Make no mistake, evolution in electronic equipment has paved the way for vessel owners and operators to run a more efficient and safe operation. But today, modern bridge electronics work hand-in-hand with evolving software solutions as well as high-speed, high-bandwidth communications, as the vessel evolves from a disconnected, independent entity into a networked cog in the global transportation chain. Driving forces for this evolution are many, but regulations, and specifically a number of global initiatives with regards to the environment are poised to substantially change the way in which the modern ship's bridge looks and operates in the coming years. Increased calls for fuel efficiency and reduced air emissions, the need for increased efficiency in terms of monitoring and maintenance of critical machinery, and the everincreasing demand for safe, secure operations, has driven the bridge from a connected collection of single function pieces of equipment to the true advent of the "integrated bridge." "There is no point to steam full speed ahead across the ocean simply to wait two, three, even four days to get into port," said Peter Swift, managing director, INTERTANKO. Modern bridge and communications technologies, he continued, could be used more effectively to ensure marine operations are as fuel efficient and cost-effective as possible. But even the term integrated bridge has evolved, today meaning a true integration of not only the electronics and systems that make up the physical structure, but a level of integration through software and communication solutions that intricately links ship and shore, allowing the vessel to be monitored and managed in a way that just 10 years ago was mostly theoretical. "Transas makes systems that reduce the workload and make things more efficient for the user," said Anders Rydlinger, Business Director Onboard Systems.
The focus now is on software solutions that provide added value, said Rydlinger , such as his company's new NAVIPlanner, which was launched this spring and can be used by both shipboard and shore-based management.
The Cockpit
While efforts to further integrate ship to shore through modern communications, software and hardware continues, the bridge is arguably the most important physical hub on the ship. With the advent of modern flat screen technologies and the integration of multiple functions into a single station, the physical look, dimensions and functionality of integrated bridge systems is vastly different than only a decade ago. "We have done an integration job (with its integrated bridge solution) that is unmatched on the market," said Capt. Ole M. Hus�y, Master Mariner and head of design sales and marketing, Marine Technologies LLC. Marine Technologies was born just seven years ago, when Edison Chouest Offshore (ECO), one of the world's largest operators of offshore service vessels, was tired of paying large service fees to outside companies to maintain their DP-systems. Jan Mikalsen � who had worked for Kongsberg Maritime since 1973 � had the solution, and in 2002, he became Founder and President of Marine Technologies, LLC, based out of Mandeville, La., and owned by ECO. Mikalsen hand-picked a team and his new company set about its first task to develop a DP class two system for the M/V Amber, a 280ft. OSV owned by Chouest. Today, Marine Technologies has gone beyond DPS and is also offering an integrated bridge system (IBS) under the BridgeMate brand name. Hus�y went on to lead Marine Technologies' first project in the navigation bridge system market. The Blue Arrow was built out of the Factorias Juliana shipyard in Gijon, Spain. The vessel was originally
Recent prestige launches featuring NACOS 65-5 installations include the largest cruise vessel so far been built in Germany, Celebrity Cruises' 122,000-gt Celebrity Solstice.
July 2009
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