Search Results for: The Mission to Seafarers

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Getting a Handle on Data Usage

 

As ships rely increasingly on broadband connectivity to improve operational efficiency and provide crew welfare, bandwidth management has become a critical need. On vessels today, broadband connectivity is needed for access to critical weather and navigational information as well as secure communications with fleet operations management. Real-time access to sea condition information, fleet and port data, and remote systems support capabilities can enhance crew safety, save fuel, reduce operational expenses, and ensure compliance with an ever-expanding array of regulations. Broadband connectivity is also the lifeline for seafarers — who consider communications with family and access to the Internet as must-haves for life onboard. If vessels want to attract and retain qualified crew, they need to provide connectivity. It all adds up to an emphasis on managing broadband data usage.

KVH has introduced the myKVH web portal to enable ship operators, fleet managers, and vessel officers to effectively manage onboard data usage. The tool is designed to provide the transparency and accountability that is essential for a ship to get the most value from its broadband data plan, which is typically based on a monthly allotment of airtime.

KVH introduced the myKVH web portal in October 2015 at the same time it introduced new airtime plans for its mini-VSAT Broadband service, which provides connectivity to thousands of vessels worldwide. The new airtime plans deliver data at maximum speeds on the mini-VSAT Broadband network at every price point. In some cases, the top downlink speed of 4 Mbps is 15 times faster than previous plans, while the cost has been reduced by one third. The new airtime plans feature monthly allotments of data in a wide range, giving fleet managers the ability to choose a data allotment that fits the vessels’ budget and needs.

With a vessel utilizing a monthly allotment of data, it becomes extremely important to be able have visibility into the amount of data being consumed. The myKVH web portal provides a single secure site with the tools to enable a ship operator to manage network usage by vessel or by individual crew members, allocate operational and crew data, and receive customized usage alerts by email and SMS text message. It is available for no additional cost to every customer using KVH’s mini-VSAT Broadband service. With the myKVH web portal, operators have a tool to proactively monitor bandwidth usage so that one runaway user can no longer compromise an entire vessel’s connectivity.

Secure, fleet-wide monitoring with map and grid displays is another benefit of the myKVH tool for onshore staff. The fleet-wide view shows IT managers and ship superintendents at a glance where their vessels are and the status of their mini-VSAT Broadband systems. It also enables them to view support cases across the entire fleet, maximizing the value of their KVH investment.

As the sophistication of maritime broadband communications grows, managing onboard data usage will become ever more important for every vessel. The myKVH web portal is designed for the visibility and accountability that fleet managers need to make the smartest use of connectivity.

DELIVERING RELIABLE HIGH-SPEED BROADBAND
This past December, Inmarsat achieved global commercial service for its high-speed broadband service Global Xpress. The service was formed by three Ka-band high-speed mobile broadband communications satellites launched from Kazakhstan over the last three years. A fourth satellite being built by Boeing in California will provide extra capacity when it launches later this year.

GX operates in the resilient Ka-band, while integrating seamlessly with Inmarsat’s L-band network to allow customers across aviation, maritime, enterprise and government sectors to have reliable and assured access to high-throughput communications.

With Cisco, Inmarsat has also developed the Inmarsat Service Enablement Platform (ISEP) and the Inmarsat Gateway, which will deliver a whole new world of innovative, content-rich applications – developed by our Certified Application Partners – tailored to meet GX users’ needs.

During the course of 2016, Inmarsat will be introducing a series of market-specific, high-speed connectivity services powered by Global Xpress.

Inmarsat has signed up several manufacturers and value-added resellers to distribute its Global Xpress services. Among the manufacturers on the maritime and offshore sector are Cobham, Intellian, JRC, and RigNet.

At last year’s International Workboat Show in New Orleans, Intellian displayed its GX60, a compact maritime stabilized terminal designed to use Inmarsat’s GX broadband service. Built and supplied with an Integrated GX modem, the GX60 installs easily and quickly delivers high-speed connectivity.

A real benefit of the GX60, explains Paul Comyns, Intellian’s Vice President Global Marketing, is its small size, integrated design, and intuitive user interface. It means operators can install and commission the terminal in relatively the same amount of time as a FleetBroadband system. It can also deliver speeds of up to 50 Mbps. The radome dimension is 90 cm x 103 cm and the antenna weighs about 132 lbs.

Also on display at the Workboat Show was Cobham SATCOM’s SAILOR 60 GX, a new super-light and compact Ka-band VSAT antenna. The new 60cm antenna system is designed for Inmarsat’s new Fleet Xpress service.

Weighing just 82 lbs/37 kg, the SAILOR 60 GX user terminal features one of the lightest Ka-band antennas and boasts leading radio performance to ensure a reliable link to the satellite and more availability of communication services. For workboats and offshore vessels with space restrictions a new SAILOR 60 GX combined with a SAILOR FleetBroadband system is the perfect on board hardware platform for Inmarsat’s game-changing new maritime multi-band satcom service.

A key advantage of SAILOR 60 GX’s small size and low weight is the ability to reduce installation time and costs, which could lead to better value monthly service subscriptions. It is also likely that vessels with existing FleetBroadband antennas will experience more value as they already have a core component of Fleet Xpress on board, making SAILOR the ideal companion for workboat operators aiming to achieve optimal ROI on maritime broadband.

SAILOR 60 GX will enable more workboats to operate smarter through harnessing the power of Inmarsat Fleet Xpress, by enabling significant data sharing capabilities and the drive towards smart operations. The optimal size/performance balance of SAILOR 60 GX is possible because Inmarsat Global Xpress satellites use spot beams instead of wide beams, so with advanced engineering and software design, antenna size is becoming less relevant and they can operate anywhere in the satellite footprint and provide a strong link.

The lightweight carbon fiber and aluminum SAILOR 60 GX comes pre-configured for Fleet Xpress and features ‘one touch commissioning’, meaning that during installation it can be online in seconds with no requirement to contact the Network Operations Center (NOC).

At 1,297 feet long, the MSC Zoe, along with her sister ships MSC Oliver and MSC Oscar are some of the largest container ships in the world. When she set sail this past summer on her inaugural voyage, the MSC Zoe was equipped with high-speed Marlink Maritime VSAT (Very Small Aperture Terminal) on board. Marlink VSAT services provide reliable connectivity for operational and crew communications on MSC Zoe and 130 other MSC ships. MSC uses a suite of integrated IT solutions designed to reduce network administration on board and provide easy access to communication services for crew, all enabled by the XChange communications management platform from Marlink.

Recently added to MSC Zoe’s communications solutions and being rolled-out across the MSC fleet is XChange Universal Remote Access (URA), a unique system that provides secure remote access to computers on board from the shore office. MSC is already experiencing higher uptime for IT systems across the fleet due to the improved remote maintenance and troubleshooting capabilities provided by URA. The system differs from standard remote access solutions, which are designed for specific terminals or protocols and require their own IP address. Since it is a universal access solution, MSC can use the same tool to access IT systems on MSC Zoe, its largest ship, as on any other ship regardless of age or type across its entire fleet.

XChange as standard also provides communication lines for MSC crews to easily stay in contact with their families and friends via email, internet and social media, while giving full control of access and costs to administrators on shore. For MSC, this functionality has been extended by XChange BYOD (Bring Your Own Device), a ready-to-use Wi-Fi solution and accompanying apps that provide voice and data access for crew using their own smartphones, tablets or laptops. By ensuring straightforward account administration and streamlining payment using pre-paid cards, XChange BYOD helps MSC to meet the requirement of its maritime professionals to access the Internet via Wi-Fi using their own devices.

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ABB takes wraps off two turbocharger developments

DECEMBER 1, 2015 — ABB has used the Marintec 2015 event in Shanghai, China, to launch two new products. One is the large engine industry’s first commercial turbocharging air outlet silencer package

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ABB takes wraps off two turbocharger developments

The air outlet silencer is the first product available to the market to reduce noise emissions for turbochargers on low-speed marine engines. It reduces the noise level of compressed air leaving the turbocharger and is a key element in ABB’s noise reduction packages, now available for A100-L and A200-L turbochargers. The turbocharger noise reduction package contains additional special noise damping elements and has been designed to meet IMO noise emission standards revised in July 2014.

The revised SOLAS regulation II-1/3-12 requires new ships to be constructed to reduce on-board noise and to protect personnel from noise in accordance with the revised Code on Noise Levels On Board Ships. Mandatory maximum noise levels are set out for all spaces on ships; for accommodation areas this is a reduction to 55 dB(A) from 60 dB(A).

The ABB air outlet silencer has been designed to reduce air-related noise emissions by approximately 5 dB, depending on the turbocharger location, and other variables.

“With up to a 5 dB reduction in noise emissions, the noise level perceived by a human ear is almost reduced by half, thus making a considerable contribution to the noise level limit set by the IMO SOLAS regulations, said Joachim Bremer, Head of Product Line, Low Speed, ABB Turbocharging. “The development of the air outlet silencer underlines our focus on the safe operation of our turbocharging products, and on reducing environmental pollution. In creating a quieter working environment for seafarers, we are bringing to our customers the ABB Group commitment to occupational health & safety.”

abb dk blu thingNew small turbocharger

The newly launched A160-L completes ABB’s series of turbochargers for low speed engines and is designed for operational flexibility and sustained high efficiencies in small-bore diesel, dual fuel and gas engines. The product enables reduction of engine fuel consumption and lower emissions – two key concerns for customers. The axial-turbine design with high efficiency and robustness enables the application of latest technologies for IMO Tier III compliance without compromise on fuel economy, thereby fulfilling customer needs.

Smaller in size than the well-known A165-L, the A 160-L allows more space on the engine. In addition, it offers simplified, rapid maintenance in line with market demand.

“Our A100/A200 series is proven technology, delivering unrivaled performance in its class,” says Mr. Bremer. “The design for highest efficiencies enables optimized engine tunings, thereby reducing fuel consumption and emissions on-board some of the largest vessels in the world. With the A160-L we are now able to deliver the same benefits for small-bore low speed engines. In addition, we have listened to our customers’ requirements to maximize uptime, resulting in a product that is easier to maintain, with longer service intervals so operators can be assured of their turbochargers’ reliability, literally from dry dock to dry dock.”

Norwegians square up to offshore challenge

A growing number of laid-up OSVs and sweeping job cuts in Norway’s offshore sector present major challenges to the owners and operators of some of the most sophisticated offshore vessels in the world. Numbers change on a regular basis but, by mid-October, about 70 offshore vessels of various types were laid up, and more would be idle in the coming days, analysts predicted.

The Norwegian economy is, of course, heavily dependent on offshore energy but in good times, the country has been prudent with proceeds. Its sovereign wealth fund is the largest in the world. And the Norwegians are used to riding the peaks and troughs of energy prices with pragmatism. Adjusting to downturns is painful in the short run, but part of life.

Norway’s west coast offshore cluster, located around Aalesund and Fosnavåg, is home to a bunch of blue-chip names involved in every stage of servicing North Sea energy companies. According to Per Erik Dalen, Chief Executive of Campus Aalesund—an educational hub at the center of the cluster—the region is home to no fewer than 13 ship design firms, 20 ship operators and 169 equipment suppliers.

DeBeers KlevenVessels currently under construction include a deep-sea mining vessel for De Beers at Kleven Shipyard in Ulsteinvik and what ABB claims to be the most sophisticated cable layer, also contracted at Kleven, for high-voltage cable installation. Across the bay, ship design and offshore builder Ulstein has just launched the design for a new multi-function vessel specifically targeting energy firms seeking to cut CAPEX and OPEX.

The company’s S182, a shallow vessel aimed at the South East Asia, Middle East and African markets, is designed as a platform which can be adapted for a range of offshore functions including cable laying, construction, shallow-water installation, pipe- and cable-laying and dive support. Without mission equipment, the vessel is likely to cost about $45 million, less than 40% of the company’s high-end HX102 unit designed for deep water and harsh conditions.

Meanwhile, Island Offshore – another company within the cluster partly owned by Edison Chouest – lifted subjects on a contract with Kawasaki Heavy Industries earlier this year to build a Rolls-Royce-designed combined well intervention and top-hole drilling vessel capable of a range of subsea and well functions. The UT 777 vessel has DP3, ice-class and the highest level of comfort notation.

Some might question the decision to go ahead on such a vessel at this time, but Managing Director Håvard Ulstein is confident that the decision to proceed, despite the current market, is the right one.

“This vessel will be a significant contributor to our service range and to Island Offshore as a company. We have great confidence in this project,” he says. Delivery is scheduled for 2018 or 2019 by which time many analysts believe oil prices will have rebounded.

At a recent workboat conference in Abu Dhabi, Synergy Offshore’s Chief Executive Fazel Fazelbhoy went so far as to predict oil prices could bounce back far sooner than expected, perhaps even hitting $200 a barrel within the next two years. He proposed a number of arguments, including the fact that today’s 1.5 million b/d crude surplus could easily be offset by depletion rates and cutbacks in E&P spending much sooner than expected.

Campus Aalesund’s Dalen is more cautious but nevertheless positive about the outlook, pointing out that the downturn has had little impact on innovation. The offshore energy sector may be having a tough time at the moment, he concedes, but in a longer timeframe, about 70% of the earth’s surface is ocean, 80% of it is more than 800 meters deep, and roughly nine-tenths remains unexplored.

He concedes that low oil prices are having a greater impact on the North Sea and other regions of relatively high-cost production than, say, the shallow and benign waters of the Arabian Gulf. But when oil prices rebound—whenever that may be—tomorrow’s oil and gas lies in regions characterised by the “four d’s” – deep, distant, difficult and dangerous. Norwegian expertise will be in constant demand.

Bucking the trend
Coming from two separate fishing families, life partners Rita Christina Sævik and Espen Ervik, have developed a unique business model in sharp contrast to those of offshore vessel operators nearby in Fosnavåg on Norway’s west coast. The small tight-knit community in and around the coastal town was traditionally reliant on fishing but has become a centre for offshore innovation focused on the harsh environment of the North Sea.

Today, Aalesund, Fosnavåg and Ulsteinvik are key centres at the heart of the country’s west coast offshore cluster. The cluster includes OSV heavyweights such as Bourbon Offshore, Farstad, Havila, Olympic Shipping, Rem Offshore, Remøy Shipping and Solstad.

But the collapse in oil prices is having a dire impact on many companies’ operations. Although they believe the downturn is temporary, it means laying up boats and laying off seafarers. This is a major challenge in such an offshore-oriented community.

While more OSVs head for lay-up, however, Rita and Espen’s business is thriving. Their antecedents were fishing folk, and both had fishing in their blood. When Rita became MD of her father’s company, Kings Cross AS, in 2005, the pair put their heads together to develop a new business.

Eighteen months later, Ervik & Sævik was set up and work began on the design of an up-to-the-minute fishing vessel capable of working all year round, despite increasingly restrictive fishing quotas. Thus the Christina E took shape.

She is a fishing vessel with a unique selling point. When she’s not landing catches of blue whiting, capelin, herring and mackerel from some of the world’s roughest seas during about five months of the year, the dynamically positioned vessel is deployed on sophisticated offshore operations including seismic work, subsea installation and ROV surveys.

Designed by Vik & Sandvik, with input from SINTEF, equipment supplier MMC and Norwegian state energy firm Statoil, the Christina E was built in Denmark with support from Norway’s NOx Fund. The vessel incorporates latest fishing technologies which enable large volumes of fish to be caught and kept in optimal conditions on board to get the highest prices at auction.

October was the middle of the mackerel fishing season. “We are happy with the prices and the feedback from buyers is very positive regarding quality,” says Rita. But she explains that the ship’s economics would not stack up without working in the offshore sector for up to seven months each year.

Statoil is a repeat charterer, having taken the Christina E on hire in both 2012 and 2013, and for 19 days so far this year. For the rest of the offshore season this year, the vessel has been working for ORG Geophysical as she did exclusively in 2014.

So how do Fosnavåg’s OSV owners view the Ervik & Sævik operation?

“Fosnavåg is a little place and everybody knows each other,” Rita explains. “We have very good contact and a strong marine sector. Since we are a little company compared to the others, I don’t think they see me as a competitor.”

With a strong fishing heritage, it is no surprise that Rita and Espen are diligent about working conditions. Tommy Nielsen, for example, is one of two chefs head-hunted by Rita from fine restaurants. Nielsen himself is a chef and a sommelier.

“Usually, those who cook on board are called stewards,” says Rita. “We are proud to call them chefs.”

Fine food and good living conditions are popular with charterers’ personnel. “All the charterers are very satisfied with the ship and the crew. We have ROV people who have been on board five times and charterers like Statoil and ORG Geophysical take the ship several times,” Rita comments.

So will the Christina E have a sister?

“Our plan is to develop the company in either offshore (another ship) or in fishery (buy more quotas),” Rita explains. “This will depend on how the market develops. Do not say never about something!”

Change is in the air
In the current challenging offshore oil and gas sector, offshore support vessel owners are looking for every opportunity to keep their vessels working, even if it means converting them for other markets.

Ship Design FjellstrandA good example is the Platform Supply Vessel Vestland Cygnus, which is poised to find a new life in the offshore wind market. Delivered this past April by the Fjellstrand Shipyard in Norway, the Vestland Cygnus went to work on a time charter to Apache North Sea Ltd. for a firm 60 days, followed by 30 optional days for work in the U.K. sector of the North Sea.

Now, Norway’s Vestland Offshore says the Fjellstrand AS has been awarded a contract worth around NOK 150 million (about $18 million) to convert the Vestland Cygnus into a wind farm support vessel.

The PSV will be fitted with a 134-person accommodations module, a 100 tonne/40 m offshore crane and a new walkway system for boarding of wind turbines. Additionally 1.2 m sponsons will be added on either side of the vessel.

The converted vessel will have SPS (special purpose ship) class notation.

The design for the conversion is being supplied by Wärtsilä, which provided the original design for the vessel and also supplied a complete electric propulsion system based on the Wärtsilä Low Loss concept with four Wärtsilä 20 engines, as well as an integrated automation system.

“We have developed several concepts for wind farm service vessels, both for newbuilds and conversion projects, and our design is very suitable for this vessel’s new operational profile. We have also worked closely with the Fjellstrand yard for many years on numerous projects and the cooperation between our companies is excellent,” says Ove Wilhelmsen, Managing Director, Wärtsilä Ship Design, Norway.

“The new design will enable the transportation and accommodation of a high number of people. It is important that the vessel has very good stability, even in the most challenging sea and weather conditions, so that personnel can safely board rigs or wind mills. We are confident that the Wärtsilä design meets all our requirements,” says Hans Martin Gravdal, owner of Vestland Cygnus.

Following completion of the rebuild project by the shipyard, the Vestland Cygnus will transport service personnel to and from wind farms.

The conversion will be completed by June 2016.

Canada’s Atlantic Towing wins tidal energy support contract

Cape Sharp Tidal is a joint venture between Emera Inc. and OpenHydro, a DCNS company, which aims to deploying a fully grid connected 4MW tidal array in the Bay of Fundy in 2015. The project has the potential to be one of the world’s first multi-megawatt arrays of interconnected tidal turbines, initially providing energy to over 1,000 customers in Nova Scotia. Longer term, the project is looking towards delivering 300 MW of tidal turbine generated power to Nova Scotia in the next decade.

The Atlantic Towing contract covers the provision of specialized services including harbor and terminal towage, ocean and coastal towage, barging services, and offshore support such as anchor installation. These services, as scheduled, will employ up to 28 seafarers currently working for Atlantic Towing.

Three Atlantic Towing ASD tugs—the Atlantic Hemlock, the Atlantic Bear and the Atlantic Spruce— and the Irving Beaver Barge, will support the project in the strong Bay of Fundy ocean currents.

In addition to anchor and cable installation, the tugs will transport two 1,000-tonne tidal turbines on their journey from Pictou to the Minas Passage on a purpose-built 1,150 tonne capacity OpenHydro barge, the Scotia Tide.

Once in position, the tugs will maneuver the barge and turbine while crews lower the turbine to the seabed and connect the cables to the Nova Scotia power grid.

The subsea cables, on-shore transmission lines and power infrastructure belong to the Fundy Ocean Research Centre for Energy (FORCE) in Parrsboro.

“We’re pleased to be working with the skilled crew of Atlantic Towing on the marine operations for Cape Sharp Tidal,” said James Ives, OpenHydro’s Chief Executive. “The company shares our commitment to safety and offers real-life experience in the Bay of Fundy that will help us achieve this ground-breaking project.”

“We have safely operated in challenging sea conditions like the strong Bay of Fundy currents and tides for more than 50 years,” said Gilles Gagnon, Atlantic Towing Vice President and General Manager. “Working on the Cape Sharp Tidal project is a perfect fit for our local team’s expertise and capability.”

Other Nova Scotia companies are also providing services and expertise to the Cape Sharp Tidal project. In May, a $25-million contract was awarded to Aecon Group Inc. and naval architect firm Lengkeek Vessel Engineering. Two hundred and fifty Aecon employees are currently building and assembling the turbine components and the Scotia Tide barge in its facilities in Dartmouth and Pictou while Lengkeek, based in Dartmouth, earned the contract for barge design. In July, Chester-based Hawboldt Industries was awarded a $4.6-million contract to design and manufacture three heavy lift winches for the barge.

ITF has concerns on tug operations in new Panama Canal

Though cracks and seepage in the new locks have been in the news, structure is not the only concern. The new locks will necessitate changes to canal operations.

The Panama Canal Authority has taken delivery of a fleet of new tractor tugs assist post-Panamax-size vessels that will be transit through the new locks. Locomotives currently assist ships through the existing locks.

What seems to be at issue, is how the tugboats will be used.

Ivan de la Guardia, general secretary of Panama’s Tugboats Masters and Mates Union, said: “We have, for several months, asked to have a proper engagement to draft a new set of procedures for the new locks. This has constantly being denied by the canal administrator. Even members of parliament have pointed out that the tugboat fleet has serious deficiencies that have to be addressed.”

Luis Yau, general secretary of the Panama Engineers’ Union added: “Even if the locks were ready today, one year after the original scheduled delivery, we would not be ready to operate safely and efficiently. We want the Panama Canal Authority to understand that our lives are at stake if we lack the proper operational procedures.”

Last week, the ITF hired Brazil-based Fundação Homem de Mar (FHM), which is associated with Merchant Marine Officers union SINDMAR, to construct a mathematical model to analyze the maneuverability considerations for the safe transit of the locks.

“We have developed a series of services in our simulation center, we are capable of making mathematical models of all kind of vessels, terminals and navigational channels in order to simulate the maneuverability and the feasibility of all maritime operations,”said Severino Almeida, a council member of the FHM foundation. “We have decided to offer our solidarity and expertise to support our Panamanian colleagues and the ITF. The Panama Canal has a special meaning for all of us as seafarers and we are eager to support a better understanding of the operation of the new locks.”

“The ITF is committed to using all means, including the most advanced mathematical models, in order to ensure that operations are safe for the tugboat crews and for all canal users,” said ITF president Paddy Crumlin. “Any inadequate operation could have a serious impact on the international maritime trade and also on the seafarers we represent.”

He concluded: “We want to support the Panamanian authorities and the international maritime community to make the new locks a success, both in terms of safety for seafarers and Panama Canal workers, but also in terms of profitability for the Panamanian government, which has made an incredible investment.”

LNG update: IGF Code adopted by IMO

JUNE 18, 2015—IMO’s Maritime Safety Committee adopted the new mandatory code for ships fuelled by gases or other low-flashpoint fuels when it met at its 95th session at IMO’s headquarters in London

More Paris MOU crackdowns in works

MAY 26, 2015 — The Paris Memorandum of Understanding on Port State Control (Paris MoU) is ready to roll with more Concentrated Inspection Campaigns (CICs) following its recent 48th Committee meeting (PSCC48)

Maersk Line confirms release of Maersk Tigris

MAY 7, 2015 — The Maersk Tigris has now been released from its detention by Iranian authorities.Iran’s Port and Maritime Organization released a statement saying: “The Ports and Maritime Organization conferred with