Bridge technology can be adapted in shore centres built to remotely control tugs
Interest in controlling vessels from shore by adapting bridge systems into command centres and using existing connectivity technology is increasing.
Major global tug operators have successfully trialled remote operations or autonomous tugs in top ports, including Svitzer in Copenhagen, Kotug International in the Netherlands and PSA Marine and Keppel Smit Towage (KST now part of the Rimorchiatori Riuniti Group) in Singapore.
Sea Machines Robotics completed one of the most challenging trials when it remotely commanded and monitored a Damen-built harbour tug in real-time on a 1,200 km voyage around Denmark’s Baltic coastlines.
Operators now plan to take these trials further into commercial development. Svitzer is working with Kongsberg Maritime and ABS on the ReconTug project to implement the world’s first commercial tug to be fully operated from a remote onshore operations centre. This will use Kongsberg’s remote command technology and ABS’ class guidance to obtain regulatory approval. Technology will be class and flag approved, permitting Svitzer to conduct commercial remote tug operations in the port of Copenhagen.
KST plans to further develop its remote autonomous tug in Singapore after gaining notations and class approval of technology developed with Keppel Offshore & Marine (O&M) and ABB.
They received the first autonomous and remote-control navigation notations from classification society ABS and the Maritime Port Authority (MPA) of Singapore. KST’s Maju 510 tug was the world’s first vessel to receive these notations from ABS and was the first tug in south Asia to be remotely operated from shore by joystick control.
During two phases of testing and demonstration in Singapore in 2021, Maju 510 confirmed the capability of autonomous vessel navigation, collision detection and avoidance.
Keppel O&M was the systems integrator for the autonomous solutions. It set up the shore command centre and retrofitted Maju 510 with advanced systems to generate digital situational awareness and high-accuracy positioning and manoeuvring.
Maju 510 was outfitted with ABB Ability Marine Pilot Vision and Marine Pilot Control, which uses artificial intelligence to automate navigational observations. These fuse data from different sources, complete risk assessments, make decisions and control the vessel.
This harbour tug was outfitted with technologies KMDTech developed in partnership with MPA and the Technology Centre for Offshore and Marine, Singapore, such as a digital twin which simulates vessel behaviour in multiple scenarios.
KST managing director Romi Kaushal will provide more details of this progressive project at the upcoming International Tug & Salvage (ITS) Convention, Istanbul, Turkey.
He will explain the programme from design to testing, the different levels of autonomous operations and the technology and engineering involved.
Mr Kaushal will also map progress to date, outline key achievements and highlight future developments for remote autonomous tugs.
Wilson Sons is implementing digitalisation technologies on its tugs for remote monitoring and data analytics, although it has not ventured into remote control. It is improving tugboat operational efficiency using artificial intelligence (AI) to assist in real-time decision making. Wilson Sons executive director for towage Marcio Castro will provide more information on how it uses AI during his ITS 2022 presentation. He will explain how the Brazilian owner is turning tugboats into data-mining assets and how this contributes to the operational efficiency of ports.
Kotug International general manager Patrick Everts and LionRock Maritime managing director Rick Broersma will explain how AI, data analytics, modelling and simulations can improve operational decisions and remote command of tugboats at ITS 2022.
Bridge technology
Bridge system providers have turned their attention to supplying technology to remote-control centres.
Fincantieri group’s Vard Electro introduced SeaQ Remote in June 2022 for autonomous vessel operations from shore. This unifies the SeaQ suite of automation systems into one user interface, with a full range of functionality enabling remote monitoring and control of vessel navigation, propulsion and automation systems, for unmanned operations.
“This represents a technological leap,” says Vard Electro chief executive Andrea Qualizza. “It is a natural next step in our evolution for integrating advanced SeaQ automated control systems for such areas as energy management, propulsion, bridge and navigation.”
SeaQ Remote extends data-driven functionality to operational technology (OT) on the vessel and enables existing machinery systems such as engines, propellers and thrusters to be remotely operated.
Onboard machinery is connected through sensor networks streaming real-time data via the cloud to an onshore control centre. Sensor data is unified within the human-machine interface for greater user awareness of the status of onboard equipment.
SeaQ Remote is being deployed on 14 newbuild Ocean Infinity autonomous vessels, which will be powered by batteries and controlled from shore using dynamic positioning to DP2 class.
“We are now investing heavily in autonomous technology and digitalisation, supported by synergies in the wider Fincantieri group,” says Mr Qualizza. This is in line with market demands for cost-efficient green operations, reduced crewing and remote management.
New developments
Japan Radio Co (JRC), along with subsidiary Alphatron Marine, has developed AlphaRiverPilot MFS to control inland vessels, towboats and pusher tugs. This is available in a desk mount and a flush mount version. JRC says these control units are used by river pilots to manoeuvre vessels with data from multiple devices displayed on a 5-in colour touchscreen.
JRC has also introduced the JMR-611 river radar with new sensor technology to suppress unwanted reflections from waves on wide water. It has an aerodynamic scanner and an associated modified motor, making it suitable for extreme weather conditions, and low light reflection on the monitor.
Another development from JRC is the JMR-5400 radar for CAT1 and CAT2 vessels, with improved short-range detection and target discrimination on high-brightness displays with icon-based operation.
JRC-designed signal processing produces a clear radar image of targets even during rain and rough seas.
Sperry Marine has released updated versions of its VisionMaster FT radar and ECDIS software. VisionMaster FT version 15.1 has a new operational mode enabling mariners to adjust navigation settings according to the task.
It has improved presentation of alerts on displays, remaining compliant with the latest bridge alert management standard (IEC 62923-1, -2). Version 15.1 has improved vessel targeting indicated by their automatic identification system signals, with capacity for up to 650 targets, and enhanced cyber security, with built-in anti-malware protection and Windows 10 security patches.
Sperry Marine says VisionMaster FT version 15.1 is fully type-approved to European Union and UK requirements for radar and ECDIS. It recommends existing bridge systems running on version 12.4 and earlier are upgraded to version 15.1.
Type-approval
Seatronx has gained type-approval from ABS for its sunlight-readable touchscreen and pilot-house touchscreen displays for vessel navigation. These displays have the same size range and features but use different bonded displays with varying levels of backlighting.
ABS approved these displays, benchmarking them for black-box navigation and radar displays in the marine industry, enabling their use in commercial, military, law enforcement and leisure sectors.
These touchscreens, available in standard format 10-27 in or in a wide-format 15-27 in, display navigation, vessel status, security and other operational information.
