The job of the Maritime Pilot involves transferring from the piloted ship to a tender or fast launch vice versa. In the below video the outbound ELBCARRIER is disembarked at Maascenter pilot station, on a winter night. All procedures and safety measures are in place to make this critical operation succesfull.
Remote controlled tug trials featured highly in nominations for the new Autonomous & Remote Operations Award
A new category this year recognised the development of technology that paves the way for innovative means of controlling ships. The winner of the Autonomous & Remote Operations Award from a crowded field – including several projects in the tugboat sector – was Kotug’s remote control trial, as part of which it controlled Tug Training & Consultancy’s (TTC) 15-m training Rotortug RT Borkum from more than 1,000 km away. The long range of the test, as well as its importance for the further development of remote control technology – both in the tug segment and or larger workboats and vessels – was noted by the panel.
A master used an Alphatron Marine integrated bridge simulator in the port of Marseille, France to control the tug in Rotterdam, the Netherlands. The captain took control of the tug via a secure internet link over a 4G connection and visualised operations on board RT Borkum using camera images. The tug’s bridge systems and the simulator used were supplied by Alphatron Marine.
“A master used an integrated bridge simulator in the port of Marseille to control the tug in Rotterdam”
Connectivity for the Marseille trial and other Kotug tests was managed by M2M Blue, which provided a stable data connection with a virtual private network tunnel by combining local area network and 4G connection cellular networks. KPN provided the data SIM cards for the stable 4G internet connection.
Master commands made remotely on the simulator were converted to protocols that were transmitted to the tug over the internet. Information was then fed back to the remote centre over the 4G connection to the Alphatron simulator. Real-time sensor technology and video gave the remote captain the situational awareness needed for safe operation.
“We appreciate our efforts being recognised in this way,” said Kotug innovation manager Koos Smoor, accepting the award. “We undertook this project together with several partners who worked on this with us to make it a success.”
Rolls-Royce crewless ships `will be sailing the seas by 2020´
Rolls-Royce’s quest to bring crewless ships to sea is charging ahead after the engineering giant said it has been working with Government-backed groups on the project.
The company plans to release its first fleet of autonomous ships by 2020, in a move that could cut sea transport costs by as much as 20%.
Rolls-Royce is now working with bodies in Northern Europe, including the Norwegian Forum for Autonomous Ships – established by Norway’s Maritime Administration – and DIMECC, funded in part by the Finnish government innovation investment arm Tekes. It is also embarking on major research projects in Britain and Singapore.
Oskar Levander, Rolls-Royce’s vice president of innovation, told the Press Association that teams are working to develop regulation that will cover the first iteration of commercial ships like ferries and tugboats, before embarking on cargo vessels that will sail across international waters.
“The development will start in a few countries, and these flag states will give the vessel permission to operate before we have international regulations in place.”
The technology is expected to adopted by major shipping firms that are looking to boost efficiency and profitability amid weak global demand. The industry slowdown has impacted giants like AP Moller-Maersk which unveiled a full-year loss of 1.9 billion US dollar (£1.5 billion) earlier this month.
But autonomous ships are expected to make waves across the industry – not only for the crews that run those ships, but the insurers and security firms that back them.
Jonathan Moss, a partner at law firm DWF and international shipping expert, said: “The maritime industry as a whole may suffer in terms of employment levels.” The “massive boom” in the maritime security over the past six to seven years will be dampened, as there will be no crew to protect from piracy, and ship cargo will be stored more securely.
Unions have already raised concerns about the adoption of crewless ships, particularly as technology out-paces industry training.
“The pace of change is a challenge to safety and there are also many unanswered questions about the legal implications of the way in which operational and management responsibilities are being taken away from ships’ staff,” a spokesperson for the Nautilus maritime union said. “We are concerned that technology is seen simply as a way to cut jobs and cut costs.”
Mr Levander of Rolls-Royce admitted that skill sets will need to change, with more demand for work in areas like cyber security. However, he said crewless ships are likely to boost on-shore jobs that are generally safer and present a more sustainable lifestyle for staff.
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December 15, 2019
Unifeeder, a wholly-owned subsidiary of DP World, has announced the acquisition of a 77% stake in the Singapore-based Feedertech Group. The deal, which is expected to be concluded in the first quarter of 2020, is the latest stage in DP World’s strategic move to build up its end-to-end logistics capabilities, to serve the needs of shipping lines and cargo owners.
The acquisition will expand the company’s feedering and short-sea operations into new geographical areas. Feedertech operates two businesses: Feedertech, which is an independent feedering service, and Perma, a regional shortsea network. Both connect Asia to the Middle East trade routes via the Indian Subcontinent. Feedertech currently calls at around 50 ports, generating a combined revenue of around US $200 million from a broad customer base, and transports more than 600,000 teu a year.
Sultan Ahmed Bin Sulayem, group chairman and CEO, DP World, said: “Feedertech has a strong reputation as a reliable and independent feeder and regional shortsea operator and offers us exposure to the fast-growing coastal shortsea trade in the Indian Subcontinent. This is highly complementary to our existing India logistics strategy.” He added that there are advanced plans to launch a new, dedicated India-Gulf region service to meet the needs of its customers in the near future.
Ali Maghami, founder and chairman of Feedertech, said he believed that the transaction with Unifeeder and the support of DP World will allow the management team to take the business to the next stage. He added, “Both Feedertech and Unifeeder share similar business models and have a common desire to reduce inefficiencies. Being part of the DP World family will allow us to benefit from the group’s relationships with end customers and its wide global network.”
Source: Port of Rotterdam press release
The Human Environment and Transport Inspectorate (ILT) from the Ministry of Infrastructure and Water Management recently installed an air quality sensor on Splitsingsdam at the Port of Rotterdam’s Maas Entrance. An application with real-time readings displays vessel emissions for inspectors when vessels enter or leave the port. This is one of the additional measures ILT is taking to monitor sulphur dioxide emissions from shipping.
Air quality sensor, Splitsingsdam, Rotterdam. Photo: ILT
Stricter regulations from the International Maritime Organisation (IMO) are placing significant restrictions on sulphur emissions from shipping. In protected areas, such as the North Sea, a maximum permitted sulphur level of 0.1% has already applied since 2015. As of 1 January 2020, sea-going vessels on the world’s oceans may only use fuel with a sulphur content of no more than 0.5%. The current maximum is 3.5%. High-sulphur fuel will only be permitted on vessels that have scrubbers – an installed filtration system – on board.
Hoek van Holland
The ‘sulphur sniffer’ was originally installed at Hoek van Holland. It has now been relocated to the ‘Lage Licht’ on Splitsingsdam in the centre of the approach channel, where it will have a much better reach. The previous location was too far away from the area in which the largest vessels enter the port.
ILT has also been using a small Belgian plane to monitor sulphur emissions since 2018. The Belgian coast guard has been monitoring shipping emissions using a small Royal Belgian Institute of Natural Sciences plane for several years. A sensor extracts the air from beneath the plane to measure a vessel’s SO2 and CO2 emission concentrations. ILT is now also using this. Using the plane means that ILT can now also monitor vessels far out to sea.
In recent years ILT has observed that approximately 95 per cent of vessels arriving in Rotterdam complies with the sulphur regulations. In addition to the standard inspections in the Port of Rotterdam, ILT will also be sampling sea-going vessels’ so-called bunker tanks from 2020. From that point, vessels without scrubbers may no longer have fuel containing sulphur levels higher than 0.5% in their tanks.
The Port of Rotterdam is creating an environment where autonomous ships will become the norm, through IoT and IBM Watson
The Port of Rotterdam is moving closer to its plan to enable autonomous ships to call into port, and is currently replacing thousands of sensors to be compatible with the IBM Watson Platform it purchased in 2018.Download this free guide
The internet of things (IoT) strategy of the Port of Rotterdam is driven by two main challenges: transition from using fossil fuels and digitisation of processes and information.
The ultimate goal is autonomous ships. Think huge fuel-efficient vessels with a skeleton crew and an artificial brain, that sail the seas sustainably and navigate ports with great accuracy, thanks to rapid data exchange with terminals, agents and customs authorities.
Shipping companies and container terminals are making great strides towards that goal, says Jeroen Ramakers, IT Architect at the Port of Rotterdam Authority: “Our customers are automating everything that can be [automated].
“Today, when visiting the large container terminals, such as Rotterdam World Gateway, you hardly see any people walking the grounds. Our customers are way ahead of us in the digitisation of their operations.”
The first autonomous ships will still have crews on board for navigation. In later phases, the captain can perhaps steer his ship from shore and the vessel will navigate the seas autonomously.
But before any of this can become reality, all relevant data needs to flow seamlessly between all parties involved. Data such as water and weather conditions, terminal capacity and logistics.
In 2018, the Port of Rotterdam Authority purchased IBM’s IoT Platform Watson. Working with networking giant Cisco and IT services company Axians, the port started to collect a variety of weather and water data including water level, currents, saline levels, wind and visibility.
Saline levels are relevant because a higher percentage of salt in the water means a greater buoyancy, and this affects a vessel’s fuel consumption. “We replaced these five sensor types so they worked with Watson,” said Ramakers. “It was the hardest task we gave our supplier. Once that was done, we could start changing other sensors, too.”
Previously, sensor data was read, translated into information, analysed and turned into forecasts. “Now we can very accurately calculate conditions 24 hours in advance,” said Ramakers. “Our aim is to create one generic platform that collects all data: that means replacing thousands and thousands of existing sensors in quaysides, roads and boulders. All that data needs to come together in one platform that will be able to communicate with autonomous ships.
A port of Rotterdam spokesperson said that data has already led to a surprising cost saving. “When we constructed quaysides, we built them to withstand the forces of ever larger ships,” they said.
“However, our sensors have measured these ships are actually not taxing the quaysides as much as we had calculated. Now can now start constructing more cost-efficient quaysides that require less material and match the required functionality.”
The drive to automating shipping is a global challenge, and the Port of Rotterdam is of the international network organisation, known as Port Call Optimization. It meets regularly to discuss and agree upon standards for data exchange. “We have to work together – nobody can do this on their own,” said Ramakers.
Russia’s only aircraft carrier, the Admiral Kuznetsov, caught fire on Thursday during maintenance work in Russia’s Arctic port in Murmansk, with five people reportedly injured, Russian news agencies reported.
One source told the state-run TASS news agency that the fire had started on the upper deck and that thick, black smoke was billowing from the vessel. The area of the fire has reached 600 square meters, Interfax reported.
Six people have been injured, TASS cited a source in the regional disaster medicine center as saying.
The Baza Telegram channel reported that firefighters are struggling to get the fire under control as the thick smoke prevents them from reaching the source of the flames.
The Admiral Kuznetsov has had a troubled history since it was buit and launched by the Soviet Union in 1985. It has been undergoing repairs at a shipyard near Murmansk following combat operations in Syria, where it was blighted by problems and lost two aircraft due to malfunctions with the carrier’s arresting gear.
Maritime shipping giant Wilhelmsen will implement a potentially massive Internet of Things platform aboard ocean-going freighters around the globe that relies on LoRa low-power wireless connectivity.
LoRa sensors and gateways powered by Semtech chips will be used to monitor the condition of the vessels and track the ship’s assets. The Things Industries is also a partner in the venture.
“The new system is expected to benefit our customers immediately and is a step toward autonomous vessels,” said Jon Helge Ulstein, senior project manager at Wilhelmsen in a statement. The Norwegian company, founded in 1861, services half of the global merchant fleet with products, services and technical management from 2,200 locations.
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Semtech chips are already used in many land-based IoT networks for various industries. Equipment running the LoraWAN specification is already deployed in 100 countries, but now will be deployed for the first time aboard ships serviced by Wilhelmsen.
The three companies successfully completed a proof of concept of the LoRa devices and using a TTI mesh network aboard a freighter ship last summer off the coast of Norway. LoRa was the right choice of wireless technology, since its range is long enough to service an entire ship but not so long-range that it uses too much power that can quickly exhaust batteries in sensors, said Marc Pegulu, vice president of Semtech’s Sensing Products Group.
In a typical ocean-going freighter, he estimated it will take 2,000 or more sensors to collect data connected to three gateways. The data will be collected and sent by satellite to a data center in Norway for monitoring.
LoRa (short for Long Range) is a spectrum modulation technology that can connect devices up to 30 miles apart and requires little energy to prolong battery life up to 10 years. The LoRaWAN specification works in the unlicensed band and complements Wi-Fi, Bluetooth and cellular. Pegulu said for ocean going freighters, Semtech chips operate over three bands to effectively connect around the globe: 915 Mhz in the Americas, 868 Mhz in Europe and 470 Mhz in China.
December 10, 2019
SK Telecom and Samsung Heavy Industries set sail with their 5G-based autonomous navigation platform, which will allow ships to move and set destinations on their own.
Samsung provided 3.3m craft for the trial, which SK Telecom equipped with LIDAR — a remote sensing method that uses light in the form of a pulsed laser to measure ranges (variable distances) to the Earth — at a shipyard covered by its 5G network. The companies then set the ship’s destination from a control center located 250km away in Daejeon City.
The ship’s safe arrival at the set destination was confirmed using an SKT real-time video monitoring platform. SK Telecom said it successfully recognized and avoided obstacles. They were also able to remotely control and monitor the ship from the control center through using the telco’s 5G network.
Choi Il-gyu, VP and head of SKT’s B2B business office expressed optimism about the results of trial, commenting that it “marks a meaningful step towards commercialization of technologies for autonomous navigation of ships powered by 5G.”
Eventually, SK Telecom and Samsung hope to develop a “5G smart yard” that will improve the safety of ships when sailing in particularly treacherous environments such as narrow waters and near shore.
The plan is for the smart yard to also contain heavy equipment that can be remotely controlled and monitored using 5G networks.
They are also developing an augmented reality platform that will be used to check the goods in containers.
SK Telecom has certainly been all over the map when it comes to developing new use cases for 5G. The carrier has signed deals for 5G smart cities, hospitals and self-driving infrastructurejust to name a few.
Last month, the carrier’s CFO Poong-Young Yoon said on a conference call with investors that SK Telecom has reached 1.5 million subscribers in the 5G segment, representing a share of 44% in the local 5G market. He went on to say that the company expects to end this year with over 2 million 5G subscribers, and that by the end of 2020, that number is expected to total 7 million.
‘’News overview / by Port of Rotterdam / 5h Column
In Rotterdam we are continuously searching for answers to make the port smarter, more efficient, better and more sustainable. How have partners in the port addressed this, why, and what could they have done smarter?
SmartPort is a neutral knowledge platform that initiates and finances innovative scientific research and disseminates knowledge. Its aim is to speed up innovations in the port of Rotterdam. Elisabeth van Opstall is the Director.
‘After working as a tax consultant for over 10 years, I concluded that I was not a specialist but was in essence incredibly curious. When I started as consultant, I was able to take a look in lots of other ‘kitchens’. I became acquainted with the port world in 2014, including topics such as LNG and sustainable inland shipping. The port of Rotterdam has a magical appeal, with its robustness, 24-hour operations and go-getting mentality. My regional Twente level-headedness is a great match for this. I also think it’s important that I’m involved in issues about the future. All this comes together brilliantly at SmartPort, where I’ve been working for almost two years now.
As a port you cannot sit and wait until this is organised as you’d be side-lined.
— Elisabeth van Opstall, Director SmartPort
With SmartPort we investigate how we can make the port future proof with respect to logistics, infrastructure, energy and industry. We do this based on the issues posed by companies. We put companies in touch with science, knowledge institutes and the government. Moreover we ensure that the scientific knowledge gained from this research is not only channelled back to these collaborating companies, but that it is also accessible for all companies in the port of Rotterdam. This enables them to anticipate and innovate. The research focuses on long term prognoses, 2030 to 2050. We’re looking particularly at trends emerging as a result of the energy transition, digitisation and automation and climate change.
Data is the new gold
A smart port is a port with vision, that thinks and operates in an integrated way, and looks further than its own organisation. A port with companies that develop new business models. Digitisation and automation demand this and this will have tremendous impact on processes and therefore also on companies. The party that has the right data is sitting on a gold mine. If we want to become a smart port, we need to ensure that data are available from the right neutral party and are disseminated securely and in the right way. And that the data can be used for research and to accelerate innovations in business processes and products.
This means we’ll immediately need to address a dilemma, as the crucial question concerns who will be responsible for collecting these data and making these available. As a port you cannot sit and wait until this is organised as you’d be side-lined. It is important that we create a structure now regarding who should organise and manage these data. In my opinion a market party shouldn’t be in charge on its own, as commercial interests will then take precedence over the collective interests. I think the independent government or a combination of public and private parties should take on the governing role. This will ensure availability and security.
Glaciers and bridges
SmartPort looks beyond the port of Rotterdam’s geographical borders. Companies’ chain activities in the port of Rotterdam don’t end at the port boundary. Our links with research institutes and market parties mean we have all the required expertise in-house. And yet some projects are a quest. It’s clear that a certain development is getting closer and will have impact. Not tomorrow or next year, but certainly in the coming decades. But most companies do not have a sense of urgency when it involves such a time period. This makes it difficult to get them involved in the SmartPort research, which means that a research project doesn’t get off the ground. Then it’s important that you make adjustments or wait for the right moment. External factors can play an accelerating role in this.
And yet some projects are a quest. It’s clear that a certain development is getting closer and will have impact. Not tomorrow or next year, but certainly in the coming decades. But most companies do not have a sense of urgency when it involves such a time period.
— Elisabeth van Opstall, Director SmartPort
An example is our ‘Climate change and inland shipping’ project. The idea in 2017 was to investigate the influence on inland shipping of the high and low water levels resulting from climate change. But there was insufficient enthusiasm for this in the inland shipping sector. Until that hot, dry summer of 2018 … Low water levels put pressure on transport to the hinterland. Fewer cargo volumes with higher tariffs. The research now is being embraced by market parties. You can use predictions to anticipate events. It is, of course, important that predictions are reliable.
‘You’ll only see it when you understand it’
Take how the Rhine will look in 50 years, for example. The water in the Rhine is partly created by the melting of glaciers. However, the fact is that glaciers are in decline. If there are far fewer glaciers, water levels in the rivers will depend on the discharged rainwater. We’re at the end of the waterway in Rotterdam. How do you handle this? Will more barrages or locks be needed, different types of vessels with smaller draughts, higher bridges, deeper channels? Such questions are important for Rijkswaterstaat and others but are still hardly ever considered. Mitigating measures, measures that reduce or remove these negative effects, demand an international approach and will take decades. That means you need to start investigating now. You’ll only see it when you understand it.
Rotterdam aims to be the world’s smartest port. To maintain our leading position, we need to keep on innovating. Innovation is a crucial means of realising the envisaged changes in energy transition and digitisation in the port of Rotterdam.Innovation: Smartest Port