com

Rolls-Royce Marine reports that it has suc-cessfully implemented Shipdex as the datastandard for technical manuals for itsKamewa Propellers and associated controlsystems.

Produced in Kristinehamn, Sweden,the propellers are the second Rolls-RoyceMarine product to adopt the Shipdexstandard.

Shipdex is an international protocoldeveloped to standardise the electronicexchange of technical data in the maritimeindustry. The first ship to be built fordelivery with all technical manuals inShipdex format has already been con-structed, with the Grimaldi Group set totake delivery from a Chinese shipyardbefore the end of this year.

At present the final published outputfor the Kamewa Propellers and their sys-tems is in PDF, but the adoption ofShipdex opens a range of data transferpossibilities for both Rolls-Royce Marineand its customers, the company says.

Using the standard, in the future Rolls-Royce will have the ability to deliver anInteractive Electronic TechnicalPublication (IETP) or complete a dataexchange with a customer purchasing theequipment. If the customer opts for a dataexchange, they will be able to load thedata directly into their own publishing ormaintenance management system withoutthe need to re-enter the data manually.

$21m cargo handling deal for MacGregor www.cargotec.com

MacGregor, part of Cargotec, has receivedan order worth US$21 million for opti-mised cargo handling systems for five10,500 TEU container vessels, including allequipment and a related software package.

The ships are under construction atSouth Korean shipyard Hyundai Samho

Heavy Industries and are being built forGerman operator Hapag-Lloyd. They areplanned for delivery between October 2016and May 2017 and will primarily bedeployed on South American routes.

“Cargo system flexibility during load-ing and unloading operations, in combina-tion with attaining a vessel's actual pay-load capacity, is crucial for maximising a

ship's revenue and long-term profitabili-ty,” said Tommi Keskilohko, director atMacGregor's Customer Solutions.

“Such efficiency can only be achievedwhen all parts of a cargo system aredesigned as one integrated element at anearly stage of any newbuilding project,before any restrictive decisions have beenmade.”

“MacGregor is pleased to be workingtogether with Hapag-Lloyd and HyundaiSamho Heavy Industries on this new proj-ect. In fact, its relatively tight schedulewould not have been feasible without thisforward-thinking approach and seamlesscooperation between all parties.”

The MacGregor system includes soft-ware for optimisation of cargo handling, aswell as hatch covers, lashing bridges, aloose lashing system and container fittingsfor each new vessel. A lifecycle supportpackage is also included.

MacGregor will support Hapag-Lloyd inimplementing the cargo system through atraining programme for crew and land-based personnel, under which cargo systemperformance will be analysed and guidanceoffered on potential improvements.The systems aim to optimise the handling of cargo

Telemar to offer PressReader to merchant maritime market www.telemargroup.com

Canada-based PressReader has partneredwith Telemar Group to launch a newsproduct for the commercial shippingindustry that will make more than 4,000current-day, full-version newspapers andmagazines available for download at seavia satellite.

Via PressReader, crews will be able todownload publications directly fromTelemar’s SeaMore local server installedon the ship onto their own personalAndroid and iOS devices. PressReader willbe pre-loaded onto the SeaMore box, andcontent will be updated daily.

Available titles include The Guardian,Washington Post, USA Today, The Times

of India, The Hindu, The Philippine DailyInquirer, Rheinische Post, Men's Health,and other international and regional titlesfrom more than 108 countries. Companiescan also use the service to host and distrib-ute proprietary content, like newsletters ortraining manuals.

PressReader already works with cruise lines including Silversea,

Seabourn, Crystal Cruises and TheWorld, but this new partnership will make Telemar its exclusive distributor for the merchant and cargoshipping sector.

The news content will also be madeavailable through Telemar’s toctoc socialhub app, which allows users to make callsand send messages via satellite.

Kamewa propeller documentation isavailable in Shipdex format

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SOFTWARE


www.carbonwarroom.com

Carbon War Room (CWR), a non-profitorganisation backed by Virgin bossRichard Branson, reports that it is to offergrants up to US$200,000 to financeshipowners or charterers in retrofitting asingle vessel with a bundle of technolo-gies, with the aim of creating a minimumfuel saving of 10–15 per cent.

CWR has issued a request for proposals(RFP) for applicants looking to receivefunding for the installation of continuousmonitoring equipment, and says it willcommission independent, third-partyanalysis of the collected data to verify thebenefits of the multi-technology retrofitand provide a ‘proof of concept’ for theentire industry.

The organisation says that its own analy-sis of over 100 existing ships has shown thatvessels can achieve efficiency gains of atleast 10–15 per cent by retrofitting with abundle of proven energy efficiency tech-nologies, including advanced hull coat-

ings, ducts, fins, and new propellers.The grant will cover a portion of the

total retrofit bundle, with at least 50 percent of the remaining technology costs tobe financed by a third party.

The project is funded by the DutchPostcode Lottery, which recently awarded€1,000,000 to Rocky Mountain Instituteand CWR to expand their efforts in theshipping industry.

CWR says that it expects the technologybundle on offer to yield economic benefitsin the longer term too, positioning the ves-sel for financial gains beyond the immedi-ate $200,000 award.

“This is an opportunity to highlight thesavings from a technology-bundleapproach through analysis of real, opera-tional data,” said Victoria Stulgis, seniorassociate, Carbon War Room.

“We’re excited to work with a forward-thinking owner or charterer to deliver amodel that can be easily scaled across theindustry, save money, and reduce emis-sions at the same time.”

$200k grant available for fuel-saving technology

www.dnvgl.com

The new DNV GL rules for classification ofships have now been made publicly avail-able online for the first time.

The new rules are the result of a devel-opment and review process involving 250internal experts and more than 800 cus-tomers and maritime stakeholders, as wellas reviews of more than 7,000 pages ofdocumentation.

In all, more than 2,000 comments byyards, manufacturers, owners, academics,flag states and other maritime stakehold-ers were submitted, which resulted inmore than 700 rule modifications

“This is an historic moment,” said RemiEriksen, DNV GL group president and CEO.

“After such a thorough process it isvery exciting to launch the new DNV GLclassification rules. The engagement of ourcustomers and industry stakeholders hasbeen overwhelming. From our initial dis-cussions, through the review and externalhearing process we have received invalu-able input and we are deeply grateful forthe consideration and enthusiasm of allinvolved.”

“I look forward to following the manyjoint development projects using the newclassification rules already underway.”

One of the most significant advances inthe new rules is the introduction of

Equivalent Design Waves (EDW) to calcu-late environmental loads. The companysays that EDW enables a more accuraterepresentation of these loads and conse-quently a more precise stress descriptionof a vessel’s structure.

The reworking of the rules has alsoallowed DNV GL to incorporate more mod-ern tools and software, supporting the appli-cation of technologies such as battery instal-lations and hybrid propulsion concepts.

The new DNV GL rules will enter intoforce on 1 January 2016.

New DNV GL rules published online for the first time

The technology used aims to create fuel savings of 10-15 per cent

Remi Eriksen, DNV GL CEO

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Three new fuel optimisation products from Eniramwww.eniram.fi

Eniram has launched three new fuel optimi-sation products, aimed at reducing costs andimproving efficiency in ship operations.

The first of these is Eniram Speed 3.0, anupgrade to the company’s previous ver-sion of the product that takes into accountfactors such as the prevailing sea statewhile computing and recommending thebest speed profile to consume the leastenergy.

Other parameters like the prevailingweather, weather forecasts, requiredengine loads, as well as squat, speedrestrictions and ECA areas, are also con-sidered in the calculations.

Speed 3.0 includes combined sea cur-rent and tidals, map assisted route setup,map assisted USB route uploading andFuruno FMD ECDIS support. Real weatherforecasts are now also supported for cruisevessels.

Also newly released is the Eniram FleetRoute KPIs system, a web-based applica-tion delivered via Eniram Fleet, and usedto gather, store and analyse data such asfuel consumption per engine, enginepower, speed-power and LNG tank dataacross an entire fleet.

The system can identify performancedeviations and allows for monitoring ofspecific performance parameters. A break-down of propulsion power data can beused to pinpoint areas of energy loss due

to effects such as changingweather conditions, includingwind and sea state, the compa-ny says.

Individual vessel routingperformance can be comparedagainst other industry vesselsusing simulation of all therecorded tracks against saileddates and conditions. After theleg has been sailed, EniramFleet runs the simulation andKPIs for the route are given.

All information is deliveredin graphic and map format viathe web-based interface.

The Route KPIs are based on aranking from 1-10 (a lower rank-ing is better), indicating the position in theindustry. For example ‘cost ranking 2’means the leg was sailed within 20 per centof the best in the industry.

Finally, Eniram has also introducedEniram Performance 3.0, a system specificto the cruise vessel market.

The decision-support tool offers real-time operational guidance to optimise avessel’s overall energy management inorder to save fuel. The system predictsrequired energy and fuel consumption,taking into consideration a range of vari-ables such as wind and currents for eachspecific voyage.

This is displayed via a Key PerformanceIndicator (KPI) screen that works like an

electronic scorecard, showing traffic lightvalues against commonly-agreed targets.The KPI screen starts with a high-levelKPI, namely the total fuel consumption onthe vessel, which is then broken down tospecific energy consumers like propulsionand service power.

A ‘visual energy tree’ can also be created,to show expected and actual fuel consump-tion for the whole voyage both in monetaryand Megawatt-hours (MWh) values.

Detailed analysis of these factors can beviewed onboard the ship, with benchmarkgraphs and reports to help the crew to iden-tify areas for savings potential by revealingperformance deviations and monitoringselected performance parameters.

Eniram Speed 3.0


Seven Seas spins outmaritime IT business

www.sevenseasgroup.com

Ship supplier Seven Seas has separated itsportfolio of products and services into fivedifferent business units, which willinclude a division focused on maritime ITsolutions called Cubisol.

The restructuring is part of a wider strate-gy to overhaul the international ship supplyand port agency sectors, the company said.

Along with Cubisol, the other four newumbrella divisions are: Seven Seas ShipSupply; Seven Seas Marine Spares;Stromme; and Wave Shipping.

“The consolidation of Seven Seas’ rangeof new and existing products and servicesinto five distinct business units creates amore simplified, dedicated structure fromwhich we can better serve our customers,”said Seven Seas’ CEO Lars Rosenkrands.

“Essentially, this more customer-focused structure provides for greateragility in responding swiftly to our cus-tomers’ supply chain requirements. Wesee agility as a very strong differentiator inan often dynamic, complex and highlycompetitive marketplace.”

“All our services will be underpinnedby Cubisol – our maritime IT solutionsbusiness. This new business stream will bethe backbone to all our customers’ ship-ping solutions, providing qualified deci-sion support, enhanced communicationsand supply chain integration, with a focuson reducing the total cost of operations.”

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SOFTWARE

Wah Kwong to implement DNV GL fleet management software package www.dnvgl.com

Wah Kwong Ship Management (HK) is toadopt DNV GL’s ShipManager integratedfleet management software package toassist in the management of its fleet of 26vessels, and nine upcoming newbuilds.

Wah Kwong says that it intends to usethe new systems to optimise its operationsthrough fleet-wide data collection andanalysis across its bulk carrier, tanker andLPG ships.

“We are entering into this project withthe same aspirations we have with regardsto everything we do in ship management,”said Tim Huxley, CEO of Wah KwongMaritime Transport Holdings.

“We aim to continually improve effi-ciency and safety and strive to be ‘best in

class’ when it comes to operating our fleet.By streamlining our processes across allship management functions, we willrelieve the documentation burden, particu-larly for those at sea, whilst better monitor-ing and improved data quality will assistin all key decisions we make.”

Sanjeev Verma, vetting manager at WahKwong and project lead for the softwareevaluation, noted that the company wasinitially primarily focused on finding asoftware system to support QHSE process-es when it began this new project, but thatthe scope expanded as the various capabil-ities available become apparent.

“It quickly became clear to us that withan integrated solution across our differentship management functions, we canachieve much greater efficiency gains,”

said Mr Verma.“We were impressed by DNV GL’s pro-

fessional consultation in the evaluationperiod. In addition to its software, we feelvery confident in DNV GL as a providerwho can ensure successful project imple-mentation and support us for the future.”

The entire integrated ShipManager pack-age, comprising Technical Management,Drydocking, Procurement, DocumentManagement, Risk Management, SafetyManagement Reporting, Crewing and BI /Fleet Analytics, will be implemented byWah Kwong over the next 18 months.

Hao Huang, Yiu Fai Patrick Fong, and Leng Poh Eric Tan, DNV GL; with Tim Huxley, Capt Zhou Jian Feng, and Capt Sanjeev Verma, Wah Kwong Ship Management

Q88 hits version 4 www.Q88.com

The Questionnaire 88 (Q88), first issued in1988 by INTERTANKO, has been revisedfor a new version 4 release, which includesthe most up-to-date information for assess-ing vessel suitability and risk when char-tering tankers.

INTERTANKO’s Vetting Committee re-established its ‘Questionnaire 88 WorkingGroup’ under the chairmanship of CaptAshley Cooper of Scorpio ShipManagement, which has worked to ensurethat the Questionnaire, the establishedindustry standard for information on shipsfor commercial screening (vetting) purpos-es, is kept topical.

“This latest revision incorporates all the

necessary information currently requiredfor making a ship assessment and willensure that the Questionnaire remains theindustry standard for vetting/screeningassessments,” said Capt Cooper, marinedirector at Scorpio Ship Management.

The Q88 was last revised in 2008, andthis latest revision takes into account newquestions and brings in changes whichaddress recent regulations and industryrequirements such as MLC and EEDI certi-fication.

The Questionnaire will continue to betransferable between various parties’ inter-nal systems through the use of the XMLdata format. All existing Q88 data willautomatically be migrated to the new for-mat; however, owners/operators are

urged to check their ships’ data to ensurethat it is correct and up to date.

This revision has been carried out withthe assistance of Q88 LLC which operatesthe www.Q88.com website.

“This revision incorporates recommen-

dations and feedback that we have hadfrom our subscribers since the last revisionin 2008, demonstrating that the revisedQ88 is a collaborative effort for the benefitof our industry,” said Fritz Heidenreich,president of Q88 LLC.

Belfast Harbour goes live with KleinPortwww.saab.com

Saab reports that it has commissioned itsfirst Port Management Information Systemin the UK, with Belfast HarbourCommission commencing live operationswith its KleinPort system.

The Harbour is using KleinPort to man-age and track its vessel operations andservices, record cargo data, generate billingand execute data analysis and reporting.

Belfast Harbour Commissioners select-ed Saab as the system supplier after a pub-lic tendering process for a new port man-agement system.

“Belfast Harbour had identified a needfor a new port management informationsystem and had a clear vision of what thisshould do to best support the needs of thePort and its customers,” said TrevorAnderson, operations director, BelfastHarbour.

“Saab demonstrated that their solutionbest meets all of our needs, marryingtogether innovation, technology, and cut-ting edge industry processes.”

“With Saab’s assistance the implemen-tation phase has gone very smoothly, hasdelivered what we were looking for andhas gone live on schedule and on-budget.”

The Q88 has been in use since 1988

Nordic Tankers to implement cloud basedenergy management system

www.marorka.com

Nordic Tankers has signed a fleet agree-ment for the Marorka Online energy man-agement system.

Marorka Online includes a dashboardwhich will allow Nordic Tankers’ staff onshore to manage their vessels use of ener-gy more efficiently by creating visualisa-tions of fleet information.

The contract is based on a yearly sub-scription fee for the cloud-based solution,with no installation of hardware or soft-ware required. The data used is taken fromnoon reports and imported from a third-

party provider.In addition, Marorka Online will auto-

matically combine collected data from ves-sels equipped with the company’s ownMarorka Onboard system (used for auto-mated data collection) with the manualnoon report data.

This will create a single online perform-ance system for all Nordic Tankers vesselsin the fleet, irrespective of ownership orwhether vessels are operating under com-mercial management.

“Nordic Tankers’ commitment com-bined with internal training and onshoremanagement will introduce a continuous

improvement cyclethat we expect tobring significant sav-ings,” said Carsten B.Ostenfeldt, senior vicepresident at NordicTankers.

“The provision ofquality data to NordicTankers through asingle platform isextremely importantfor us in order to pro-vide efficient and safetanker shipping solu-tions to the oil andchemical industry.”

Carsten B. Ostenfeldt, Nordic Tankers; Ole Skatka Jensen,Marorka; and Michael Adeltoft, Nordic Tankers

Planned maintenance deal for Gosport Ferry www.marinesoftware.co.uk

UK based Marine Software reports that ithas supplied Gosport Ferry with itsOPMWin - Office Planned Maintenancesystem to streamline maintenance plan-ning for the company’s Class IV, V and VIpassenger ferries.

Built between 1966 and 2015, the30m/32m vessels have TwinSchottel/Veth Z-Drive propulsion sys-tems and operate daily between Gosportand Portsmouth Harbour.

The OPMWin software will be installedashore and used to centrally manage ongo-

ing fleet maintenance for Harbour Spirit,Spirit of Portsmouth, Spirit of Gosport andGosport Queen.

“We selected the Marine Software OPMSoftware in order to better organiseextremely able and competent staff in theongoing scheduled maintenance of ourvessels,” said Gosport Ferry.

“Ultimately, when the system databas-es have been correctly populated weshould be generating daily work cards for engineering staff to better utilise their time and to provide timelyreminders of essential and non-essentialmaintenance tasks.”

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SOFTWARE


Online risk analysis portal now free for maritime companieshttp://riskportal.pgitl.com

Security company Protection GroupInternational (PGI) is to provide its web-based risk analysis service – PGI RiskPortal – free to the maritime industry, thecompany has announced.

The online PGI Risk Portal, a geo-political analysis tool, will be accessible to visitors to the websitehttp://riskportal.pgitl.com.

The Risk Portal can be used by mar-itime companies to access daily securityintelligence information, country riskassessments and analytical insights withdetails on any pirate activity, security

issues or political risks that could impacttheir operations.

Services include daily incident feedscovering maritime, port and onshoreevents, as well as country-specific mar-itime risk profiles and mapping of relatedincidents to use in route planning.

Charting of maritime incidents to pro-vide statistics and comparison informationbetween countries will also be available,along with analysis of regional trendsaffecting the maritime sector.

“In today’s global climate, internationalshipping companies have to be aware of awide range of potential threats includingterrorism, piracy, armed robbery, political

instability and disruption in order to makesure their vessels and crew can safely goabout their business transporting ninetyper cent of world trade,” said Tom Bacon,head of risk analysis for PGI.

“We believe that the information avail-able through our PGI Risk Portal plays avital part in quality risk management andbusiness continuity planning and can helpmaritime companies to avoid high riskareas and protect their staff.”

“For this reason we are happy to makeour service available to the wider shippingcommunity and to share the benefits of ourcomprehensive security research andworldwide knowledge.”

IMO launches energyefficiency project

www.imo.org

The Global Maritime Energy EfficiencyPartnerships Project (GloMEEP), whichaims to support increased uptake andimplementation of energy-efficiencymeasures for shipping, has been formallylaunched in Singapore, at the IMO-Singapore Future-Ready Shipping 2015conference.

This Global Environment Facility(GEF)/United Nations DevelopmentProgramme (UNDP)/IMO project, for-mally designated ‘Transforming theGlobal Maritime Transport Industrytowards a Low Carbon Future throughImproved Energy Efficiency’, will focus inparticular on building capacity to imple-ment technical and operational measuresin developing countries, where shipping isincreasingly concentrated.

Funding for the two-year project wasagreed in July. IMO will execute the proj-ect, which aims to create global, regionaland national partnerships to build thecapacity to address maritime energy effi-ciency and for countries to mainstreamthis issue within their own developmentpolicies, programmes and dialogues.

A number of lead pilot countries willbegin with the project: Argentina, China,Georgia, India, Jamaica, Malaysia, Morocco,Panama, Philippines and South Africa.

Softship launches new software for liner companies www.softship.com

Softship has launched a new softwarepackage for liner operators, to work along-side its existing vessel scheduling softwareVOYCES.

The new VOYCES PRO tools offertranslation and transmission of standardvessel reports directly to shore-side appli-cations, which can be used to update andamend schedules accordingly, as well as abunker management module that analysesthe impact on bunker consumption causedby vessel delays and schedule changes.

The system also links with the carrier’sbooking software, to assist operators inmanaging load factors and capacity avail-

ability for an entire voyage.On the port side, reporting of port call

events, confirmation of cargoloaded/discharged and bunkers receivedis included, with all corresponding portcosts automatically calculated, while achecklist facility is available to ensure allcommon tasks required while the vessel isin port are authorised, completed andchecked.

The ability to map and compare AISpositions of vessels alongside their sched-uled position and highlight differences hasalso been included in the software.

“We always listen to our customers andthis new package has been developed tomeet real concerns and issues that are cur-

rently being voiced in the marketplace,”said Thomas Wolff, Softship executivedirector.

“Bunker costs, for example, represent avery significant slice of a carrier’s costs andour customers wanted a tool which wouldallow them see, immediately, the impacton bunker consumption for a variety ofschedule change scenarios. VOYCES PROenables this alongside a range of other newand topical tools.”

“This new software application is cur-rently being rolled- out to various opera-tors and I am pleased to report that thesecarriers are delighted with its functionalityand the value it is bringing to their busi-ness.”

Interschalt updates Bluetracker systemwww.interschalt.com

Interschalt maritime systems has intro-duced the latest version of its Bluetrackersystem for vessel performance monitoring,reporting, and analysis.

Automatic data collection on board hasbeen expanded, using the newBluetracker[express], an integrated manu-al reporting solution used for entry of allrelevant consumption indicators on boardwhich consolidates the data in a standard-ised manner for further analysis on shore.

A predefined event matrix, guided datainput, and integrated plausibility checksare used to minimise errors and ensurethat reports are completely filled out, toimprove data quality.

Individually configurable benchmark-ing and analysis tools are available withBluetracker to allow the respective super-intendent or fleet manager to identify areaswhere the efficiency of a single ship or afleet can be optimised.

“Bluetracker combines options forchecking consumption and increasing effi-

ciency. The ship owner and manager canaccess all ship and consumption data via aweb browser worldwide and at any time,meaning that sustainable strategies for opti-mising performance can be developed,”said Robert Gärtner, CEO of Interschalt.

“Bluetracker[express] is embedded inthis structure and expands previousoptions to include manual reporting onboard. Only a standardised and error-freedata collection enables a reliable evalua-tion and analysis within fleets, ship classes,or routes.”

Roger Holm has been appointed president of Marine Solutions, executivevice president and member of the board of management of WärtsiläCorporation, effective 1 November2015. In this position, he will be responsi-ble for Wärtsilä's Marine Solutions busi-ness globally, and will report to presidentand CEO Jaakko Eskola.

Donald Anderson has joined theShipServ board of directors as an inde-pendent non-executive director. MrAnderson was previously Group CEO atV.Ships Group, and also worked as anadvisor to the board of Univan ShipManagement in its recently announcedmerger with Anglo Eastern.

Roger Holm, Wärtsilä

www.wartsila.comwww.shipserv.com

Wärtsilä in GasLog LNG predictive analytics agreement www.wartsila.com

Wärtsilä has signed a predictive analyticsmaintenance agreement with GasLog LNGServices, lasting three to five years, to man-age operational reliability for GasLog'sseven 155,000 cbm LNG carriers.

By analysing the data collected fromGasLog's vessels, Wärtsilä says it is able toprovide actionable information regardingthe condition of the equipment, whichenables GasLog to optimise maintenanceand asset performance.

Utilisation of the data, collected viasatellite, allows GasLog to max-imise the intervals between main-tenance periods, streamline logis-tics for spare part deliveries andensure that main generatingengines are operating optimally,thereby lowering operating costsand minimising fuel consumption.

The range of services offeredunder this agreement includesproactive condition based mainte-nance, maintenance management

services, performance monitoring andremote online support. Workshop servicesfor all 28 Wärtsilä 50DF dual-fuel enginesare also covered by the agreement.

“We have been extremely pleased withWärtsilä's co-operation and are happy toexpand the agreement to cover these LNGvessels,” said Miltos Zisis, fleet managerat GasLog.

“We are certain that both GasLog andour customers can benefit from optimisedavailability, increased lifecycle efficiencyand in turn, reduced operating costs.”

“We believe that Wärtsilä's technology,global presence and local support will helpus to achieve these efficiencies and willensure that we can continue to meet ouraim of first class customer-service in thechartering of GasLog Vessels.”Gaslog Santiago

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JANUARY/FEBRUARY 2016Issue: Big data in shipping | Remote monitoring and vessel efficiency|Using IT for emissions reporting and fuel savingsExtra Distribution:DS Hamburg 24-25 FebruaryCopy Deadline: 4th January

If you would like to advertise in Digital Ship magazine please contact:

Advertising Manager Ria Kontogeorgou | Tel +44 (0)207 017 3442

Mobile |+ 44 (0)7815 481 036 | Skype ria.kontogeorgou | Email [email protected]

MARCH 2016Issue: GX global commercial availability | Cyber security | IT network roll-out - the operator perspectiveExtra Distribution: Asia Pacific Maritime 16-18 March | CMA Connecticut 21-23 MarchCopy Deadline: 8th February

APRIL/MAY 2016Issue: IMO and e-navigation | Changing regulations and the IT landscape | Crew welfare in a HTS worldExtra Distribution: DS Copenhagen 5-6 AprilCopy Deadline: 7th March

JUNE/JULY 2016Issue: Intelsat's Epic series launch | Maritime technology at Posidonia | Mandatory ECDIS, the story so farExtra Distribution: Posidonia 6-10 JuneCopy Deadline: 16th May

AUGUST/SEPTEMBER 2016Issue: Maritime technology at SMM | Software for vessel optimisation | Integrated navigation systems in practiceExtra Distribution: SMM 6-9 SeptemberCopy Deadline: 15th August

OCTOBER 2016Issue: Fleet management software in high bandwidth environments | Satcom market share analysis | eCommerce and vessel logisticsExtra Distribution: DS Singapore 12-13 OctoberCopy Deadline: 19th September

NOVEMBER 2016Issue: Iridium Certus launch | Bandwidth optimisation systems | Onboard media and TV at seaExtra Distribution: DS Athens 9-10 NovemberCopy Deadline: 12th October

DECEMBER 2016Issue: GMDSS review at IMO | Extending mobile networks to sea | Radar technology and situational awarenessCopy Deadline: 21st November

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Digital Ship


Major shifts in global industrial technologies, from Big Data to the Internet of Things, are changing the way thatorganisations both big and small are doing business. The potential effect these big IT trends in other sectors

could have on the maritime industry is an exciting prospect, writes Steve Driver, SRO Solutions

Upgrade and improve, or transform

TT he IT industry doesn’t like to standstill. Upgrades, updates, new ver-sions and enhanced functionality

are released on a regular basis. New serv-ices are enabled, bottlenecks eliminated,more joined-up operations enabled. Theunderlying platform remains the same but,over time, its capabilities evolve andstretch to meet changing expectations.

But then, every so often, something farmore dramatic comes along. We are expe-riencing one of these more dramatic peri-ods at the moment.

The latest technology trends – theimpact of mobile, the power of Big Data,the possibilities of the Internet of Things(IoT), the demands of interoperability –aren’t about tweaking, enhancing existingsystems and solutions, or adopting incre-mental upgrades. Instead they are creatingwhole new meaning from business activityand transforming our understanding ofwhat can be achieved.

The opportunities for forward-thinkingcompanies are immense, and the maritimesector is no exception. Systems that helpmanage physical assets for example areprone to exactly the same transformativetrends as the latest start-ups coming out ofSilicon Valley. Old certainties are beingquestioned and enticing new possibilitiesare being considered.

Specialisation or cross fertilisation

One of the biggest questions being askedis how far industry specialisation offers value.

In the maritime industry, every systemmust be class approved. That’s clearly notnegotiable. But after that, the benefits of asystem that is focused solely on maritimebut does not draw on other industrial sec-tors and influences is less clear.

The bare minimum for an asset manage-ment system must be that it gives organi-sations control over physical assets by col-lecting and sharing information on reliabil-ity, maintenance, inventory, resources andpersonnel, and by disseminating andenforcing best operational practice overthe lifetime of the asset.

Inevitably, in a maritime environment,the difficulties of ship-to-shore and ship-to-ship connectivity are extensive, and sosome form of robust data replication capa-bility is needed. The availability of data isincreasingly relevant as more and moredevices that can be remotely monitored areattached to the network and produce ever-more data for analysis.

But the need for data availability isshared by a number of industries: off-shoredrilling in the oil and gas business, remoteexploration by mining companies andeven long-haul fleet managers needadvanced systems that help them manageplant, production, infrastructure, facilities,

transportation and communications in far-from-easy circumstances.

Data often needs to be examined by off-site managers or geographically spreadteams in as close to real time as possible,without the ‘always on’ connectivity thatless mobile industries enjoy.

In this sense, there is a huge advantage in using software that shares best technol-ogy practice: the need for replication mastered by shipping operators can applyto offshore drilling platforms; the role of technology in managing health, safetyand environment by drilling operators can offer significant benefit to maritimebusinesses facing ever-closer scrutiny inthese areas.

These highly regulated industries alsotend to share the rugged environmentalconditions that characterise the maritimeindustry.

The demands of an off-shore drillingplatform are at least comparable if notidentical to those in commercial shipping.Again, best practice on managing mainte-nance schedules, for example, can beshared to mutual advantage.

Selecting systems developed withknowledge gained from serving a varietyof industrial sectors enables maritime fleetoperators to benefit from this sharedexpertise. Seen in this light, the focus onsoftware that comes solely from within asingle sector appears limiting.

We are already seeing this type ofexpertise-sharing across a number of com-mercial sectors outside heavy industry.

Apple is bringing its particular expertiseto the retail transactions and paymentsbusiness, for example. Intel is gettinginvolved in watchmaking. Amazon is usingits retail platform to become a significantplayer in cloud provision. Similar levels ofcross-fertilisation and knowledge share canhelp develop best practice among maritimeand other industrial sectors who have sim-ilar problems to solve.

Software suppliers who are embeddedin many industrial sectors may be able todeliver greater benefit to maritime opera-tors. It’s the same principal as the automo-bile industry, where cars built in smallnumbers with limited markets often lackthe latest features compared with morepopular models backed by investmentfrom manufacturers.

Asset management software that sharesexpertise from many sectors extends thepool of ‘best of breed’ technologies fromwhich industries can draw. But it’s not theonly form of sharing that is available.

Another of the big trends now dominat-ing the IT sector is the use of APIs to linktogether separate systems to create a moreseamless whole. Vendors are also makingspecialist modules readily available totheir core product to create a more flexibleand scalable solution.

For example, as a standalone system, anasset management solution provides animportant, even necessary function. Whenit shares information with and responds todata from supply chain systems, financeapplications, or enterprise resource plan-ning (ERP), then that functionality is sig-nificantly enhanced.

It means the time and resourcesrequired to provide an end-to-end assetmanagement, maintenance and monitor-ing function are much reduced. It alsoensures that the business can better under-stand the full impact of any change in rout-ing, for example, or the true opportunitycost of taking a vessel out of operation.

Equally, technologies that supporthealth, safety and environment monitor-ing, or risk and liability management, forexample, can be added on to an assetmanagement system, as can managementof change (MoC) and incident manage-ment (IM) modules. Maritime operatorscan benefit from systems with all thesecapabilities.

Bigger and bigger dataThe third big trend that has almost come todominate the IT industry is that of big data– and again it has positive implications forforward-looking maritime operators whocan discover, release, process and analysevast amounts of data from their operations.

This data can be transformed intoinvaluable information and insight intoeven the most obscure areas of activity.With greater business intelligence avail-able, remaining traces of guesswork orassumptions are being eliminated from thedecision-making process.

Now that the data genie is out of the bot-tle, all kinds of possibilities are opening up.One of the more interesting for the maritimeindustry is the move from planned to pre-dictive and proactive maintenance.

A typical maintenance schedule might

involve a regular and predetermined planto strip down an asset, overhauling it andputting it back into service. For a dieselgenerator engine running for 6,000 hours ayear, the manufacturer’s manual will typi-cally recommend an overhaul at 16,000hours. The frequency is based on observa-tion over time, convenience and necessaryrisk aversion.

But with the right analytics capabilitiesin place, the maintenance schedule can befinely tuned to match the actual demandsof the individual engine. It could, forexample, run for an additional 4,000 hoursbefore a maintenance overhaul.

This just-in-time maintenance capabilityresults in a much more efficient use ofspares, time and resources. Multipliedover an entire fleet it can produce a signif-icant cost saving.

These are all significant and transforma-tive technology trends. But the biggest dis-ruptor of all is the Internet of Things (IoT)– which itself is set to increase the volumeof data available by an order of magnitude.

In the industrial sector, the possibilitiesopened up by attaching intelligent sensorsto ‘things’ – devices, plant or equipmentthat until now have not been computerisedor part of a data network – connectingthem together, extracting previouslyunavailable information and analysing it,often without human intervention, is thefuture of computing.

Analysts at IDC predict that approxi-mately 212 billion connected "things" willbe installed worldwide by the end of 2020.

What this means for the maritimeindustry is that ships could be become self-contained floating networks, transformedby analytics, machine learning, and self-healing capabilities. In the future, engi-neers won’t need to proactively monitordata to find out whether maintenance isneed after 3,000 or 4,000 hours. The shipwill tell them.

IoT is transforming business activity

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SOFTWARE


The kind of insight provided by thesenewly intelligent vessels not only createshuge efficiencies in the operation of eachship, but can help optimise the way thatalmost every aspect of the business is run.

We’ve already seen interest in thepotential of the IoT in the maritime indus-try. The Korean shipbuilder HyundaiHeavy Industries is working with globaltechnology consultants Accenture todesign a ‘connected smart ship’, based onan IoT framework. Their aim is to create anew generation of vessels by applyingsmart technologies to ship specifications.

In a vision they outlined earlier this year(see Digital Ship August/September 2015

issue), Hyundai described how a networkof sensors could be built into the ships inorder to capture a range of voyage infor-mation including location, weather, oceancurrent data, and onboard equipment andcargo status information.

Applying real-time analytics to all thatdata would then give operators invaluableinsight into a given vessel’s status andcould be used for real-time alerts and moreefficient scheduling, as well as predictivemaintenance.

Nor has this potential been lost on serv-ice providers who have historically operat-ed outside the maritime space. Launchedin January this year, for example, GE

Marine is a new subsidiary of GeneralElectric that will offer products and servic-es around power, propulsion and position-ing to the maritime market.

Tellingly, among the many physical andIT systems on offer – including engines,turbines and speed drives, dynamic posi-tioning systems, sensors, flow meters andcondition monitoring – is the commitmentto develop IoT-based systems and build anIndustrial Internet or, in this case, aMaritime Internet.

The underlying message from thelaunch is that what GE Marine calls the“deeper meshing” of the digital worldwith the marine industry has the potentialto deliver transformative effects in pre-dictability, shipbuilding and propulsion.

From the other end of the industrialspectrum, Blackberry has also announcedplans to diversify away from the pure-playsmartphone market. It too is hoping todeploy expertise gained outside the mar-itime sector, this time by providing hard-ware and software to monitor cargos toensure the integrity of perishable, con-trolled, or dangerous substances, and fromthere improve port efficiency, and lowerregulatory oversight costs.

What Blackberry brings to the party inthis case is its expertise in building securenetwork infrastructures which form the basisfor machine-to-machine communication.

These three examples alone demon-strate that it is shared experience, and thecommon application of expertise, ratherthan the source of that experience that isgoing to be important in the future.

Future blueprintIt is hard to overstate the nature of thechanges taking place in IT capabilities rightnow, or the effect they will have on busi-nesses that choose to engage with them.We’ve already seen the need for mobilecapabilities, diverse availability modelsthat include software as a service (SaaS),and greater use of private and publicclouds, but the step-change ahead is of amuch greater magnitude.

However, the possibility of a morestreamlined and less hazardous operationand the potential to create a more efficientand cost-effective business will only berealised if the core platforms used in themaritime industry have these forward-looking capabilities built in. Any upgradeof technology has to be made with an eyeon a very different IT future.

It’s no longer about nice-to-have fea-tures or simply greater performance andthroughput. The opportunity is there tocompletely rethink what asset manage-ment platforms could be capable of andenvision a truly IT-enabled maritimebusiness.

At this point in the IT cycle, anupgrade is no longer just an upgrade. It is the start of a complete business transformation. DS

About the AuthorSteve Driver is managingdirector of asset manage-ment technology companySRO Solutions

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SOFTWARE


Digital technologies are delivering new opportunities for the maritime supply chain, with new innovations likely to change the way that ships get hold of the items they need, in a way that could benefit

the whole industry, writes Paul Østergaard, ShipServ

The digital evolution in ship supply

NN o one said it was easy to be ashipowner. The in-trays of ship-ping executives include demands

to improve operational efficiency, to actmore sustainably and to reduce costs,against a backdrop of low margins and lit-tle liquidity.

To put it bluntly, for many organisa-tions the first order of business is not somuch to thrive, as to simply survive.

In an era singularly lacking in goodnews, one silver lining for the shipping andoffshore industries has been the productivi-ty benefits delivered by new technology.

In recent years, we have seen how tech-nology has helped shipping and offshoreoperators to manage those commercialpressures, including improvements inhigh-speed connectivity, reduced emis-sions and fuel costs, and an exponentialgrowth in business data and intelligence.For an industry that is instinctively conser-vative, it has been a steep learning curve.

Procurement is one area that has alsoradically changed with the birth of the e-marketplace. Shipping and offshore mightbe traditional industries, but as e-market-places have become a familiar method ofpurchasing goods for most of us in ourday-to-day lives, it has also acceleratedtheir adoption within these markets.

With e-commerce, transaction and oper-ating costs are reduced and it is easy tofind and trade with a plethora of potentialsuppliers, receive quotes and assess quali-ty. The costs and the risks are significantlyreduced, even when trading with newcompanies. This in turn creates new oppor-tunities for suppliers, including smallerfirms and new market entrants.

But while this is certainly deliveringefficiencies and cost savings within pur-chasing departments, what does it meanfor the many suppliers providing productsand services to the industry?

Put simply, it has required a change inmindset and a realisation that the daysspent on the road at trade events trying tosell your wares may not be the most effi-cient or effective use of time and resource.

Global e-marketplaces connect bothsides of the trading process within theindustry. For suppliers, this delivers accessto hundreds of purchasing executives,who, importantly, are in active ‘buyingmode’, unlike in a trade show environ-ment. Clearly these are the people youwant to engage with.

E-procurement also has the power tochallenge conventional wisdom and askwhether prevailing trends in the maritimesupply chain still apply in the digital age,let alone in an era of smart procurement.

For example, is centralised procurementthe most cost-effective option? Does a com-pany have full control over its spend?When should purchasing decisions betaken on board, instead of on shore?

Should organisations always consolidatetheir suppliers?

For years, supplier consolidation hasbeen a marine procurement mantra.Indeed, there was a time when consolida-tion made a lot of sense; never more sothan when RFQs, received by post or byfax, would include dozens of line items.The cost of disaggregating such an orderwould be huge.

However, e-procurement has removedthese obstacles, making it easier to findsuppliers, get quotes and assess their qual-ity, thereby reducing transaction costs andthe risks of trading. Today, rather than

automatically opting to consolidate suppli-ers, we can assess on a case-by-case basiswhether it is the right decision.

Disruptive technologies With Moore’s Law - that computer pro-cessing power will double every two years- proving increasingly accurate, the indus-try should expect to see an exponentialboom in how digital technologies are fur-ther integrated into our working and per-sonal lives. What’s more, people’s individ-ual experiences with technology areincreasingly driving our expectations andunderstanding of what is possible in the workplace.

One area of advancement that has thepotential to transform procurement andsupply in shipping is the rapidly develop-ing world of 3D printing.

High-tech, high-investment industriesare currently leading the way, with someof the most exciting progress being madein the world of medicine, where customi-sation and fast availability are critical.What can be expected when this tricklesdown into the day-to-day needs of theshipping industry?

Shipping companies could begin print-ing their own spare parts, buying digital

‘licences’ to print from the ‘manufacturer’who now acts as a developer of intellectu-al property, rather than just products.

The transition to this form of purchaseand supply is easy to imagine, offeringinstant digital delivery of a licence andschematics, and the potential to go fromissuing an online request for quotations(RFQ) to having the part on board in thesame day.

Under such a model, the value of whatthe ‘manufacturer’ provides lies not in thepart itself, but in the design, the licence andthe quality assurance. Purchasers that pre-viously insisted on original parts will now

insist upon ‘original’ blueprints that comewith a manufacturer’s guarantee.

Of course, unless a shipping companyhas its own printers on board each vesselor at each port of call, it will still leave gapsin the availability of replacement parts atshort notice.

An alternative might be physical suppli-ers operating 3D printing workshops atports; essentially, a zero-inventory manu-facturing model.

The benefits to both parties would beoverwhelming. Suppliers could increaseprofitability by requiring fewer physicalsquare feet, but have the potential to supplythousands of different products. With nowarehouse inventory to manage, staffingcosts could also be significantly reduced.

For purchasers comes guaranteed prod-uct availability. Even if the supplier does-n’t already have the licence for therequired product, it can be obtained digi-tally, allowing the order to go ahead withlittle delay.

Maersk Tankers has been one of theleading thinkers behind the role that 3Dprinting could play in the shipping supplychain. It is asking the right questions aboutthe operational, commercial and safetyimplications, including consideration of

the proprietary rights and licensingarrangements over the blueprints, theship-to-shore connectivity requirementsfor onboard printing and the cost-benefitanalysis that would underpin any decisionover the use of 3D printed components.

There seems to be little doubt that thistechnology is here; the question is overhow quickly and how widely it will bedeployed across the marine supply chain.

This technology may have a profoundimpact on suppliers’ business models,even if we are a long way from having all the answers. For example, the commer-cial implications are far from clear. Whilst3D printing may well reduce supply chain costs, the implications for the mar-gins of manufacturers and distributors are uncertain.

Possibilities3D printing is just one of many digital tech-nologies that could change the way theshipping industry thinks about procure-ment. The possibilities are endless.

For example, the combination of condi-tion monitoring technology and the‘Internet of Things’ - the concept that sen-sor-equipped and connected devices andsystems can autonomously collect andshare data - could see pumps or enginesordering their own replacement partsbefore the crew knows there is an issue(though this assumes that the future shipin question has a crew on board).

Considerable resources are beinginvested into unmanned shipping, mostrecently through the AdvancedAutonomous Waterborne ApplicationsInitiative (see page 1 of this issue).

Led by Rolls Royce, this project isexploring the economic, social, legal, regu-latory and technological factors to beaddressed to make autonomous shipping a reality.

What might the supply chain look likefor unmanned vessels? It will certainly bepowered by e-procurement, and whowould bet against the Internet of Things,3D Printing and other disruptive technolo-gies having a big role to play.

Whatever the future holds, change isnever easy. It’s not supposed to be. Itshould shake things up and challenge us tothink differently.

Digitalisation and technological evolu-tion have already created seismic changewithin the shipping and offshore supplychain and will do so again. Progressivecompanies are embracing this and will reapthe rewards, now and in the future. DS

3D printing could change purchasing, from goods to licences

About the AuthorPaul Østergaard isfounder and CEO ofmaritime e-commercecompany ShipServ

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ELECTRONICS & NAVIGATION

The Multi-Function Universe is expanding www.cobham.com

Cobham SATCOM has launched two newSAILOR satellite navigation receivers, withboth the SAILOR 656X GNSS (GlobalNavigation Satellite System) and newSAILOR 657X DGNSS (Differential GlobalNavigation Satellite System) black-boxproducts designed to be part of the compa-ny’s ‘Multi-Function Universe’ eco-system.

The touch-screen SAILOR 6004 ControlPanel sits at the heart of the Multi-FunctionUniverse, providing control for all prod-ucts connected to it from a single device.The 656X GNSS and 657X DGNSS join thealready available SAILOR 6391 Navtexand SAILOR 628X AIS as new generationproducts designed to work with theControl Panel.

All systems connected to the ControlPanel can be controlled by selecting theicon for the product as you would an appon any touchscreen device, which providesaccess to set-up, functions and diagnostics.

“The Multi-Function Universe approachmeans that a variety of products can all beaccessed from a single screen on the bridgeand anywhere else a repeater is needed,making installation far more flexible thanwith traditional products that all require

their own screen,” said Claus Hornbech,business manager, Cobham SATCOM.

“The approach also saves space on thebridge, and importantly, makes the life ofmaintenance engineers easier as they havea single point of entry to the network.”

Both the new GNSS and DGNSS sys-tems collect satellite data from any avail-able navigation satellites, including GPSand GLONASS, and distribute it to a vari-ety of on board systems such as ECDIS ,GMDSS, Integrated Navigation Systemsand the onboard satcoms.

Four variants of the new satellite navi-gation products are available. The SAILOR6560 GNSS System and SAILOR 6570DGNSS System are delivered with theControl Panel and a corresponding anten-na, while the SAILOR 6561 GNSS Basicand SAILOR 6571 DGNSS Basic are deliv-ered with the antennas only.

All four variants use the same propri-etary DGNSS Receiver, which providesdata enhanced using Satellite BasedAugmentation Systems (SBAS) from vari-ous areas, including WAAS (Wide AreaAugmentation System) for the UnitedStates, EGNOS (European GeostationaryNavigation Overlay Service) in Europe, andother systems from Japan, India and Russia.

www.transas.com

The Panama Marine Authority has con-firmed the Transas Electronic Logbook asequivalent to a paper logbook for use onboard ships registered under thePanamanian Flag.

The Transas Electronic Logbook (e-Logbook) is designed to replace a traditionalpaper logbook and to record all data in digi-tal format. It is available as a software option

for all users of the Transas Navi-SailorECDIS, and enables automated reporting.

In combination with the company’s e-Checklist, it can then be used for simpli-fied monitoring and documentation ofbridge procedures.

The Panamanian approval is in additionto the system’s compliance with IMOResolution A.916 (22) – Guidelines for therecording of events related to navigation –and it is also certified by DNV-GL.

e-Logbook gets Panamanian approvalThe SAILOR 6560 GNSS

www.km.kongsberg.comwww.admiralty.co.uk

Kongsberg Maritime, working with theUnited Kingdom Hydrographic Office(UKHO), has added AIO (AdmiraltyInformation Overlay) functionality to itslatest K-Bridge ECDIS and K-Nav ECDISsoftware, to make additional chart infor-mation available to the mariner whenusing its ECDIS models.

AIO is a free service included with theAdmiralty Vector Chart Service (AVCS).The overlay contains worldwideAdmiralty Temporary and PreliminaryNotices to Mariners (T&P NMs), to be used

in conjunction with ENCs.The company notes that AIO is also the

only service to include ENC PreliminaryNotices to Mariners (EPNMs), the result ofan Admiralty Assurance Programmereview of the world’s ENCs undertaken bythe UKHO to identify and resolve signifi-cant differences between ENCs and exist-ing Admiralty paper charts.

“With Kongsberg Maritime now deliver-ing an ECDIS that is compatible with AIO,we can offer our customers a product whichwill enable them to plan and execute updat-ed routes with increased efficiency,” saidCarl Magne Rustand, product managernavigation, Kongsberg Maritime.

Kongsberg ECDIS adds AdmiraltyInformation Overlay

www.septentrio.com

Positioning technology companySeptentrio has launched a new dedicateddevice for the maritime market calledAsteRx-U Marine, featuring a range ofpositioning techniques and algorithms aswell as interference mitigation technologyto automatically counteract various kindsof ambient intentional and unintentionalRF interference.

The unit features integrated UHF radio,Wi-Fi, USB, Bluetooth and cellular connec-tivity, and a spectrum analyser. All con-figurations can be done via the on-boardweb interface.

AsteRx-U Marine also incorporatesbuilt-in jamming detection and counter-measures, multi-path rejection and fast

acquisition, with more than 500 hardwarechannels to track all available constella-tions, including GPS, GLONASS, Galileoand Beidou.

The system supports Veripos PPP aug-mentation services and includes extra anti-jamming technology to counter Iridiumand Inmarsat-uplink interference, as wellas an extra antenna connector for a dedi-cated L-band antenna to optimise L-bandreception at high latitudes.

“We want to make it easy for our cus-tomers to use high accuracy positioning intheir work. Using the integrated communi-cation functionality in the compact andportable AsteRx-U, users won’t have toworry about adding their own modems orUHF radios to get access to corrections,” saidJan Leyssens, Septentrio product manager.

“The receiver web interface is availablewirelessly on any mobile device. It wasdesigned together with several of our keycustomers, resulting in an interface that isnot only easy to use by field operators, butalso provides many useful troubleshootingtools, such as the spectrum analyser, tosolve problems in the field and minimisedowntime.”

Maritime positioning productlaunched by Septentrio

The unit is built to counteract interference

www.transas.com

Transas Marine has completed the installa-tion and commissioning of its T-Bridgeintegrated bridge system aboard three IceClass vessels built at Keppel Singmarine,the shipbuilding subsidiary of KeppelOffshore & Marine.

The ships are being built for BumiArmada Berhad, a Malaysia-based interna-tional offshore oilfield services provider.

When delivered, the vessels will operate inthe Caspian Sea.

The Integrated Bridge Systems deliv-ered include a full set of navigation equip-ment, as well as external and internal com-munication systems, and CCTV.

The installations were carried out onboard Hull 383 (Bumi Uray) and Hull 384(Bumi Pokachi), both Ice Class SupplyVessels, and Hull 385 (Bumi Naryan-Mar),an Ice Class Multi-Purpose Rescue Vessel.

T-Bridge for Ice Class newbuilds

www.transas.com

Former president of Inmarsat MaritimeFrank Coles is back with a bang, havingbeen formally announced as the new CEOof maritime navigation technology compa-ny Transas.

Mr Coles will act as chief executive offi-cer and member of the board of directorsfor Transas Marine approximately oneyear after leaving his post at Inmarsat.

Prior to taking up this position withTransas he has been working as an advisorto a number of private equity companieson maritime opportunities, and was also

CEO of Globe Wireless for many yearsbefore working with Inmarsat.

In his earlier life, after 12 years at sea MrColes spent five years as a maritimelawyer, and then worked as operationsdirector for Pacific Basin Bulk Shipping inHong Kong. He is a Master Mariner, andholds a Master’s Degree in Maritime Lawfrom the University of Wales, Cardiff.

“Transas Marine is an agile, innovative,market leading organisation and this is anextremely exciting opportunity to partici-pate in the integration and consolidation oftechnology, efficiency and operations ofthe maritime industry,” said Mr Coles.

Frank Coles named as Transas CEO

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Digital Ship

www.transas.comwww.km.kongsberg.com

Transas and Kongsberg Maritime haveboth announced new deals to improve thetraining technology available in thePhilippines at a range of different centres.

Transas has partnered with PhilippineLifesaving Equipment Inc to provide train-ing solutions for the maritime market.

Various projects have already been suc-cessfully implemented under the partner-ship, namely the extension of simulators atthe Mariana Maritime Center, the Far EastFoundation, and the Western Shippingtraining centre in Manila.

The companies have also completed theinstallation of navigational desktop work-stations and a GMDSS simulator at theMariner Polytechnic Legazpi Campus.

Training curriculums are being set to becompliant with all international standards,as well as local requirements set by theMaritime Industry Authority (MARINA).

Transas has also delivered new simula-tors for the Italian Maritime AcademyPhils, as well as the Panglao-based Cristale-College and the Mariners’ PolytechnicColleges Foundation in Canaman.

“Being a key Transas partner in thePhilippine maritime simulation market,we jointly pursue excellence in providingquality products and services to our valued customers in this market,” said Dell Supapo, president of Philippine

Lifesaving Equipment.Kongsberg Maritime meanwhile has

completed delivery and installation of anew K-Sim Polaris ship-handling simula-tor for the Cebu Reliable and ExcellentSeafarers Training Center (CREST) in thePhilippines.

The CREST delivery consists of a fullmission, DNV GL class A K-Sim Polarisship’s bridge simulator with 270 degrees ofvisual view and Kongsberg K-Bridge con-soles, in addition to three GMDSS/ECDISRadar Trainers.

The equipment includes a built-in

assessment functionality, which CRESTwill use for practical assessment and exam-ination of officers as a mandatory require-ment to receive a licence.

“K-Sim Polaris is a strong match for ourofficer training needs,” said Capt. EmericoB. Gepilano, vice president, CREST.

“The new simulator will support thedevelopment of our course offering andhelp to enhance our assessment processes,while the availability of KongsbergMaritime as a local service provider wasalso a key advantage when choosing ournew simulation supplier.”

Training tech rolled out in the Philippines

The new K-Sim Polaris ship-handling simulator at CREST

BulRIS phase two completed

www.transas.com

The second phase of the BulRIS project tocreate a River Information System for theBulgarian part of the Danube River hasbeen completed.

The system was delivered to the BulgarianPorts Infrastructure Company (BPI Co.) byTransas, who led the project. Transasupgraded the existing system supplied dur-ing the first phase of the BulRIS and extend-ed related IT and physical infrastructureacross 22 local sites and two control centres.

The main RIS Centre is situated in anew building in Ruse with the back-upcontrol centre located in Varna. Both cen-tres are equipped with software and hard-ware for management of inland waterwaytransport, related logistics processes andreal-time data exchange.

Sensors were supplied to protect coastalassets and monitor inland waterway traf-fic, with five border police radars and twonew solid state radars integrated. The VHFcoverage zone has been extended with anadditional 24 radio base stations with ATISfunctionality and a new distributed RadioCommunication System.

Transas also supplied eight long-rangeDay/Night CCTV cameras as well as athermal vision system, ten VTS operatorworkstations and two Crisis Managementworkstations equipped with 3D softwareand a Search & Rescue module.

http://imtech.com/EN/RadioHolland.html

Radio Holland reports that it has completeda customised cruise ship bridge retrofit onthe MS Noordam for Holland America Line.

The complete refit was carried out dur-ing a ten-day dry-dock window, andincluded refitting the navigation andbridge systems in line with HAL’s BridgeResource Management concept, as well asan upgrade of the auto-pilot interface withthe propulsion systems.

This involved removal of the existingintegrated bridge, all antennas and ECDIScomputers, as well as design and installa-tion of new console tops, including wingconsoles.

New units supplied included X-bandand S-band radars, two ECDIS (main andbackup), an Autopilot with two control-ling heads and track control, an azipodpropulsion interface with fuel optimisa-tion options, a satellite speed log, two AIS

and two GPS systems.“Having worked closely with Radio

Holland for many years, Holland AmericaLine had the confidence to consider a high-ly customised bridge retrofit rather than a‘like for like’ upgrade,” said Steve Nevey,technical superintendent of nautical opera-tions at Holland America Line.

“Radio Holland responded by propos-ing an innovative ‘best of breed’ solutionthat matched the existing systems andprovided additional functionality. Usingits in-house systems-integration, engi-neering, project management and sub-contractor management skills, RadioHolland successfully procured, installedand commissioned the new bridge sys-tems within the timescales specified byHolland America Line.”

This is the second bridge retrofit carriedout by Radio Holland on Holland AmericaLine’s Vista Class cruise ships, followingwork on M/S Westerdam in April 2014.

Bridge system retrofit for Holland America Line

The new systems aim to support the company’s Bridge Resource Management concept

For latest updates and agenda please visit www.thedigitalship.com/singapore

FUTURE EVENTS 2016

For the latest updates on all of our events visit www.thedigitalship.com

ATHENS

SINGAPORE

9 & 10 NOVEMBER 2016

12 & 13 OCTOBER 2016

PLUS 3 MARITIME CIO FORUMS – DATES AND LOCATIONS TO BE ANNOUNCED

COPENHAGEN

HAMBURG24 & 25 FEBRUARY 2016

5 & 6 APRIL 2016

p27-32:p1-14.qxd 09/10/2015 16:05 Page 3

ELECTRONICS & NAVIGATION


Global Navigation Solutions(GNS) has appointed Jon Folkedal as thecountry manager for Norway with imme-diate effect. This is the first specific countryappointment for GNS in Scandinavia. MrFolkedal joins GNS from CumminsNorway AS, where he acted as salesmanager commercial marine, and has pre-viously worked with Timm Marine,Ugland IT Group/Nordeca and IBM.

Danelec Marine has received typeapproval from the Korean Register ofShipping for its DM100 series VoyageData Recorders (VDRs), certifying that theDM100 VDR complies with all the provi-sions of the new IMO VDR standard which

came into force in 2014, including IEC61162-450 which requires Ethernet connec-tivity with the ship’s ECDIS and radardata.

Norwegian e-navigation companyNAVTOR has opened a new dedicated

office in Japan, less than a year after open-ing its first office in Asia. NAVTOR JapanK.K. will be led by managing directorHiroaki Kitano, who previously workedregionally for SAS (ScandinavianAirlines).

www.globalnavigationsolutions.comwww.danelec-marine.comwww.navtor.com

exactEarth launches AIS satellitewww.exactearth.com

Satellite AIS data company exactEarth hasannounced the successful launch of a newAIS satellite, exactView-9 (EV9), expand-ing its exactView global vessel monitoringconstellation to eight in-orbit satellites.

The spacecraft was built by theUniversity of Toronto Institute forAerospace Studies Space Flight Laboratoryand launched from the Satish DhawanSpace Centre in Sriharikota in India,aboard the Indian Space ResearchOrganization’s (ISRO) PSLV-C30 rocket.

EV9 will orbit around the equator every97 minutes, providing expanded coverageof the tropical shipping regions of the world.

The satellite employs a next generationAIS payload and supports exactEarth’sground-based AIS spectrum processingtechnology, supported by a network ofearth stations. The satellite will also be ableto provide detection of low power class BAIS transceivers, outfitted with ABSEAdetection technology, for the small vesselmarket.

“The successful launch of our first equa-torial orbiting satellite is another importantstep in our growing constellation of satel-lites offering the most comprehensive andhighest performance ship tracking serviceavailable,” said Philip Miller, VP of opera-tions and engineering at exactEarth.

“The equatorial region contains some of

the world’s densest shipping areas so it isessential to have a satellite AIS technologywhich can deliver high detection perform-ance serving this region’s customers.”

“EV9, in combination with the other

satellites in our constellation, allows us todeliver updates at least once per hour ofvessel identity, location and a wide rangeof relevant maritime geospatial informa-tion to this strategically important region.”

www.polaris-as.dk

Danish company Polaris Electronics hasintroduced a new tracking device, called SIR-IUS One, operating via the Iridium network.

The Iridium satellite signal via SIRIUSOne is accessible from a smartphone, sothat the device can also be used for send-ing and receiving text messages.

The unit is equipped with an internalbattery, and is being targeted for use forLong Range Identification Tracking (LRIT)and, in the future, the Ship Security AlertsSystem (SSAS).

SIRIUS One can be built into variousproducts that need to be traceable, thecompany says, and may be useful con-nected to containers, for example.

“In the development of SIRIUS One wehave continuously used the input which wehave received from our customers over theyears,” said managing director Klavs Torp.

“We have focused on tailoring a trans-mitter which is robust when it comes tothe harsh maritime environment, reliable,versatile and profitable.”

New tracking unitfrom Polaris

ABSEA technology is used to detect class B signals

www.bmtsmart.com

BMT SMART has launched its newSMARTPOWER Torque Meter, part of itsFleet Vessel Performance Management(FVPM) range of products.

The new system is a measurement toolspecifically designed for the maritime sec-tor, to provide a digital output for torque,speed, power, running hours and totalenergy.

Thrust and dynamic data can also be

provided, which BMT SMART’s softwarecan use to analyse the condition of themain engine, propeller and the gearbox.

“A torque meter is the key buildingblock of performance management on-board, and by working with shipyards toinstall SMARTPOWER at the newbuildstage we are committed to working closelywith owners to manage the performance oftheir vessels right throughout their lifecy-cle,” said Peter Mantel, managing directorof BMT SMART.

“With the support of our global net-work of service partners, we can providecustomers with local expertise and knowl-edge, allowing for quick and easy installa-tion and ongoing support.”

The SMARTPOWER system has beendeveloped in partnership with DatumElectronics Ltd, a torque and shaft powermeasurement specialist working acrossdifferent industries, including navies, inthe development of torsion measurementequipment.

SMARTPOWER Torque Meter introduced by BMT

The Torque Meter links to conditionmonitoring software

NAVTOR celebrates opening in Japan

www.pcmaritime.com

In response to a request from V.Ships, PCMaritime says it has added an internetdelivery capability to its Navmaster ECDIStype-specific training.

The training system can now be used onboard the ship, ashore in training centresand at any other location via the internet.

PC Maritime says that V. Ships hadidentified situations where a crew memberjoins a ship at short notice and urgentlyrequires ECDIS training and certificationto comply with ISM Code requirements,which led to the introduction of this newservice to expand availability.

The Navmaster course is normally pro-vided on two DVDs containing the train-ing material and the formal assessment.

The DVDs can be used by any number ofcrew during a 12-month period withoutweb access, as e-mail is sufficient.

However, V.Ships found there werecases where the DVDs were not already atthe required location and expressed con-cern that this could prevent crew fromoperating the ECDIS. To overcome thisproblem PC Maritime added an internetdelivery option.

“It is important that we can ensureaccess to suitable ECDIS training for sea-farers, in a range of situations, often atshort notice,” said V.Ships’ head of seafar-er training, Alasdair Ireland.

“Being able to direct seafarers to inter-net-delivered type-specific ECDIS materialprovides an additional degree of flexibili-ty, which is very much appreciated.”

Internet option added to ECDIS type-specific training

ECDIS training materials can now be accessed online

The unit runs on the Iridium network

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digital ship - 111 - november 2015

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