Augmented reality finding its way into maritime

Augmented reality (AR) is the up and coming technology for the maritime sector with solutions providers and shipyards leading its uptake into the industry.

Blue Ocean Solutions, a subsidiary of Singapore’s Keppel Offshore & Marine (Keppel O&M), is helping to refine the use of AR at Keppel shipyards that are involved in the servicing and maintenance of oil rigs.

“AR is not being fully exploited at the moment in maritime but it is an emerging technology,” said Blue Ocean Solutions CEO Dr Jerry Ng.

“You put on the goggles and you can have immediate access to experts, augmented over the reality,” Dr Ng told an audience at the Asian Marine Engineering Conference held in Singapore on Wednesday.

Caterpillar Marine Asset Intelligence fleet advisor Michael Tan said on the sidelines of the conference that the Caterpillar group is furthering its developments of AR across its different business verticals including maritime.

“Our AR technology is now available in the marketing and solutions aspects,” Mr Tan said. He explained that the technology allows users to have live support in conducting repairs and maintenance on equipment via an interactive interface. Marketing brochures of Caterpillar can also come to live by wearing the goggles to enhance understanding of its products.

One recent development of AR in maritime is an EU-funded 6.5M (US$7.6M) project that started in June this year to develop and test AR bridge systems to improve navigation safety and efficiency in Arctic ship operations.

Meanwhile Dr Ng shared that another emerging technology for maritime is expert system and predictive intelligence. The expert system and predictive intelligence seek to raise alerts on likely problems and offer diagnosis and preventive measures that can be carried out. This technology is not widely applied in maritime but it is a “very powerful tool” and especially helpful for engineers, according to Dr Ng.

“My personal belief is that intelligence ships will come before autonomous ships. These technologies are not new to the market, it is a matter of application and adapting these technologies into the maritime industry,” he said.

The First All-Electric Autonomous Ship

A partnership between Norwegian fertilizer giant Yara International and marine technology leader Kongsberg Maritime is developing the container feeder vessel Yara Birkeland, the world’s first autonomous, zero-emissions battery-powered container ship.

Yara Birkeland’s batteries will be charged with clean Norwegian hydro-power during loading and unloading, lowering yearly CO2 emissions by about 700 tons, explained Esben Tuman, Yara’s corporate communications VP.

“The vessel will also slash NOx [nitrogen oxides] and SOx [sulfur oxides] emissions to zero and remove up to 40,000 annual truck journeys in populated urban areas, reducing noise and dust emissions and improving the safety of local roads,” Tuman added.

“The vessel will initially be manned, moving to remote operation in 2019.”

Kongsberg Maritime is responsible for the development and delivery of all key onboard enabling technologies. These include the sensors and integration required for remote and autonomous operations, in addition to the electric drive, batteries, and propulsion control systems.

Yara Birkeland will be 100% electric. There will be no traditional engines. She will be powered from batteries that will be charged from the shore while the vessel is moored,” said Kongsberg’s strategic projects manager Peter Due.

Operations should start in the second half of 2018, shipping products from Porsgrunn to larger Norwegian ports. “The vessel will initially be manned, moving to remote operation in 2019 and expected to be capable of performing fully autonomous operations from 2020,” Due clarified.

Cyber Risk

Cyber security is a major concern for autonomous ships. New research published by Lloyd’s of London identifies it as one of the four top risks facing the shipping industry. Due confirmed Kongsberg would follow well-known security guidelines, such as those published by the International Maritime Organization and the International Chamber of Shipping. He views legislation as the major challenge to bringing the project to fruition by 2020.

“It is currently non-existent for autonomous vessels,” he noted. “To overcome this, we are working closely with the Norwegian Maritime Administration and Norwegian Coastal Administration on new legislation.”


Yara Birkeland will be the first autonomous, zero-emissions battery-powered container ship (Courtesy of Kongsberg)

As for costs, Due explained: “Yara Birkeland will be cheaper to build than a conventional, similar-sized container feeder vessel since there will be no accommodations area.” In addition, the lack of crew will further reduce operating expense.

“Yara Birkeland will be cheaper to build than a conventional, similar-sized container feeder vessel.”

Yara Birkeland will set the benchmark for the application of innovative maritime technology for more efficient and environmentally friendly shipping.”

Tank Testing the Model

A 6-meter, 2.4-ton model of the Yara Birkeland was introduced to the public on 28 September, as trials commenced at SINTEF Ocean’s 80-meter test tank in Trondheim. At the event, Norwegian government enterprise ENOVA, which promotes the environmentally responsible production and consumption of energy, announced it will support the project with a US $16.7 million grant. Geir Håøy, president and CEO of Kongsberg Maritime, told guests at Trondheim that: “Initial tests of the model were successful, proving [the validity of] both the concept and the technology.”

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Virtual reality – Maritime Simulators training for seafarers

Maritime simulators are now the modern way to gain competence. Beginning with basic navigation but now extending to almost every aspect of ship operation including specialist aspects such as crane handling and towing, They have advanced hugely since the early days when only a basic computer screen was available and now offer a degree of realism that is quite amazing.

Maritime simulators, their use and the quality of instruction are given a whole section (A-I/12) of the STCW 2010 text. There are two performance standards – one applying to simulators used for training and the other for simulators used to assess competence. There are also some additional requirements for radar and ARPA simulators.

Throughout the tables that are included in STCW 2010 detailing the minimum standards required for different ranks and specialisations, maritime simulators are mentioned in the majority of cases as being a method for demonstrating competence.

The use of maritime simulators is ranked third in the choice of ‘Examination and assessment of evidence obtained’ after approved in service experience and approved training ship experience. This is confirmation of the view that modern seafarer training is becoming more aimed at competence than experience.

A recruitment drive

The 2015 five-yearly BIMCO/ICS survey identified a current shortfall of about 16,500 officers (2.1%), but sees a need for an additional 147,500 officers by 2025 to service the world merchant fleet.

The global supply of officers is forecast to increase steadily, but this is predicted to be outpaced by increasing demand. Officer categories in especially short supply include engineer officers at management level and officers for specialised ships such as chemical, LNG and LPG carriers.

The report suggests that in the past five years the industry has made good progress with increasing recruitment and training levels and reducing officer wastage but unless training levels are increased significantly, however, the growth in demand for seafarers could generate a serious shortage in the total supply of officers.

There is some anecdotal evidence that encouraging new officer recruits is becoming more difficult especially in Europe and the west. However, the slowdown in shipping that has occurred simultaneous with and since the survey was done may reduce the need for new officers and may even encourage some shore-based personnel to return to sea. To do that there will be a need for most of them to attend refresher training at a maritime simulator centre.

Maritime simulators used in training centres

Today, every training centre worth its salt will have a maritime simulator of some sort – most likely supplied by Transas, Kongsberg or VSTEP. The IMO has attempted to build a database of approved simulators which can be accessed in the GISIS database. The database is free to use but ShipInsight’s examination of the list shows it to be somewhat underpopulated with many omissions.

The market is not limited to just the three companies mentioned above. PC Maritime, BMT Rembrandt, FORCE Technology, Marin and ARI are other players that are active in the sector – sometimes serving niche markets but often with a wide range of products.

Maritime simulators come in many sizes and guises with even a simple PC and monitor able to meet the performance standards demanded of simulators by certificate issuing authorities. Although a PC simulator can be controlled by mouse and keyboard it is common to use a special controller that makes use of control panels that replicate typical bridge controls.

Those entering the industry today are more than likely to cut their teeth in ship handling and navigation on a simulator rather than on the bridge of an actual ship. Stand-alone simulators representing a particular piece of equipment or system are meant for equipment familiarisation, refreshment of knowledge and some basic training. Classroom simulators which are usually desktop PCs are intended for operational training and certification. For instance, ECDIS training, which became mandatory according to the latest STCW requirements, can be done on a class or mini-lab simulator.

While full mission simulators include a lot of controls or as in the most advanced training centres, replica of the real equipment. Their primary goal is conducting advanced training and certification, certain configurations and courses – DP systems are a good example – can allow even for sea time reduction training.

Specific technical requirements for maritime simulators

  • Requirements to simulate specific type of equipment, control and operation systems including mimic and logic rather than working with a generic solution;
  • Mathematical modelling becomes a major value in the product chain due to complexity of the reflected processes and requirements for precision and computation speed;
  • There is more interest expressed in integrated solutions where various types of simulators act in a common training scenario. The increased sophistication of today’s vessels and terminals has created intense demand for total vessel integrated training. This training need has not only expanded to the combined navigation/cargo/engineering integration, but moved past the ship/shore interface to include the terminal as well.

Transas and other market leaders say they are focusing investment on development of technological tools that will help to overcome those challenges. The most important part of this process is introduction of new visual object oriented modelling package and physical libraries to speed up the simulator manufacturing and make it extremely flexible and competitive. One of the recent developments by Transas is a new mechanical interaction in its navigational simulators. This function allows for raising the training realism to an unprecedented high level and provides new opportunities for emergency scenario training.

With current development of technology, there is no doubt that simulators can provide realistic and cost-effective training that should be supplemented by sea time. In addition, marine simulation allows for practicing troubleshooting procedures which cannot be done in real conditions without risk to personnel and assets.

Most simulators are in training establishments but some operators such as Star Cruises, Farstad Shipping and Maersk Training have established their own centres. The most recent operator to develop its own simulator centre is Carnival Cruises with the CSMART (Center for Simulator Maritime Training) training facility located in Almere, Netherlands.

CSMART offers two full mission bridge simulators, six part-task bridge simulators and the ability to simulate fixed propeller and azipod simulation. On the engineering side CSMART offers two full mission Engine Control Rooms with four machinery outstations and 16 part-task Engine Room simulators.

Sharing the simulation experience

While such operators could make full use of their own simulators, some will also offer training for other operators. Companies that cannot justify having their own facility may be able to lease a simulator for their private use for a period or else will have to send staff on open training courses. The advantage of having sole use is that own procedures and training programmes can be accommodated.

For some applications, portable simulators can be better suited than large fixed installations. Transas has designed a portable version of a simulator for ECDIS courses. A trainer can bring it to a customer’s site or even onboard reducing travelling and accommodation costs for trainees and saving time.

However, mobile solutions cannot replace fixed simulators for advanced training and certification for certain areas. Where it is possible to replicate the bridge of an existing – or planned – vessel, complex exercises in both ship handling and crew resource management operations can be carried out.

Simulator training need not be restricted to one aspect of a ship or indeed to a single ship. With bridge and engine room simulators common place, connecting the two together can dramatically increase the training scenario permutations. Even more variety can be added if simulators can be run in a mode that enables multiple vessels to operate in a single exercise. This could involve vessel and tugs or vessels navigating independently in confined waters.

Training exercises of this type are of particular value if the purpose of the training is to develop bridge team management skills as several trainees will be undertaking training at the same time. Simulators have been recognised as a very good tool for this type of training. The skill of the trainer can also add value in that it will be possible for him to change the parameters if it seems desirable. This could for example involve a possible mechanical problem, loss of steering, deterioration in weather and visibility, an encounter with another vessel or any similar problem that could arise at any time.

Some simulator developers have modelled actual port environments allowing the trainees to experience bringing a vessel into a specific port or berth. This sort of exercise can be valuable for new crew joining a ship that regularly calls at the particular port or to investigate potential problems if a new port is being added to a ship’s operational pattern. Not only crew but pilots can profit from this sort of training.

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World’s First Hydrogen-Powered Cruise Ship Scheduled

Viking Cruises has joined the ranks of shipping companies working to introduce fuel cell technology with the announcement last week of plans to build the world’s first cruise ship fueled by liquid hydrogen.

Project manager Serge Fossati told a shipping conference in Norway that the ship will be around 230 meters long and will accommodate more than 900 passengers and a crew of 500. She will be based on the design of the cruise line’s other ocean-going ships, such as the Viking Sun. Several tender ships to carry the fuel to the cruise ship are also part of the project.

So far, liquid hydrogen has not been used as marine fuel. A fuel cell will convert the hydrogen to electricity for propulsion and electric power on board. A fuel cell power pack consists of a fuel and gas processing system and a stack of fuel cells that convert the chemical energy of the fuel to electric power through electrochemical reactions. The process can be described similar to that of a battery, with electrochemical reactions occurring at the interface between the anode or cathode and the electrolyte membrane, but with continuous fuel and air supplies, Different fuel cell types are available, and can be characterized by the materials used in the membrane.

One of the technical challenges is to maintain the liquid hydrogen fuel at minus 253 degrees to keep it from evaporating. Hydrogen is also a very explosive gas, and protection against gas leaks is an important part of the safety requirements for the fuel.

The ship is likely to be registered in the Norwegian International Ship Register, and the cruise line is already in discussion with the Norwegian Maritime Authority.

“This is a world sensation. Very exciting. If they pull this off, a distribution network may be established, which will enable others as well to use hydrogen as fuel and could contribute to a zero-emission shipping industry,” says Norwegian Maritime Authority Director General of Shipping and Navigation, Olav Akselsen. “We probably have a way to go before all the technical solutions are in place, but this is a very concrete project which has a high priority at Viking Cruises.”

At present, liquid hydrogen is not produced on a large scale in Europe, but Fossati says that Viking Cruises is in dialogue with Statoil in order to find a solution based on a Norwegian refinery. He wants to use Norwegian suppliers for the project as far as possible.

Viking Cruises has ordered eight cruise ships that will fly the Norwegian flag. The Viking Sun, the fourth of these ships, was delivered from the Fincantieri shipyard in Italy on September 25.

Royal Caribbean’s Icon Class

Last year, Royal Caribbean Cruises (RCL) indicated that fuel cell technology will play a role on its Icon class ships being built by Meyer Turku for delivery in 2022 and 2024. In this case LNG is likely to be the fuel rather than liquid hydrogen. In the meantime, the company said, it will begin testing fuel cell technology on an existing Oasis-class ship in 2017, and will also run progressively larger fuel cell projects on new Quantum class vessels being built in the next several years.

The Icon ships are expected to run primarily on LNG but will also be able to run on distillate fuel, to accommodate occasional itineraries that call on ports without LNG infrastructure.

The introduction of fuel cells represents another dramatic step forward for the maritime industry, which has only made limited experiments using the technology. “We believe fuel cells offer very interesting design possibilities,” said Harri Kulovaara, RCL’s chief of ship design at the time of the announcement last year. “As the technology becomes smaller and more efficient, fuel cells become more viable in a significant way to power the ship’s hotel functions. We will begin testing those possibilities as soon as we can, and look to maximize their use when Icon class debuts.”

RCL had been eyeing fuel cells for nearly a decade and believes the technology is at a stage of development that justifies investment. “There is a long lead time for Icon class, and we will use that time to work with Meyer Turku to adapt fuel cell technology for maritime use.”

Fuel Cells in Shipping

A study on the use of fuel cells in shipping commissioned by the European Maritime Safety Agency (EMSA) and produced by DNV GL earlier this year highlighted the wide range of maritime fuel cell projects that are ongoing. The report discusses 12 fuel cell projects involving shipping including FellowSHIP, FCShip, METAPHU, Nemo H2, FELICITAS, SF-BREEZE, Pa-X-ell, US SSFC, MC-WAP, ZemShips, SchIBZ and RiverCell.

Seven different fuel cell technologies are being evaluated: the alkaline fuel cell (AFC), the proton exchange membrane fuel cell (PEMFC), high temperature PEMFC (HT-PEMFC), direct methanol fuel cell (DMFC), phosphoric acid fuel cell (PAFC), molten carbonate fuel cell (MCFC) and the solid oxide fuel cell (SOFC).

The Clean Fuel Transition

The Hydrogen Council, a global initiative of leading energy, transport and industry companies launched at the World Economic Forum 2017, says hydrogen is a versatile energy carrier with favorable characteristics since it does not release any CO2 at the point of use as a clean fuel or energy source, and can play an important role in the transition to a clean, low-carbon, energy system.

The Council says major technology progress has been achieved in the last 10 years with costs reduced by a factor of 20 over the period. Commercial products are now being marketed across sectors and along the full hydrogen value chain, including hydrogen production (e.g. electrolyzers), hydrogen stations, forklifts, cars, buses, trains, heating and power systems.

Manufacturing capacities across the world are growing, which will yield additional cost decrease in coming years. New plants have been announced in the U.S., Canada, Germany, Japan, Korea and China. Exponential growth is underway supported by clear political backing.

New Mooring Technology Operational for Tankers

Cavotec’s EX-certified MoorMaster automated mooring units have supported the first ever transfer of LNG from a ship to a floating LNG platform. MoorMaster is a vacuum-based automated mooring technology that eliminates the need for conventional mooring lines. Remote-controlled vacuum pads recessed in, or mounted on the quayside or pontoons, moor and release vessels within 30 seconds.

Gas Natural Fenosa and Connect LNG successfully conducted a commercial LNG delivery with a Universal Transfer System in Norway on October 7. The system was fitted with two MoorMaster units – the first EX- and DNV GL-certified automated mooring systems ever built. The system is also the first non-military ship-to-ship automated mooring application and the first ATEX-certified automated mooring application anywhere in the world.

The MoorMaster system offers the option of providing an automated emergency release system and paves the way for safe and rapid mooring for LNG and LPG tankers during the transfer of fluids to onshore storage terminals without the need for vessel modifications, says Cargotec.

While MoorMaster has been in use at a variety of bulk and container handling, Ro-Ro and lock applications around the world for many years, this is its first application in the oil and gas sector.

A First for Ferries

Earlier this year, Cavotec, together with group of industrial partners, conducted the world’s first successful testing of a combined wireless induction charging and automated mooring system with a Norled hybrid passenger ferry.

The new wireless charging system, developed by Wärtsilä in partnership with Cavotec, is based on inductive power transfer and uses MoorMaster. Other companies involved include power company Haugaland Kraft, marine engineering services provider Apply and ship builder Fjellstrand.

Inductive or wireless charging uses an electromagnetic field to transfer energy between two coils. A coil is used to create an electromagnetic field, and a second induction coil converts this back into electrical energy to charge on-board batteries.

The system is designed to transmit power loads in the MW range. The system can maintain efficient power transfer at distances of more than 50 centimeters (20 inches) between the two charging plates installed at the quayside and integrated into ship-side, safely and reliably. No other wireless charging system in the transport sector is as powerful, or capable of maintaining efficient power transfer at such distances.

The new system was successfully tested several times in August and September 2017 with Norled’s Folgefonn double-ended, 85-meter (280-foot), Ro/Ro hybrid passenger ferry which carries 76 cars and 300 passengers.

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Let’s get digital in the maritime industry: Advisory committee

Fully autonomous vessels, electronic professional certificates, and ships with minimal carbon footprints: This is the future direction of the maritime industry, experts say.

The need to develop a vibrant maritime innovation ecosystem and promote digitalization in the industry has been proposed as a key strategy by a committee set up to chart the development of Singapore’s port and maritime sector.

In its International Maritime Centre (IMC) 2030 Strategic Review released on Friday (Sept 22), the committee said the adoption of technology is expected to magnify disruptive forces and rapidly shift competitive dynamics in the maritime industry.

To enable Singapore’s maritime industry to ride the next wave of innovation-driven growth and move up the value chain, a “concerted effort” is needed. This can be done using business models that employ advanced technologies such as autonomous systems, robotics, data analytics and artificial intelligence, the report said.

It called for the building of a strong maritime cluster centred on the alignment of innovation and research and development efforts between the public and private sectors. It also highlighted the need to leverage on technology such as Big Data, Internet-of-Things and intelligent systems.

Mr Steen Brodsgaard Lund, a Singapore Shipping Association council member and chairman of its technical committee, said: “There is no doubt that technology has been and continues to be important for shipping lines and the infrastructure for the maritime industry. It is also an enabler to set free the manual processes.”

Fully autonomous or “self-sailing” ships would make the industry safer for humans, said Mr Lund, who is also the Executive Vice-President and regional manager (South East Asia & Pacific) at DNV GL, a global quality assurance and risk management company.

Technology will also allow old-school processes to be digitalized and made more efficient, he said. For example, seafarers’ crew competence certifications are currently carried around in paper form. “It is easy to digitalise that. Many of the ways are archaic,” he said.

Adopting technology can also help ships reduce emissions and help cut their carbon footprints, said Mr Teo Siong Seng, the managing director of homegrown Pacific International Lines and chairman of the Singapore Business Federation.

Meanwhile, Mr Glenndle Sim, executive chairman and chief executive of Mencast, said embracing technology has helped the company reduce manpower costs and maintain its competitive edge. Mencast, which does maintenance and repair works for ships, has adopted robotic cleaning devices, reducing the need for manpower while increasing productivity.

The IMC2030 review committee also recommended promoting physical clusters of maritime-related activities within Singapore, between its adjacent industries of logistics and commodity trading, and with other international maritime clusters.

There is currently a maritime belt along Shenton Way bustling with ship owners, banks and finance companies, insurance and law firms, as well as brokers and maritime research companies. The recommendation also included exploring the formation of such clusters away from the central business district.

The experts were neutral with this recommendation. “Singapore is a small place, and commuting is easy,” Mr Lund said. However, he noted plans for integration at the new Tuas port, which will be opened progressively in a couple of years and be fully completed by 2040.

“It very much depends on the business. If it is really just coordinating sales, it can be done anywhere. But I guess, every little thing helps. With the supporting industries around, there is an ecosystem in place,” said CIMB economist Song Seng Wun.


Google and Rolls-Royce Partner on Autonomous Ships

Rolls-Royce has signed a deal with Google to develop Rolls-Royce’s intelligent awareness software, which is already in use on ships today and will play a central role in the company’s drive towards autonomous vessels.

The agreement allows Rolls-Royce to use Google’s Cloud Machine Learning Engine to train Rolls-Royce’s artificial intelligence (AI)-based object classification system – a software suite intended to detect, identify and track surface objects. Rolls-Royce believes that its AI systems will make vessels safer and more efficient by automatically analyzing data from a range of new sensors, along with the ship’s own AIS and radar.

Karno Tenovuo, SVP for Ship Intelligence at Rolls-Royce, suggested that this system is already useful today. “While intelligent awareness systems will help to facilitate an autonomous future, they can benefit maritime businesses right now making vessels and their crews safer and more efficient,” he said.

“Machine learning” is a set of algorithms, tools and techniques that mimic human learning to solve specific computing problems. Machine learning methods analyse existing data sets with the objective of “teaching” a software system to recognize patterns in training data, enhancing the system’s ability to make predictions based on new data. The bigger the data set, the more complex the patterns the model can recognize and the more accurate the predictions.

The Google Cloud Machine Learning Engine uses the same neural net-based machine intelligence software that powers many of Google’s products, including image and voice search. Rolls-Royce will use Google Cloud’s software to create bespoke machine learning models which can interpret large and diverse marine data sets created by Rolls-Royce. As part of the machine learning process, the models’ predictions are evaluated in practical marine applications, allowing the models to be further refined.

In the longer term, Rolls-Royce and Google will also test whether speech recognition and computer-generated speech would be a workable solution for human-machine interfaces on board a vessel.

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Next generation of maritime simulators being developed by UK based company

The beta version of a new generation of simulators known as “Live Constructive Simulation (LCS)” has been developed by a UK based maritime company.

They claim this is a world first and have been developing the software and hardware solution for several years. Various elements are included in this new package, including high quality lifelike graphics. However the real technological advance is the ability to inject live, real-time information into the training scenario. This gives the intructor the ability to use either live “as it happens” shipping information or to use previously saved data from, for instance, a particularly busy day in a port anywhere in the world.

Japanese shipping line to launch unmanned container ships

Nippon Yusen KK will remotely pilot one of its large container ships from a Japanese port to North America, although the company added that a crew will be aboard as a precautionary measure for the initial test voyage, Bloomberg reported.

The voyage is being planned by the Monohakobi Technology Institute, which is a division of the shipping firm, and will be a step towards the abolition of crews aboard ships.

The shipping industry believes that doing away with crews will significantly reduce costs and improve safety. Operators say the majority of accidents in the £260 million-a-year industry are caused by human error.

That suggestion has been borne out by the collision off Singapore on Monday between a US Navy warship, the USS John S McCain, and a merchant oil tanker, the Alnic MC.

The search-and-rescue operation for nine missing US navy personnel was called off on Thursday and efforts to locate the missing will focus on the destroyer’s flooded internal compartments.

Nippon Yusen is collaborating with radar and communications equipment companies to develop accident avoidance technologies in large, unmanned vessels.

The Japanese government is supporting efforts to develop fully automated commercial ships and has set a target of 250 domestically built ships being equipped with autonomous operation technology by 2025.

“Getting Back to Sea for Seafarers” Trials Begin – Condensing 3 years of no sailing into 5 days

A new solution to the ongoing issue of LNG crew (as well as others) who have not actually navigated at sea for several years, has been trialled in the UK. 

The 5 day course seeks to refresh and renew knowledge in crew members who have been in dock for a prolonged period of time by giving them an intensive series of different simulator bridge scenarios in realtime. The scenarios range from leaving a quiet port at dawn to navigating the busy bospherous straights, with various high intensity emergency situations which push the crew to their limits and call on all training

The feedback has been that the course was worthwhile and everyone who attended not only renewed their previously learnt knowledge but also gained new insight into ship handling and bridge teamwork.

More news will follow in the near future regarding the release of the course