#Maritime digitalisation & communications

[synergymarine]

𝗧𝗵𝗲 𝗱𝗶𝗴𝗶𝘁𝗮𝗹 𝗳𝘂𝘁𝘂𝗿𝗲 𝗼𝗳 𝘀𝗵𝗶𝗽𝗽𝗶𝗻𝗴   Electro-Technical Officer, Vipin Kumar Soni on the ultra-large boxship “CAP SAN ARTEMISSIO” was one of the runners-up in the digitalisation section of our 2022 essay competition, immediately predicting supply and demand combining to accelerate the impact of new technology. Customers’ expectations will increase commensurately with the need for, and progressively wider availability of, more advanced means of transportation that will radically alter how cargoes are handled, vessels move and ports and terminals operate.    After a summary of the rationale of digitalisation that is firmly rooted in logistics, data, security and communication, the article discusses three core but still developing applications - smart ships, autonomous vessels and smart ports - before outlining what stubbornly remains as slow and uneven progress in a maritime sector whose supply chain stakeholders must collaborate in arresting and reversing current underinvestment.    You can read the full text of this thought-provoking essay at https://lnkd.in/dFvpsPfD #WeAreSynergy #shipmanagement #digitalisation #logistics #supplychain #digitaltransformation #transportation

[iectelecom]

Importance of Having an Efficient L-band Back-Up and Bandwidth Management

Maritime industries across the globe have become increasingly dependent on satellite communications to ensure efficient operations. The need for reliable, seamless connectivity has only increased following the implementation of the Automatic Identification System (AIS) as well as e-navigation and e-mail services onboard vessels.

Mobile Satellite Service operators are searching for cheaper, more reliable alternatives to meet customer demand.

Mobile Satellite Service operators have long been dependent on Ka and Ku bands' capacity for the delivery of their services but as demand increases and frequencies become limited, they are searching for cheaper, more reliable alternatives to meet customer demand.

The principal advantage of the L-band is its ability to deliver high data rates efficiently at a low cost. MSS operators that have deployed L-band networks have seen significant decreases in their operating expenses while also increasing their network capacities.

A reliable satellite solution

We know the benefits of high frequencies, such as the Ka and Ku bands. We already know their characteristics and applications and the fact that they enable transmitters to convey more data per second. The difficulty with these high frequencies is that they allow for the transmission of more data at first, but they require more power to avoid blockages, as well as larger antennas, which can not fit all vessel types.

The L-Band provides a solution to this challenge as it provides more stable global operations, even when weather conditions are adverse in difficult areas, providing a global network coverage with no interruptions, and allowing broadband communications to users located anywhere in the world.

Why is the L-band network an important part of the global maritime industry?

L-band is a type of radio frequency that is commonly used in the maritime industry. It is a low-frequency band, which means that its signals can travel long distances and penetrate through obstacles such as buildings and mountains. This makes it perfect for use in satellite communications over large areas, like an ocean or a continent.

Traditionally  L-band was used as a back-up line. Modern technologies, such as OneGate by IEC Telecom, allows to maximize data usage over this channel.  and thus it may very well operate as a primary line, particularly for small vessels.  This is achieved by means of  advanced VAN optimisation and two-stage filtration, OneGate eliminates unessential usage and channels bandwidth to critical operations. 

In addition, L-band can be used today for a range of digital services, previously reserved for VSAT only.  Such application suits as OptiSoft and OptiConnect has been developed with account of L-band capacity. They offer a  wide set of communication services (including email management and data transfer applications) and operational value-adds ( video conferencing, telemedicine, remote maintenance, surveillance and more), enabling benefits of digitalisation to all vessel types.

In the maritime industry, L-band is treasured as an exceptionally resilient network, supporting data services even in rainy, foggy, and stormy weather.

The takeaway…

L-band has traditionally served as a backup channel for emergency communications. Crews can now continue to use a full range of telecommunication services even if the main network is down, owing to improved applications. The technical team can now perform troubleshooting sessions and even remotely fix VSAT network faults thanks to the improIoTved capability of the backup channel. As a result, an effective L-band network infrastructure is becoming a critical component of an onboard business contingency plan.

IEC Telecom provides top-notch satellite communication solutions all around the world, offering its clients a wide range of L-band connectivity solutions that are designed to provide high-quality and reliable data transmission services with the goal to create a network infrastructure that can support any type of application or business requirement.

[synergymarinegroup]

The digitalisation of our world is one way we can advance as humans. The following is a quick picture summary of communications developments to help you understand how effective this is. Click here to learn more about Maritime Vision 2050 - A Digitalisation Road Map.

[seanews11]

Digital transformation in Maritime industry

Digital transformation in Maritime industry

A new report published by Inmarsat, the world leader in global, mobile satellite communications, indicates that seafarers are largely in favour of greater digitalisation but that a sizeable proportion of those working at sea also fear shrinking job opportunities. Compiled by maritime innovation consultancy Thetius, Seafarers in the Digital Age – Prioritising Human Element in Maritime Digital…

[adalidda]

Illustration Photo: Tourists visiting a salmon farm (credits: rod cuthbert / Flickr Creative Commons Attribution-NonCommercial-NoDerivs 2.0 Generic (CC BY-NC-ND 2.0))

Sea to fork Transparency and Consumer engagement

Transparency in the seafood chain is fundamental to create trust and improve acceptance by the consumers. A wealth of information is already available on seafood supplies to guide consumers and retailers in their purchasing choice. However, knowing when and where fish are caught in the vastness of the ocean is challenging and requires innovative and cost-efficient approaches. Additionally, farmed fish and shellfish grow in relatively controlled conditions, but producers do not always find the way to demonstrate this benefit. A lot of seafood is consumed processed and this adds downstream steps before reaching consumers’ table through logistics and retail. Often, consumers are faced with fish and shellfish of little-known origin with little information about fishing gear, feed, welfare issues, processing and transport details. This adds to an already existing important lack of trust in seafood, especially farmed seafood. Therefore, the level of awareness and demand among consumers and retailers is still far from sufficient to achieve a fully sustainable seafood sector and to efficiently promote consumption of the products with nutritional benefits and the lowest ecological and carbon footprint.

Research in this topic is expected to contribute to improving our understanding and developing new approaches and tools (e.g. new methods to trace origin, interoperable data technologies) to provide fully traceable records on how seafood is produced, processed and transported. The environmental performance of seafood production and consumption needs to be based on a complete set of criteria that can be efficiently ranked, monitored and integrated in transparent labelling of seafood in support of and complying with the current relevant legal framework and the future EU framework for food sustainability labelling. Issues of biology, feeding, disease, pathology, environmental sustainability (including issues related to organic aquaculture) among others should be addressed.

Innovations should lead to a change in the seafood consumption behaviour towards a preference for nutritious and sustainable seafood with a low ecological and carbon footprint.

Proposals should significantly increase the visibility of sustainably fished or farmed seafood and the engagement of consumers with these products through improved monitoring approaches, analytical methods and communication and marketing strategies, and the development and optimization of web-based and digital tools. Traceability should be ensured. Moreover, the tool can show information on the seafood species life cycle, nutritional values and the fishing or production and processing methods.

The use of social innovations for short-chain slow food solutions to reach and engage more citizens should be considered. Underused caught or produced species with very low ecological or carbon footprint can also be promoted. Traditional or indigenous knowledge and skills or cultural culinary heritage should be taken into account where relevant and appropriately assessed for environmental and food safety, and integrated in ecotourism developments. Special attention should be paid to the younger generation.

Cooperation activities with projects funded under other seafood-related topics are encouraged. Engaging with managing authorities of European Structural and Investment Funds during the project would help increase implementation of the project outcomes.

Active co-creation with stakeholders and end-users, including from third countries that export seafood to the EU is also key for the achievement of traceability in all seafood consumed in the EU.

International co-operation with partners from non-associated third countries is strongly encouraged as a win-win scenario, while contributing to the European competitiveness and resilience.

Where relevant, proposals may seek synergies and capitalise on the results of projects funded under Horizon 2020, Horizon Europe, European Maritime and Fisheries Fund, its continuation European Maritime, Fisheries and Aquaculture Fund, and other funding streams.

This topic should involve the effective contribution of SSH disciplines. Social innovation[1] is recommended when the solution is at the socio-technical interface and requires social change, new social practices, social ownership or market uptake.

Expected Outcome

In line with the European Green Deal objectives, the farm to fork strategy for a fair healthy and environmentally friendly food system, the EU bioeconomy strategy and blue growth strategy, the successful proposal will support consumer engagement to a more sustainable, environmentally friendly, inclusive, safe and healthy seafood consumption through innovative information strategies and tools.

Project results are expected to contribute to all of the following expected outcomes:

Sustainably fished or farmed nutritious seafood with a low ecological and carbon footprint is well-communicated, well-accepted and preferred by consumers. Identification of key bottlenecks to achieve a fully transparent seafood value chain in Europe, including the assessment of criteria for consumers’ non-acceptance. A lasting cooperation on data and information sharing between fishers, aquaculture producers, industry, retail sector, public authorities, scientific or knowledge centres, digitalisation companies and consumers, implementing innovative tools, including labelling in support of and complying with the current relevant legal framework and the future EU framework for food sustainability labelling. Full life cycle analyses that include environmental impact with an extended variety of monitored and communicated indicators on the environmental and climate footprint of seafood products supported by digital transition. Growth, in the medium and long-term, of sustainable aquaculture in the EU and increased competitiveness of European seafood in global markets. Increase public awareness and education to reaching and engaging more citizens to achieve a carbon footprint reduction in the seafood supply chain. Social innovation for short-chain slow seafood solutions. Promotion of traditional or indigenous knowledge and skills or cultural culinary heritage and short-food chains with potential integration in ecotourism.

[1]https://ec.europa.eu/growth/industry/policy/innovation/social_en

Application Deadline: 6 October 2021 17:00:00 Brussels time

Check more https://adalidda.com/posts/g2MM7ohCB6E4wfJdC/sea-to-fork-transparency-and-consumer-engagement

[myallywynn]

The role of ship agents and shipbrokers in a digital shipping environment

A ship agent is someone who represents the interests of the ship owner and/or charterer (known as the Principal) while the ship is at any port around the world..

The agent takes instruction from the principals to arrange the berthing, unberthing of the ship and its cargo/husbandry operations..

The agent’s duties also includes attending to the requirements of the ship’s crew including crew changes, provisions, supplies, ship spares and many associated activities required by the ship, its owners, charterers, P&I clubs etc..

DEFINITELY NOT AN EASY OR SMALL JOB AND CERTAINLY NOT FOR THE FAINT OF HEART..

A shipbroker is often an intermediate entity between a ship owner and a cargo owner..

A shipbroker’s role is to bring the shipowners and charterers together to facilitate the charter of a ship for the carriage of cargo or negotiating and accomplishing the sale and purchase of a ship..

ALSO DEFINITELY NOT AN EASY OR SMALL JOB AND CERTAINLY NOT FOR THE FAINT OF HEART..

While the process of digitalisation in shipping has changed the roles of many of the entities involved in the business, digitalisation also offers opportunities for these entities to be a part of information sharing communities that transcend the traditional structures of operations..

In this transition process, ship agents and shipbrokers have a role in becoming the drivers for establishing new communities involving new sets of actors..

Ship agents and shipbrokers have been active in the industry since the beginning of commercial shipping and that coffee shop in London and have been playing an important role in the provision of services to various ship and cargo owners..

Digitalization is now changing the environment in which ship agents and also ship brokers operate, and we are seeing new and adjusted services emerging as ship agents and shipbrokers continue to strive to enhance service levels and provide added value to their principals..

The below article by Mikael Lind, Research Institutes of Sweden (RISE), Jonathan C. Williams FICS, FONASBA, Sue Probert, UN/CEFACT, and Juan Carlos Croston, Manzanillo International Terminal (Panama) takes a look at how the traditional roles played by the ship agent and shipbroker might change in this digital shipping environment..

A business landscape at change

The traditional role of the ship agent has thus been to arrange for the provision of services to the ship before, during and after port visits. The goal has been to ensure that the turn-around process for a port visit is made as fast as possible by eliminating unnecessary delays, optimizing the use of port infrastructure, and reducing the cost of operations to a minimum.

To ensure that everyone is aligned, an important part of this effort has always been to provide up-to-date information and so ship agents and ship brokers have been enthusiastic early adopters of every new means of communication from cables to email and smartphones.

Digitalization will provide the means to exchange even more information, in greater detail, and in real time. The ship broker will also benefit from new business opportunities arising from digitalization, such as having more up-to-date information about, for example, the status, position, and condition of ships to be sold and/or available for charter.

  Challenges and opportunities of today and tomorrow for ship agents and ship brokers

Ship agents and ship brokers constitute a substantial part of the work force in the maritime sector. Whilst exact numbers are hard to find, ship agents are present in every commercial port in the world and medium-sized ports and upwards will have many.

FONASBA has more than 5,000 companies in membership in 63 countries whilst the Baltic Exchange, the international ship broking market, has over 3,000 member companies worldwide, most of which are brokers.

A recent article by UNCTAD demonstrated how the role of the ship agent and the ship broker is being challenged in the emerging landscape of digitalizing maritime operations. Many other actors now seek opportunities to undertake some of the tasks that traditionally have been handled by the ship agent.

For example, tomorrow’s fleet operation centre is not only expected to encompass enhanced situational awareness on what happens at sea, but also the plans and progress of port operations, while many port authorities are now aiming to provide (local) data sharing environments that connect all the actors.

These two examples indicate how others are establishing situational awareness capabilities to rival those that ship agents have traditionally been providing to their clients. An urgent need therefore exists for ship agents and ship brokers to pay attention towards new opportunities and ways of doing business.

They now have an opportunity of capitalizing on the unique social capital they possess to ensure flexible and value-creating service provision and providing enhanced quality in information services, thereby attracting new clients as well as servicing their traditional ones.

Moreover, in less forward looking maritime locations, ship agents and ship brokers are not only in a position to leverage this opportunity but also to be front runners and become leaders by driving their local shipping communities to see the potential in the new way of doing business.

The main focus for both ship agents and ship brokers are the ships themselves. Ship agents continually monitor how the port call and cargo movements (as well as passengers) are managed and progressed, whilst the ship broker needs to know where the vessel is so that they can plan its next employment.

With digitalization, there is now an opportunity to also provide more enhanced and enriched information services to clients who have an interest in the status and movement of the ship and its cargo, such as carriers of on-carriage transport modes, the cargo owners and potential charterers. As has been reported within the concept of the smart port the port is conceived as a transhipment hub, and thereby not just a window to the sea, but also to several other related modes of transport.

Consequently, the smart port also entails the port being a provider of data to others, and thus not just a consumer of data streams. As a result of this development, ship agents and ship brokers can continue to have a very important role and, as a driver for change, should be asking themselves:

Are there any other services that we may want to provide to our clients beyond those that we historically have been providing?

Are there opportunities to expand our client base due to the additional connectivity that digitalization offers?

The ship agent should continue to be the natural information source for the fleet operating centre and the clients of shipping companies by providing increased transparency and predictability in the information flow associated with the plans and progress of port operations.

Similarly, the ship broker should continue to proactively support shipping companies in identifying the immediate and long term needs of ship capabilities by working ever closer with the cargo owners. Ship brokers as well as ship agents must continue to provide added value to assist the service providers in their resource optimization.

  Upgrade of guidelines for tomorrow’s ship agents and brokers

In a current UN/CEFACT project, led by FONASBA General Manager Jonathan C. Williams FICS, guidelines have been developed to establish minimum international standards for ship agents and ship brokers in 2020 and onwards.

These minimum standards, refining and updating those originally issued by UNCTAD in 1988, now also include ship brokers, and put special emphasis on the expected capabilities of their roles as intermediaries and enablers of maritime transport.

The aim is to ensure that the expectations put upon ship agents and ship brokers by their clients can be assured through the provision of high-quality service delivered by qualified staff.

Further, special emphasis is also put on the response and responsibility of ship agents and ship brokers to counteract maritime fraud. It is anticipated the new version of these standards will be published by UN/CEFACT in early to mid-2021.

  Key to success

Key to the success of the maritime operations of tomorrow is that the involved actors should share situational awareness of planned and conducted operations along the maritime supply route, as part of the global transportation chain.

In a digital landscape, the ship agent and the ship broker have a natural role in assuring quality in the information that they can provide and thereby also the services and capabilities that are delivered.

Ship agents and ship brokers can therefore fulfil a core role in contributing reliable spatial-temporal data that will be of use for both the parties that are requiring services and capabilities and for those that provide such services and capabilities.

For small or medium-sized ship agents and ship brokers who often find access to know-how or funding challenging, national or international business associations could provide assistance through scalability, access to technical expertise and funding sources and feedback regarding experience from other users.

  Conclusion

Full-blown digitalization of the maritime sector means that maritime informatics opportunities arise for every party involved. This is both challenging and at the same time brings to the table new opportunities for traditional roles.

There is no doubt that a ship operator wants to acquire better situational awareness based on information provided by the port in its fleet operations.

Because the ship agent cooperates and liaises with private and public actors, the ship agent is the obvious provider of such enhanced information to the ship operator.

Further expansion of the actions of the ship agent and ship broker operations towards other means of transport would also be natural and in that way provide enhanced situational awareness for other means of transport and for the cargo owner.

Consequently, and building upon digitalization, ship agents and ship brokers should both be fully connected to such emerging digital communities to assure the highest possible value for their services as well as becoming the drivers for establishing some of the communities that will connect the actors.

This will transcend the traditional role of the ship agent and the ship broker.

  About the authors

Mikael Lind is Associate Professor and Senior Strategic Research Advisor at Research Institutes of Sweden (RISE) and has a part-time employment at Chalmers University of Technology, Sweden. He serves as an expert for World Economic Forum, Europe’s Digital Transport Logistic Forum (DTLF), and UN/CEFACT.

Jonathan C. Williams FICS is the General Manager of FONASBA and its accredited representative at IMO and the European Commission. He has been a ship agent since 1976, a Member of the Institute of Chartered Shipbrokers since 1980 and a Fellow since 2000. He has also been a Principal member of the Baltic Exchange since 1988.

Sue Probert is Chair of UN/CEFACT and of the UNLOCODE Advisory Group and represents UNECE at the IMO FAL Committee. She is also Lead Editor of the UN/CEFACT Core Component Library and the UN/CEFACT Multi Modal Transport Reference Data Model (MMT). She also advises the UK Government on technical standards at ISO and runs her own consultancy company, SEPIAeb Ltd.

Juan Carlos Croston is VP Marketing & Corporate Affairs with Manzanillo International Terminal, is a past president of the Maritime Chamber of Panama and serves currently as President of the Caribbean Shipping Association and as member of the IMO MTCC Network’s global stakeholder committee.

The post The role of ship agents and shipbrokers in a digital shipping environment appeared first on Shipping and Freight Resource.

from Moving https://www.shippingandfreightresource.com/the-role-of-ship-agents-and-ship-brokers-in-a-digital-shipping-environment/ via http://www.rssmix.com/

[baeyyamkeng]

Shipping has always been in Singapore’s blood. Our port activities started as early as the 14th century, when Singapore was already a thriving seaport, with visitors from all over the world coming here to trade important commodities like spices and tea. #MaritimeSG has certainly come a long way, thanks to our strong push for digitalisation and automation. Take MPA’s Port Operations Control Centre for example. Back when it started at Tanjong Pagar Complex, officers had to rely solely on Very High Frequency (VHF) radio to communicate with ship masters and determine the location of their vessels. Today, with the radar-based, state-of-the-art Vessel Traffic Information System, officers can quickly locate vessels in real-time and provide navigational assistance swiftly. Thanks to its resilience and ability to adapt, the maritime sector has responded well to the disruption caused by COVID-19. We will actively nurture local talents and equip our maritime workforce with the necessary technological knowledge and expertise, so that they, together with the rest of MaritimeSG, will be poised for recovery, post-COVID. https://www.instagram.com/p/CDxoaDgnq4P/?igshid=1xbokfu2zo6a7

[goodnewsjamaica]

Head of IMO Commends Caribbean Maritime University

New Post has been published on https://goodnewsjamaica.com/news/imo-commends-cmu/

Head of IMO Commends Caribbean Maritime University

Secretary General of the International Maritime Organisation (IMO), Mr. Kitack Lim, has commended the Caribbean Maritime University (CMU), for developing its programmes in accordance with developments within the maritime industry.

In an interview with JIS News during his recent tour of the institution, Mr. Lim noted that different areas of knowledge are being merged, and encouraged the IMO- certified university to continue to blaze a trail in maritime education.

“We are now seeing the convergence of different disciplines producing areas of study, such as nautical engineering, being combined with computer digitalisation and telecommunications,” he added.

The IMO Head said that the university, which operates a logistics faculty and provides manpower for the logistics industry, including port operations, could combine all knowledge and expertise from different faculties to produce high quality graduates.

He pointed out that the shipping business is changing and that educational institutions, such as the CMU, should work towards preparing students for the inevitable changes.

“In the past, the ship operating companies would look after seafarers’ issues, such as recruiting and training. What is now happening is that functions such as seafarers’ welfare and ensuring implementation of IMO conventions have been delegated to ship management companies,” Mr. Lim said.

“They do contracts with the seafarers on behalf of the ship owners, so many companies are emerging. In this sense, it is very impressive that you have already established direct communication and direct relations with the shipping companies in the country,” he noted.

The Secretary General said he also saw potential for CMU to grow, based on several factors.

“One of the important factors is that your President (Professor Fritz Pinnock) is very motivated, very knowledgeable and very outgoing. Communication with the outside (overseas partners) is a very important factor to contribute to the progress of the CMU,” he argued.

He said that the faculty members, under the leadership of Professor Pinnock, are doing very well. “I want to emphasise that the students should remain ambitious for their future. They can establish shipping companies, which can grow and play a big role,” he noted.

According to Mr. Lim, the CMU graduates can help to diversify the logistics industry and port operations, not only in Jamaica, but across the world. “So, once you produce those students who are well equipped with a wealth of knowledge, doors are very much open to Jamaica, because Jamaicans are good people, kind and serious, with a sincere attitude. You already have a good command of the English language, with a good educational background,” he said.

By: Peta-Gay Hodges

Original Article Found Here

[maritimecyprus]

(http://www.MaritimeCyprus.com) Shipowners, their investors and customers, are looking harder and harder at vessel performance, as regulation pushes up fuel costs, we see carbon emission costs on the horizon, and people recognise that the general trend is to reduce carbon in general. The ship managers which achieve good results will be the ones who get the vessels to manage.

And to do that, they’ll need the best which digital technology is able to offer, covering both satcom and software, and make sure they keep their systems secure.

We’ll discuss how this can be done at our 12th Digital Ship Cyprus forum on March 14th, Digital Ship – vessel performance optimisation.

Topics to be covered include cybersecurity and vessel rules, a talk from Columbia about their new centre for managing vessel performance, a panel discussion of CIOs and IT managers about the best way to tackle digitalisation.

   Pankaj Sharma, Columbia Control Room Manager, Columbia Shipmanagement

  ” We are now witness to a major change, turning from being one of the most conservative industries to being open for new ways of operating; life at sea as we know it, is going to change for the better.

Satellite connectivity is now a major enabler that allows the implementation of modern software and cloud based computing. Proactive monitoring of vessel performance through 24/7 connectivity & digitalization via Columbia’s Control Room will result in cost efficient voyages and fast decision-making which enable us to provide fully optimized solutions to ship owners for their vessel performance.”

Speakers and Panelists Include:

Natasa Pilides, Deputy Minister of Shipping, Cyprus

Pankaj Sharma, Columbia Control Room Manager, Columbia Shipmangement

Captain Eugen Adami, Managing Director, Mastermind Shipmanagement Ltd

Xanthos Neophytou, Sales Infrastructure Manager, OSM Maritime  Group

Warren Gibbs, Head of Information Technology / Leading global operations and advisory services, Uniteam Global Business Services

Gina Panayiotou, Head of Shipping, Michael Kyprianou & Co

Oleg Kalinin, Fleet Director, Sovcomflot

Hans Paul, Area Sales Manager, VAF Instruments

Karl Jeffery, Publisher, Tanker Operator magazine

Plus speakers to be announced from RINA, Inmarsat and Speedcast

No admission charge for ship owners, operators, managers and builders.

The  Cyprus Digital Ship Vessel Performance Optimisation forum will provide  invaluable information for anyone interested in learning more about applying  digital technology to improve performance analysis and operate more fuel  efficiently.

·         CEOs/CIOs/CTOs/COOs/Managing  Directors

·         Technical  directors/managers

·         Operations  directors/managers

·         IT  Managers

·         Performance  directors/managers

·         New  build directors/managers

·         Fleet  performance directors/managers and Superintendents

·         Energy  performance directors/managers

·         Engineering  directors/managers

·         Port  and terminal operators

·         Freight  Forwarders

·         Marine  technology manufacturers and digital solutions providers

·         Supply  Chain Consultants

  Will  also meet delegates involved in Ship Design, Emissions, Regulations, and  Sustainability, as well as those working for Marine Equipment Manufacturers,  Marine Solution Providers, Paint and Coatings Manufacturers, and Fuel  Suppliers.

All sessions will be free for end users (ship owners, managers and yards) and just EUR645 for all others until February 14.

Register online through our website on: https://www.cyprus.thedigitalship.com/register/

For more information about this programme please contact jeffery@d-e-j.com or fiona@vpoglobal.com

Visit https://www.cyprus.thedigitalship.com/2019-agenda/  for the full agenda and further information

  ABOUT DIGITAL SHIP AND VPO GLOBAL

For 18 years Digital Ship magazine has provided the digital community of the world’s maritime industry with the latest news and developments, including satellite communications, software, navigation and electronics, to help keep shipping operating with maximum safety, efficiency and crew comfort.

VPO Global is a Digital Ship platform, now in its third year. It is dedicated to providing shipowners and operators with the tools they need to better understand ship performance and achieve maximum operational efficiency in a rapidly evolving market.

      Hear about Columbia’s new high-tech performance optimisation control room in Cyprus at Digital Ship Vessel Performance Optimisation Forum. (www.MaritimeCyprus.com) Shipowners, their investors and customers, are looking harder and harder at vessel performance, as regulation pushes up fuel costs, we see carbon emission costs on the horizon, and people recognise that the general trend is to reduce carbon in general.

[mikemortgage]

Resolute Mining Connects Syama Operations to the Cloud with SES Networks

LUXEMBOURG — Resolute Mining Limited is revolutionising its operations in Mali by bringing high-speed, low-latency connectivity to its Syama mining site, SES announced today. The fully-managed SES Networks satellite data connectivity solution enables enterprise cloud applications and helps enhance safety and productivity.

Resolute Mining is building the world’s first purpose-built, fully automated sublevel cave gold mine at Syama and is adopting high-speed connectivity that enables the use of high-tech applications and equipment, among other capabilities. SES Networks’ fibre-like service delivered via its O3b Medium Earth Orbit satellite constellation extends the high-capacity fibre-optic network that Resolute Mining is installing throughout the mine.

“This SES Networks solution is a game-changer, as it allows us an unprecedented level of digitalisation of the remote mining site in Syama, bringing the same high speeds as if it was via fibre,” said Jodie Hatch, Chief Technology Officer at Resolute Mining. “With this transformational capability, we can increase our technology adoption and as a result increase our safety and productivity performance.”

“We are delighted to deliver this fibre-like connectivity service to Resolute Mining, enabling them to make a technological leap and adopt cutting-edge solutions and applications in this very remote location in Mali,” said Carole Kamaitha, Vice President of Fixed Data Sales Africa at SES Networks. “In addition, the fully-managed solution means that Resolute Mining can focus on its business and the applications it requires to increase productivity, instead of network management.”

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About Resolute Mining

Resolute is a successful gold miner with more than 28 years of experience as an explorer, developer, and operator of gold mines in Australia and Africa. The Company has operated nine gold mines which have produced more than 8 million ounces of gold. Resolute currently owns three gold mines, the Syama Gold Mine in Mali, the Ravenswood Gold Mine in Australia and the Bibiani Gold Mine in Ghana. For the financial year ending 30 June 2019, Resolute expects to produce 300,000oz of gold at an All-In Sustaining Cost of US$960/oz (A$1,280/oz). The Company has a pathway to annual gold production in excess of 500,000oz from a Global Mineral Resource base of 16.5 million ounces.

In December 2018, Resolute commenced sublevel cave mining at its new Syama Underground gold mine. The successful development of the Syama Underground Mine represents a pivotal moment in the long history of Resolute. Syama will be the world’s first, purpose built, fully automated sublevel cave gold mine. It is a world class, long life, low cost asset that will deliver long term benefits to the company’s shareholders, stakeholders, and local Mali communities for years to come. Further information is available at www.rml.com.au

About SES

SES is the world’s leading satellite operator with over 70 satellites in two different orbits, Geostationary Orbit (GEO) and Medium Earth Orbit (MEO). It provides a diverse range of customers with global video distribution and data connectivity services through two business units: SES Video and SES Networks. SES Video reaches over 351 million TV homes, through Direct-to-Home (DTH) platforms and cable, terrestrial, and IPTV networks globally. The SES Video portfolio includes MX1, a leading media service provider offering a full suite of innovative services for both linear and digital distribution, and the ASTRA satellite system, which has the largest DTH television reach in Europe. SES Networks provides global managed data services, connecting people in a variety of sectors including telecommunications, maritime, aeronautical, and energy, as well as governments and institutions across the world. The SES Networks portfolio includes GovSat, a 50/50 public-private partnership between SES and the Luxembourg government, and O3b, the only non-geostationary system delivering fibre-like broadband services today. Further information is available at: www.ses.com

View source version on businesswire.com: https://www.businesswire.com/news/home/20190123005920/en/

Contacts

Markus Payer Corporate Communications & PR Tel. +352 710 725 500 Markus.Payer@ses.com

from Financial Post http://bit.ly/2RaDhzT via IFTTT Blogger Mortgage Tumblr Mortgage Evernote Mortgage Wordpress Mortgage href="https://www.diigo.com/user/gelsi11">Diigo Mortgage

[seanews11]

Digital transformation in Maritime industry

Digital transformation in Maritime industry

A new report published by Inmarsat, the world leader in global, mobile satellite communications, indicates that seafarers are largely in favour of greater digitalisation but that a sizeable proportion of those working at sea also fear shrinking job opportunities. Compiled by maritime innovation consultancy Thetius, Seafarers in the Digital Age – Prioritising Human Element in Maritime Digital…

[artreev]

Art Of The Day: "Fabric Of Society" 48 x 200cm Dimensions Variable 2022 (Reworked 2021) - Frame, Wire, LED Light, Assorted Fabric, White Netting, Spiral Wood, Polyurethane Stained Varnish, Acrylic, Enamel, Aerosol Spray Paint. What's the artwork about..??? This artwork is inspired by the natives in the Malay Archipelago in the study of Anthropology. With the advent of digitalisation, it has undergone a massive cultural evolution. From being a  typical traditional to a more contemporary narrative in its art interpretations. Situated between the Indian and Pacific Oceans, the archipelago of over 25,000 islands and islets is the largest archipelago by area and fourth by number of islands in the world. It includes Brunei, East Malaysia, East Timor, Indonesia, Papua New Guinea, and the Philippines.The term is largely synonymous with Maritime Southeast Asia. "Fabric Of Society" has now assimilated with the local culture. It has interwoven into the community and is adaptive to the multicultural elements. It symbolises unity in diversity. The knot is to represent a strong support and bonding. On view next month. "TRASHOLOGY" Tekka Place, @tekkaplace.sg 2 Serangoon Road, #01-02 & Atrium, Singapore 218227 01-30 Apr 2022, Tue-Sun, 11am to 8pm, Close On Mondays. Open On Public Holidays. Don't forget to remember..!!! See you there..!!! #art_reev #art #artexhibition #artinstallation #artspace #artworld #artlandscape #artist #artistoninstagram #artcollector #artlover #singaporeanartist #sgart #abstractart #contemporaryart #visualart #assemblageart #upcyclingart #textileart #trashart (at Tekka Place) https://www.instagram.com/p/Cbc-axvhM-O/?utm_medium=tumblr

[adalidda]

Illustration Photo: Underwater robot (credits: The Official CTBTO Photostream / Flickr Creative Commons Attribution 2.0 Generic (CC BY 2.0))

Call for projects: MarTERA - Maritime and Marine Technologies

The overall goal of the ERA-NET Cofund MarTERA is to strengthen the European Research Area (ERA) in maritime and marine technologies as well as Blue Growth. The ERA-NET Cofund MarTERA is a network of 18 ministries, authorities and funding organisations responsible for funding research and innovation projects in maritime and marine technologies from 16 countries.

The participating organisations have agreed to split the topics of the call in the following five Priority Areas (PAs):

PA1: Environmental friendly maritime technologies • Emission reduction: - Exhaust gas treatment (CO2, SOX, NOX, black carbon etc.) - Waste and ballast water management - Response to marine pollutions (e.g. oil spills, micro- and nano plastics) • Energy efficiency: - Voyage optimisation, on-board power, vessel efficiency and energy management, - Advanced technologies for the use of new fuels • Noise and vibration reduction • Innovative propulsion and powering systems (e.g. fully electric ships) • Technologies for sensitive regions

PA2: Innovative concepts for ships and offshore structures • Novel materials: - Light, robust and resistant materials - Environmental impact assessment (material testing) - Joining technologies - Intelligent materials and metamaterials • Biofouling and corrosion prevention: - Coatings - Advanced technologies • Structures: - Development, monitoring, maintenance and dismantling of maritime structures - Development of technologies for economic and environmental sustainable renewable energy from sea; - Sustainable and cost-efficient platforms for offshore technologies, including multi-purpose offshore platforms and deep-sea structures  New vessel design incl. inland water vessels  Improved models for marine vehicles and structures behaviour - Software and simulation tools - Advanced model testing procedures incl. hybrid testing - Full scale measurements  Oil and Gas (Technologies for extraction of oil and gas in rough and ice-covered areas as well as extreme water depths, autonomous underwater production and extraction systems for oil and gas)  Deep Sea Mining: - Environmental friendly technologies for exploitation, exploration and monitoring of deep sea resources

PA3: Automation, sensors, monitoring and observations  Technologies for detection and removal of munition  Intelligent predictive maintenance systems  Sensor development: - Detection of marine pollutions (e.g. oil spills, micro- and nano plastics) - Robust and efficient technologies for detection, monitoring and observation (physical, geological,chemical and biological measurements, including remote sensing) - Sensor fusion technologies covering observation systems, condition monitoring - Miniaturisation of sensors - Data transmission, E-infrastructure and telemetry for data transfer. Remote control platforms and systems, including satellite and land based control systems • Underwater technology: - For inspection, intervention, monitoring and control (Robotics) - Development of intelligent and cost efficient systems and devices - Path planning, guidance, navigation (e-navigation) and control methodologies for ships and other marine vehicles, including multiple cooperative vehicles (incl. swarm technologies) - Innovative, robust and reliable power supply for automated sub-marine technologies - Underwater navigation and communication

PA4: Advanced manufacturing and production • Digitalisation and automation of production • Optimisation of production: improved and novel production technologies for flexible manufacturing, with focus on organization and networking along the value chain • Circular economy concepts: - Life cycle management • Intelligent/innovative interacting components • Human machine interaction, Augmented and Virtual Reality

PA5: Safety and security • Individual safety concepts harmonized with navigational requirements • ICT tools for monitoring and optimization of maritime operations (e.g. routing following best weather conditions) • Hinterland connection through inland waterways • Early warning and accident management systems • Evacuation and rescue concepts • Decision support systems • Improved operations: - Automation of processes - Dynamic positioning - Docking and mooring - Handling of goods - Subsea intervention • Applications for increased fire safety

The deadline for the submission of the pre-proposal: 27th March 2020, 17:00 CET

Check more https://adalidda.com/posts/YTYqHCrk56eZ9irCx/call-for-projects-martera-maritime-and-marine-technologies

[regiowestfriesland]

Digitale- en robottechnieken voor de energiesector op de Noordzee

Digitale- en robottechnieken voor de energiesector op de Noordzee

Energy Reinvented Community, Ontwikkelingsbedrijf Noord-Holland Noord/Maritime Emerging Technologies Innovation Park Noord-Holland (METIP) en DroneQ Robotics lanceren samenwerking. Om de ontwikkeling van innovaties in digitalisering en robotisering voor de offshore energiesector kracht bij te zetten, lanceerden Energy Reinvented Community (ERC), Ontwikkelingsbedrijf Noord-Holland Noord /…

[myallywynn]

Creating a common environment for smarter collaboration – Executive Insights with Wesley Mann – Turvo

Executive Insights is a series by Shipping and Freight Resource that provides ongoing insights and thoughtful analysis..

This series features selected individuals from the industry and is aimed at enriching the knowledge of the readers with what is happening in the shipping, freight, maritime, logistics, and supply chain industry..

Executive Insights also gives you a chance to pick the brains of these industry veterans, leaders, and enablers..

In this edition of Executive Insights, we caught up with Wesley Mann, Senior Product Manager at Turvo, on how digitalisation helps create a common environment for smarter and faster collaboration in logistics..

  SFR : Can you tell us a bit about your background?

WM : I grew up in the Washington, D.C. area. I studied statistics and economics at Harvard, graduating in 2013. Right out of college, I spent 2 years on Wall Street, working in the Transportation group of the Investment Banking Division at Morgan Stanley.

After that, I transitioned into Technology. I joined SmartAsset, a leader in personal financial advice, as a Product Manager. I joined Turvo a little less than 2 years later.

  SFR : How did Turvo happen?

WM : I was introduced to leadership at Turvo in late 2016. Turvo is a unique opportunity for me given my background on the financial side of Transportation at Morgan Stanley and my interest in SaaS companies. The vision and market opportunity are massive, so I am very excited to have joined Turvo.

  SFR : Initially, as an outsider, what was your perspective on the industry?

WM : I think the supply chain and global flow of goods are some of the most interesting problems in the world. But the industry is very fragmented and has many stakeholders. This means there are a ton of opportunities and plenty of problems to be solved.

  SFR : What do you think needs changing and how do you see that happening, given the traditional mindset that people have?

WM : I think the industry is realizing that visibility isn’t enough. Collaboration, data fluency, and common platforms are going to be hugely important going forward (hence the importance of Turvo).

Players in the industry will be forced to change, because their customers always require better service. If the traditional mindset doesn’t deliver the expected increase in service, then the industry will change by necessity. The need for a digital customer experience is coming to the forefront of the conversation in the supply chain as more organizations and transactions move online.

  SFR : How does it compare to other industries?

WM : The industry is fascinating. It’s highly fragmented and many solutions exist to solve the same base problems. I reject the notion that supply chain is “boring”, I just don’t understand that description.

  SFR : Can you tell about your career progression at Turvo? What is the scope of your responsibilities?

WM : Given my time at Turvo, my title has changed from Product Manager to “Senior Product Manager”, but my core mandate is the same. Leverage the brilliant people and tech of Turvo to deliver value to our customers by deeply understanding their needs.

My responsibilities may now include directly managing multiple Product Managers, but I’ve always been tasked with collaborating across the company from Engineering & Design to Sales & Marketing. A lot of my job involves communicating the company vision and executing on the most impactful endeavors at any given time.

  SFR : Considering the events of 2020, who needs Turvo and why?

WM : With the forced distribution of labor and increased uncertainty in the marketplace, I think all players who have a stake in the movement of goods (Shippers, 3PLs, Brokers, Carriers, Drivers, Locations, etc) can benefit from Turvo.

Turvo is built from the ground up with digital collaboration and transparency in mind. The product is tailor made for this new environment.

It helps organizations bring their entire network – both internal and external – into a common environment to share, collaborate and execute faster and smarter.

  SFR : With respect to technology adoption and readiness, what are your views – are we nearly there or light years away?

WM : I think the supply chain industry is full of companies that hustle, innovate and capitalize on opportunity.

Technology moves fast. It doesn’t care whether you are ready to adopt it or not. Either you adopt what solves your customer’s problems and delivers value, or you fall behind.

The industry adopts technology quickly, but individual players may take the lead at different times. I’m excited for the future!

  SFR : What are the major concerns people have when “buying into” technology solutions? Are people accepting of the new buzz words such as AI, Blockchain, Big Data Analytics, etc?

WM : “Acceptance” of these terms varies among our customers depending on their size. I think our larger customers may inquire about them, because they are emerging opportunities, which their boards and investment analysts talk about often. Either way, if there are economic opportunities or problems that can be solved, all of our customers are open to these trends.

  SFR : Considering your alma mater,

Are there higher expectations from you and if yes, how do you manage that?

What is the biggest learning you’ve carried from Harvard into your professional life and how do you apply it?

WM : I do often receive comments when people learn where I went to school; It happens. There are definitely preconceptions and stereotypes that I navigate, but thankfully it hasn’t affected how I work with my colleagues. Honestly, my colleagues at Turvo are some of the smartest people I’ve had the privilege to work with! I have to make sure that I keep up

My biggest lessons are definitely around adapting to new environments, navigating interpersonal relationships and always updating your thinking based on new information. Harvard is a very humbling place; it’s full of people from diverse backgrounds, different world views and a lot of intellectual horsepower.

You quickly learn how to improve your mindset and knowledge by leveraging what others can bring to the table. My experience has helped me handle lots of interactions from presentations with fortune 500 C-suites to interviews with truck drivers. Everyone has a story to tell and important problems to solve. I’m glad that I get to experience such a vast range.

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