SMI Annual Review 2012.qxd - Society of Maritime Industries

Annual Review 2013
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Front Cover Image: Royal Portbury Dock
Courtesy of The Bristol Port Company ©
President’s Foreword
Archie Bethel CBE, President
A message from the Chief Executive
John Murray, Chief Executive
Constituent Associations and Groups
Forthcoming Events
Marine Industries Leadership Council
– delivering a strategy for success
Gregory Darling, UK Marine Industries Alliance
Supporting Innovation in the UK Marine
and Maritime Industry
David Elson, Technology Strategy Board
Affordable capability through collaboration
Amanda Çetin, CTruk
Science and industry working together to develop
UK Marine Autonomous System Capabilities
Geraint West and Ian Wright, National
Oceanography Centre (NOC)
Piracy off East and West Africa – the current
state of affairs
Martin Ewence, G4S Risk Management Limited
More than just fuel storage – a flexible solution
to meet today’s industry needs
Laura Morgan, Dunlop GRG Holdings Limited
The subsea revolution – wireless technologies
in the underwater arena
Amanda Collins, WFS Technologies
Company profile section
Index of Advertisers
Society of Maritime Industries Member companies
President’s Foreword
It gives me great pleasure to introduce the 2013 edition of the Society’s Annual Review. This
publication provides an opportunity to highlight some of the latest developments of the last
year here in the UK. As a leading participant in the UK Marine Industries Alliance, the
Society welcomes a new Co-chair in Gregory Darling who outlines his vision for the industry
in the following pages. That vision focusses around exports supported by technology and
skills and in this edition of the Review we provide examples of the UK’s capability in
providing world leading solutions to meet the global challenges of the maritime sector.
Archie Bethel CBE
The breadth of
the UK’s maritime
engineering industry
is amply
demonstrated by
the articles in this
The UK Marine Industries Alliance continues to provide a vehicle for the many strands of the
maritime engineering sector to collaborate in technology, address regulatory issues, improve
the supply chain, support companies wishing to export and, importantly, increase the
influence of the maritime sector with policy makers by demonstrating its value to the UK
economy. The increase in government funding of R&D has been well taken up by the industry
and the government’s funding agency, the Technology Strategy Board, has now appointed a
Lead Technologist specifically for the marine sector, more on which you can read.
The breadth of the UK’s maritime engineering industry is amply demonstrated by the
articles in this review which look at an innovative collaborative amphibious project, the use
of new materials to deal with a variety of technical issues, establishing stronger links
between the academic research community and industry to develop new products and the
challenges of delivering underwater wireless instrumentation in deeper waters.
The Society’s international activities over the next twelve months into 2014 are substantial
when viewed against the world map displayed in this Review and if you are an international
reader you are welcome to contact us for more information on how UK companies can
assist with your requirements. Equally if you are a UK company which is seeking new
business opportunities I invite you to read the Chief Executive’s message and contact him to
find out how your company can benefit from being a member of the Society of Maritime
I hope you enjoy the Review.
Archie Bethel CBE
Society of Maritime Industries Annual Review 2013
A message from the Chief Executive
The Society of Maritime Industries is the voice of the UK maritime engineering and
business sector and proud to be a major contributor to the UK Marine Industries Alliance
which encompasses a diverse industry covering all aspects of the maritime industry. The
UK remains a substantial trading nation and a large proportion of the maritime industry’s
sales turnover comes from our business overseas through exporting our world-class
capabilities in engineering and technology.
This Review provides a snapshot of some of that technology which addresses many of the
commercial and regulatory demands that face the global maritime industry. It also
highlights some of the markets which will be important for our members’ many products
and services.
Who are our members?
John Murray
The Society of
Maritime Industries
is the voice of the UK
engineering and
business sector and
proud to be a major
contributor to the UK
Marine Industries
The Society of Maritime Industries is the voice of the UK’s maritime engineering and
business sector promoting and supporting companies which build, refit and modernise
commercial and naval vessels, and supply equipment and services for all types of ships
and underwater vehicles, ports and terminals infrastructure, offshore oil & gas, maritime
security and safety, marine science and technology and offshore renewable energy.
Bringing together such a broad range of businesses dedicated to the maritime industry is
the Society’s underlying strength, demonstrating the many cross-cutting synergies which
exist across all the markets which our members serve.
What do we do for our members?
The Society provides a range of services under five broad headings:
Promoting Business Overseas and in the UK
Research, Technology and Innovation
Improving the Business Environment
Networking Opportunities
Marketing and Other Services
We provide market focus through six associations/groups, each of which has its own
Council to direct policy and activities falling into one or more of the above range of
Society of Maritime Industries Annual Review 2013
Commercial maritime, including ship building, repair and marine equipment
(BMEA Council)
Marine science and technology (AMSI Council)
Maritime security and safety (MSSG Council)
Naval and maritime defence (BNEA Council)
Offshore industries including renewable energy (ABOI Council)
Ports and terminals infrastructure (PTG Council)
Can we help your company?
A prime function of the team in the Society of Maritime Industries is to assist our members
source business opportunities and enter new markets. Whether it is providing timely
information, contacts through our programme of networking events or promoting your
business through our web site and annual directory, which is circulated worldwide,
pointing your company in the right direction is our prime interest.
Sourcing UK Maritime Industries Capabilities
A list of our members can be found at the rear of this Review; however, a visit to our web
portal,, reveals a comprehensive product search facility
covering a wide range of categories and designed with the professional procurement
manager in mind.
Future Opportunities
In a highly developed society it is inevitable that many future business opportunities will be
created by regulation. In the case of the maritime sector opportunities will arise from the
need for technological solutions to a variety of ‘green issues’ and also the increasing demand
for more data on the changes occurring in our oceans. Therefore in spite of the economic
challenges facing many parts of the world, the maritime industries can look forward to
continued demand for their products and services for which the UK is well placed.
Our mission is to promote and support the interest of all companies that do business in
the maritime industries. For more information on the Society of Maritime Industries
either visit our web site or email
In spite of the
economic challenges
facing many parts of
the world, the
maritime industries
can look forward to
continued demand for
their products and
A prime function
of the team in the
Society of Maritime
Industries is to assist
our members source
business opportunities
and enter new
These six associations/groups are:
John Murray
Chief Executive
Society of Maritime Industries Annual Review 2013
Constituent Associations and Groups
The Association of British Offshore Industries (ABOI)
The Association of British Offshore Industries (ABOI) represents the interests of member companies who
develop specialist offshore systems and provide worldwide services and facilities for offshore renewable
energy installations and the oil and gas industry, including for liquefied natural gas (LNG) terminals and
storage and floating liquefaction and storage (FLNG) systems. Also represented are members who provide
equipment and services for every type of offshore facility and vessel associated with the exploration and
production of energy resources, from low tonnage workboats through to fixed, floating and semisubmersible platforms.
Council Members: Mike Addison, Somers Forge; Graham Brown, Sonardyne International; Chris Craddock,
BMT Fluid Mechanics; David Craft, HOCHTIEF Solutions AG; Richard Davies, Fugro GEOS; David DurnfordSlater, DSB Offshore; Rupert Hare, Houlder Limited; Steve Longney, Denholm Valvecare Limited; David
McGinley, Babcock International; Linton Roberts, Cammell Laird Shiprepairers & Shipbuilders Limited; Neil
Wright, Twiflex Limited
Director: Malcolm Clements
The Association of Marine Scientific Industries (AMSI)
The Association of Marine Scientific Industries (AMSI) supports member companies in the marine science
and technology sector and is also the focus for the oceanographic and marine environment interests of
members of the Society of Maritime Industries. Companies and organisations in the marine science sector
include manufacturers, researchers, and system suppliers.
Council Members: Richard Burt, Chelsea Technologies Group; Mark Calverley, Furgo GEOS; David
Cunningham, IxBlue; Phil Durrant, Gardline Environmental; Cliff Funnell, Cliff Funnell Associates; Ralph
Rayner, BMT Group; Paul Ridout, OSIL; Roger Scrivens, RS Aqua; Terry Sloane, Planet Ocean; Andy Smerdon,
Aquatec Group; Matthew Quartley, Valeport
Director: John Murray
The British Marine Equipment Association (BMEA)
The British Marine Equipment Association (BMEA) promotes the interests of member companies which
are suppliers of marine equipment and marine services to all types of merchant ships and craft, including
cargo vessels, container ships, tankers, bulkers, fishing boats, LPGs, LNGs, rigs, FPSOs, specialist ships,
passenger/car ferries, ro-ros, fast ships, superyachts and cruise liners. It interfaces with UK and international
shipyards and ship owning communities.
Council Members: Stephen Blaikie, Bibby Ship Management; Steiner Draegebo, International Contract
Engineering; Steven Fox, Ince & Co; Jon Hickey, Hutton & Co (Ship Chandlers) Limited; Alan Hunt, Navitron;
Julie Lightfoot, Solar Solve Marine; Andrew Richards, Survitec Group; Kevin Robertson, Wärtsilä Water
Systems Ltd; Dennis Simpson, PG Products; Robert Smart, Lloyd's Register; Brian Tarrant, Trelleborg Sealing
Solutions; Geoff Taylor, PSM Instrumentation; Tony Taylor, Kelvin Hughes; Robin Thuillier, Rolls-Royce
Marine; David Williams, Cammell Laird Shiprepairers & Shipbuilders Limited; Neil Wright, Twiflex Limited
Director: John Southerden
Society of Maritime Industries Annual Review 2013
The British Naval Equipment Association (BNEA)
The British Naval Equipment Association (BNEA) is dedicated to the needs of the British naval and maritime
defence industrial sector. It services companies which build, refit and modernise warships, supply weapons and
sensor systems and other naval equipment and provide related services in design, consultancy and finance in
the naval market. It is also the focus for defence interests of members of the Society of Maritime Industries.
Council Members: Roger Baker, L-3 Marine Systems UK Limited; Tom Bourn, Flowserve Flow Control Limited;
David Bowen, Shipham Valves Limited; Rohan Dearlove, Kelvin Hughes Limited; Kieron Gubb, Thales Defence
Mission Systems Limited; Rupert Hare, Houlder Limited; Brian Johnson, BAE Systems Maritime-Naval Ships;
Anthony Jones; Imtech Marine UK Limited; Lee Lawerence, Chesterfield Special Cylinders Limited; Tomas Leahy,
Rolls-Royce Plc; Simon Lewis, Aish Technologies Limited; David McConnell, Cammell Laird Limited; Eugene
Morgan, BMT Defence Services Limited; Patrick O’Shaughnessy, Frazer-Nash Consultancy; Jeff Owen, Babcock
International Group Plc; Brian Phillips, Chelsea Technologies Group; Neville Trotter; Rob Warne, QinetiQ Limited
Director: Christopher McHugh
The Maritime Security and Safety Group (MSSG)
The Maritime Security and Safety Group (MSSG) provides a focus for member companies of the Society of
Maritime Industries that have a specific interest in maritime security and safety issues in the development
of their business. The scope of maritime security and safety encompasses all operational and technical issues
that permit authorities responsible for the maritime environment, together with mariners on fixed and
floating maritime assets, vessels, cargoes and passengers, to continue their activities in a timely fashion,
safely and free from interference.
Council Members: Martin Ewence, OBE; G4S Risk Management Limited; Jonathan Field, Kelvin Hughes
Limited; Mark Gittoes, BMT Hi-Q Sigma Limited; Julian Lockett, Frazer-Nash Consultancy; Andrew Peters,
Pole Star Space Applications Limited; Mark Prince, BMT Isis Limited; Robert Simpson, Lloyds Register Limited;
Jin Wang, School of Engineering, Technology and Maritime Operations, Liverpool John Moores University.
Director: Christopher McHugh
The Ports and Terminals Group (PTG)
The Ports and Terminals Group (PTG) is an active international business forum, bringing together UK
technical and management skills in support of planning, financing, development and operation of new
facilities. Participants include port operators, shippers, freight forwarders, port engineers/ master planners,
specialist consultancies, international contractors, manufacturers, ports security services and equipment
companies, banks, insurance brokers and law firms.
Council Members: Sean Barker, Mouchel Limited; David Craft, HOCHTIEF Solutions AG; Richard Greiner, Moore
Stephens LLP, Chartered Accountants; Bob Hockham, BMT Isis Limited; Julian Johanson-Brown, Halcrow Group
Limited; Han Ozturk, Nectar Group Limited; Gordon Rankine, Beckett Rankine Limited, Consulting Engineers;
Mike Todd, Cports Limited; Philip Wareham, Hill Dickinson LLP, Solicitors.
Director: Malcolm Clements Society of Maritime Industries Annual Review 2013
Forthcoming Events
International Exhibition
11-13 March 2014
London | UK
Society's Annual General Meeting & Networking
Seminar on Reservists
Type Approval and MED Update Seminar
Society's Annual Dinner at the House of Commons
BNEA Council networking dinner
Current Trends in the Shipping Market and impact
on port development
Members’ Networking Christmas Lunch
Society of Maritime Industries Conference:
The UK Maritime Industries: Business Opportunity
in the Drive for Exports
Annual Naval Attachés Reception & Buffet Luncheon
International Exhibition
2-6 June 2014
Athens | Greece
International Exhibition
7-10 October 2013
Mishref | Kuwait
International Exhibition
2-5 December
Valparaiso | Chile
GEO 2014
International Exhibition
10-12 March 2014
International Exhibition
18-21 May 2014
Society of Maritime Industries Annual Review 2013
3P ARCTIC 2013
International Exhibition
15-18 October 2013
Oslo | Norway
International Exhibition
22-25 October 2013
Busan | Korea
SMM 2014
International Exhibition
9-12 September 2014
Hamburg | Germany
International Exhibition
27-31 October 2014
Paris | France
International Exhibition
14-16 November 2014
South Korea
International Exhibition
9-11 April 2014
Tokyo | Japan
International Exhibition
10-12 December 2014
Guangzhou | China
SMEM 2014
International Exhibition
28-30 October 2014
Dubai | UAE
International Exhibition
23-25 May 2014
Nanjing | China
International Exhibition
3-6 December 2013
Shanghai | China
International Exhibition
3-5 September
Shanghai | China
International Exhibition
25-27 March
Doha | Qatar
International Exhibition
30 September-2 October 2013
Abu Dhabi | UAE
OIL & GAS 2014
International Exhibition
15-17 October 2014
Yangon | Myanmar
Society of Maritime Industries Annual Review 2013
International Exhibition
19-21 March 2014
Marine Industries Leadership Council
– delivering a strategy for success
Gregory Darling,
Industry Co-chair,
Marine Industries
Leadership Council
time as the Alliance
shifts its focus from
the development
and promotion of a
strategy through to
the delivery of that
Since the last issue of this Society of Maritime Industries review, there have been some
changes in the leadership of the Marine Industries Leadership Council (MILC). I have
been appointed, for the next 2 years and will replace Richard Sadler, CEO of Lloyds
Register as Industry Co-chair with the Government co-chair the Rt hon. Michael Fallon
MP Minister of State for Business. Richard must be thanked for his effort in the
transformation of the group into a much slicker organisation that has delivered a
strategy and instigated a set of initiatives that has placed the marine industries firmly on
the map of Government as a key part of the growth agenda. In addition to this change,
Patrick Carnie has been replaced by Andy Linegar as the Delivery Manager of the
organisation. Patrick was instrumental in the development and establishment of the
strategy and other key initiatives that are now beginning to show some real traction and
he must be thanked for his efforts over the last three years.
For those of you who have yet to make my acquaintance, I have been involved directly
with ships and marine activities since the 1970’s when the company started in Great
Yarmouth during the early days of North Sea Gas. After gaining a business degree I
joined the family firm and helped it grow from an SME to a substantial marine science
company that currently owns and operates a fleet of 15 ocean going survey ships
working globally. The Gardline Group employs 1,500 people and has many facets
including a satellite communications business and the manufacture of wind-farm
catamarans at two UK sites.
Andy is a naval architect by training and has over twenty five years of experience in the
marine business, having started his career at the shipyard at Barrow in Furness in
Cumbria, followed by working with BMT in Bath, Jacobs Engineering and latterly with
Babcock. He is now tasked to work with me and the MILC team to take the strategy and
start to work through the delivery as a secondee from Babcock into BIS.
I believe that I am coming in at an exciting time as the Council shifts its focus from the
development and promotion of a strategy through to the delivery of that strategy. The
focus of the group must now be to establish or re-invigorate methods and systems to
support active exports, to build on our expertise in technology and look to secure a
technological advantage for the UK marine sector, supported by the skills and resources
necessary to deliver that growth.
It is worth highlighting three key areas where real progress has been made, statistics,
strategy and technology. It was felt that the marine and maritime sector needed a
comprehensive set of statistics generating that demonstrated its value to the UK. The
Society of Maritime Industries Annual Review 2013
The strategy that was published for the UK Marine Industries Alliance, back in 2011 has
been adopted to a large degree by the UK TI and captured into the UK Marine Export
Strategy that was published in early 2013. This strategy recognises that the marine
sector is a significant contributor to the growth agenda and economy of the UK.
…real drive
towards the marine
sector being seen as
a shining example of
British Success in
the future.
group commissioned a set of statistics that show that the marine and maritime sectors
are bigger than may otherwise have been thought and surprising to many could be
considered to have a bigger contribution to the UK economy than Aerospace. These
statistics are to be used by the Council to further promote and secure focus and
attention for the marine industries by the UK Government in support of the growth
The MILC will encourage the Marine Industries Alliance to deliver growth in partnership
with Government through an increase in the awareness of the marine sector.
Initial indications of success of the MILC are already being identified, for example, with
the recent Technology Strategy Board (TSB) competition for research funding in vessel
efficiency being extremely well supported by both government and industry, with
additional funding being made available for subsequent research programmes and a
programme is being developed that will look to secure funding for the next financial
years and beyond. At the time of writing, two potential further competitions are being
considered for vessel efficiency round 2 and consideration for Marine Autonomous
Systems as a subject area. In addition, the recognition of the activity in the marine
industries from a research point of view is encapsulated by the recruitment by the
Technology Strategy Board of a permanent marine representative.
The progress that has been made to date and the positive signs within Government and
the wider industry are extremely encouraging and I believe that there is a real drive
towards the marine sector being seen as a shining example of British Success in the
Gregory Darling
Industry Co-chair, Marine Industries Leadership Council
Group Chairman, Gardline Group
A Member of the Society of Maritime Industries
Society of Maritime Industries Annual Review 2013
Conclusions of Oxford Economic Study
The study investigated the economic contribution of the marine and maritime sector to the UK economy. The sector is defined
to include nine individual industries which are: ports; shipping; maritime business services; ship building and repairs; marine
equipment; marine renewable energy servicing; leisure and small commercial; marine science; and maritime technical
The results suggest the marine and maritime sector makes a large contribution to the UK economy…
contributing £35.1 billion to UK GDP.
After accounting for some of the nine industries being in each others supply chains, the marine and maritime sector is
estimated to support a gross valued added contribution to GDP of £35.1 billion in 2011/12. This is 2.3% of the total output
produced by the UK economy in the year.
It supports 703,000 people in employment.
In 2011/12, the marine and maritime sector supports 703,000 people in employment in the UK. Therefore, 1 in every 45 jobs
in the economy is dependent or partially dependent on the sector.
It contributes £9.2 billion for the Exchequer.
In total, the sector supported a £9.2 billion tax contribution to HM Exchequer. This is 2% of all tax receipts.
Looking at the individual channels of economic impact
In 2011/12, firms within the sector employed 367,000 people. The largest employers were shipping (146,000 people), ports
(117,000 people) and the marine sector (95,000 people).
Firms within the sector generated a £18.9 billion gross value added contribution to GDP. This is 1.2% of the economic activity
created in the UK in the year. It is larger than the aerospace and aviation sector at £18.5 billion.†
…whilst generating considerable multiplier impacts.
The marine and maritime sector’s procurement of inputs of goods and services sourced from UK-based suppliers generates
economic activity and employment. The sector’s purchasing supported an £7.6 billion contribution to GDP, 157,000 people
in employment and £2.1 billion in tax receipts.
The wages paid to staff directly and indirectly employed by the sector are spent at retail and leisure outlets, which generates
GDP and employment in these locations and in their domestic supply chain. These induced impacts support a £8.6 billion
contribution to GDP, 178,000 jobs and £2.4 billion in tax payments.
Colour emphasis added as this is a surprising comment on the value of our sector.
Society of Maritime Industries Annual Review 2013
Supporting Innovation in the UK Marine and Maritime Industry
David Elson leads the Technology Strategy Board’s efforts to support the UK Marine
and Maritime Industry. In this article he outlines how the organisation is assisting
technology development in the sector.
David Elson,
Lead Technologist Marine
and Maritime Industry,
Technology Strategy Board
Leadership Council
has been working
with the Technology
Strategy Board, the
UK’s innovation
agency, to push
forward the
technology agenda
across the marine
In recent years the marine industry’s profile has been raised by the collaborative work
undertaken by the Marine Industries Leadership Council, supported by active trade
bodies such as the Society of Maritime Industries working on behalf of their member
companies. The Council has published a future strategy for industry growth, a
technology roadmap and a combined statistical analysis of the economic impact of the
marine and maritime sector in the UK. This last analysis shows that the sector
generates £18.9 billion Gross Value Added per annum, directly employs 367,000
people and contributes £4.7 billion per annum to the Exchequer. The figures show the
marine and maritime industry to be a major contributor to the UK economy.
But like all industries, it has to adapt to changing conditions. In order to maintain its
leading role it needs to embrace change and innovation. In this area, the Leadership
Council has been working with the Technology Strategy Board, the UK’s innovation
agency, to push forward the technology agenda across the marine industries. We
work with various bodies such as BIS, DfT, Scottish Enterprise and DSTL to identify
challenges where our support will help the industry prepare for the future.
One result has been the first marine-specific collaborative R&D (CR&D) competition Vessel
Efficiency: Piloting UK Marine and Maritime Innovation, run during 2013. This competition
was co-funded by the Technology Strategy Board and DSTL. There was a great deal of
interest with applications for support totalling nearly £24 million, more than three times
the available budget. The proposed projects were all of a high quality and genuinely
innovative. The consortia involved included collaborations from across the whole sector.
To build on this success the Technology Strategy Board has allocated £3 million for a
further CR&D competition which will open early in 2014. The specific scope of this
competition is currently in development but topics under consideration include:
human/machine interface including decision support services; positioning/routing
and communications; on-vessel data management; marine ICT and information
infrastructure; autonomy and sensors including collision avoidance, energy
management, storage and usage; and emission reduction systems and management.
These priority topics are in accordance with the Marine Industries Alliance Technology
Roadmap which supports the Strategy for Growth for the UK Marine Industries.
Society of Maritime Industries Annual Review 2013
The Technology
Strategy Board has
allocated £3 million
for a further CR&D
competition which
will open early in
In addition to the collaborative R&D competitions the Technology Strategy Board also
operates a number of other support schemes including Smart Grants. These offer
funding on a competitive basis to small and medium-sized enterprises to engage in
R&D projects in the areas of science, engineering and technology. The grants are
available to support three types of activity, namely Proof of Market, Proof of Concept
and Development of Prototype.
At a European level the organisation supports the EU Marine Technologies (MARTEC)
programme and is seeking to develop a longer-term engagement with Europe to
position the UK in future maritime activity. Up to £1 million funding has been
allocated to support UK businesses in taking their technologies to a new market and
to help them work in new Europe-wide collaborations.
The Technology Strategy Board is also overseeing the establishment and operation of
a network of elite technology and innovation centres, named Catapults, which
represent a £1 billion public and private sector investment over the next five years. The
centres facilitate business- and research-based innovation, enabling businesses to test
concepts and bring them to market quickly and cost-effectively. The Catapults are
established in business areas identified as both strategically important globally and
offering genuine potential for the UK to gain competitive advantage. The first areas to
receive investment are: high value manufacturing; cell therapy; offshore renewable
energy; satellite applications; connected digital economy; future cities; and transport
The Transport Systems Catapult will be a global centre of excellence for transport
systems modelling, monitoring, development and demonstration, a place where the
latest theories on how transport systems interact and function can be tested against
real world demonstrators, and a place where systems can be safely and objectively
tested. The Catapult will be a neutral space in which stakeholders from different
transport sectors, including marine and maritime, are able to interact with one
another to jointly develop wholly new systems and approaches. Efficient transport
systems are essential to the health and wealth of the UK, its businesses, its economy
and its people. The key challenge is how to increase mobility: the efficient and cost
effective movement of people and goods.
With increasing activity in the Marine and Maritime Industry, the Technology Strategy
Board has appointed a Lead Technologist dedicated to the sector. My remit is to
engage with industry, government, and other key stakeholders in promoting
innovation and technology as a key means of support to the UK Marine Industries
Growth Strategy.
Society of Maritime Industries Annual Review 2013
David Elson
Lead Technologist Marine and Maritime Industry
Technology Strategy Board
The UK Marine and Maritime Industry has great strengths, world-leading capability
and continues to be technologically innovative. The Technology Strategy Board will
play its full part in ensuring that the UK remains at the forefront of this sector for the
foreseeable future.
The Technology
Strategy Board will
play its full part in
ensuring that the UK
remains at the
forefront of this
sector for the
foreseeable future.
Society of Maritime Industries Annual Review 2013
Affordable capability through collaboration
Essex-based CTruk is tackling the current naval requirement for ‘affordable capability’ with
a collaborative approach.
A single vessel that can adapt to perform multiple roles is proving popular in the
commercial world and it is believed that it will be an attractive concept for the military
when faced with the responsibility of providing military and security personnel with
appropriately configured platforms to meet current threat challenges head on whilst also
keeping capital and operational costs down.
Amanda Çetin,
Marketing Manager,
Based on the company’s proven, multi-role offshore wind support vessel design, THOR
(Twin Hulled Offshore Raider), a composite 11m proof-of-concept demonstrator vessel,
incorporates a range of high-tech equipment provided through the CTruk Collaborative
Amphibious Project (CAP), a consortium of key subsystems manufacturers that have joined
forces to deliver an innovative vessel design with high-tech options.
Affordable capability
The emergence of private navies to police international waters is a clear indication that the
days of procuring low numbers of highly sophisticated and expensive warships to the
detriment of a balanced force must be nearing its end. Many navies have lost, or are
losing, the ability to deploy appropriate and proportionate capability to respond to a
myriad of low-level threats, with the result that billion dollar ships are routinely being used
for ten dollar tasks. Global Defence budgets are being squeezed like never
before and emerging nations most often cite affordability as the major
obstacle in their maritime procurement programmes. Providing value for
money capability is the current challenge.
The global market for defence and security equipment is shifting away
from a procurement process that demands capability at any cost to one
that is more in tune with current economic reality. Military organisations
are looking to maximise value for money, eliminate scope-creep and
dispense with non-essential features for a product that meets but does not
necessarily exceed requirements. A significant element to this new way of
thinking is rationalisation of the range of platforms and equipment in
service to realise substantial through-life savings across all Defence Lines of Development
(DLOD). As an example the UK MoD currently has in excess of 100 different small boat hull
types and aims to reduce this to about 20. Procuring a platform to fulfil one task only now
must be the exception rather than the norm.
In a world of asymmetric warfare, there is a growing debate around how to combat the
prevalent threat from rogue states using Fast Inshore Attack Craft (FIAC) to swarm-attack
Society of Maritime Industries Annual Review 2013
high-value assets in the littoral. This issue was highlighted by the Iranian
procurement of fast, deep-V Bladerunner 51 craft and the country’s strong
stance on their intended use. Using high-end war fighting platforms to
combat this type of threat cannot be seen as optimum use of a very limited
and expensive resource. There is a clear requirement for a smaller, versatile
vessel that will buck this trend.
THOR (Twin Hulled Offshore Raider)
CTruk’s composite 11m Twin Hulled Offshore Raider is based on a proven
offshore support vessel design and offers a stable catamaran platform with
the company’s (patent-applied) reconfigurable deck formation giving true
multi-role capability. Fitted with a remote weapon station and other crew
THOR in the water
served weapons, THOR is designed to fulfil a number of roles including
Force Protection of the amphibious sea lanes, casualty extraction from a beach, carrying
and deploying a PLF (Pre Landing Force), riverine patrol, protection of harbours and
offshore installations, unmanned surface vessel operations (for protection and mine
countermeasures) and disaster relief.
Why composites?
The use of vacuum resin infusion composite gives this range of vessels a smoother, more
hydrodynamic shape under water than aluminium boats. Modern, advanced composite
materials give a strong and robust structure which reduces overall vessel weight and saves
time spent on operational and maintenance routines, as well as offering significant cost
savings in through life maintenance.
Reduction in weight translates directly into greater payload, range and speed. In addition to
weight-saving, resin infusion also gives greater structural strength and, being a closed process,
it virtually eliminates potentially harmful VOC (volatile organic compound) emissions. Vacuum
resin infusion facilitates good resin distribution and composite consolidation, resulting in a
markedly high quality end product. Another advantage is thermal insulation, and with its high
strength to weight ratio, the material is being used increasingly in the aviation industry. In the
military role composites reduce the potential signature of the craft.
Why twin hull?
CTruk’s success in designing vessels for offshore wind farm support has proven that a
catamaran hull form gives significant advantages, all of which have direct read across to the
A single vessel
that can perform
multiple roles … an
attractive concept for
the military when
faced with the
responsibility of
providing military and
security personnel
with appropriately
configured platforms
to meet current
threat challenges
head on, whilst also
keeping capital and
operational costs
THOR is designed to be rapidly deployable via a number of assets, both existing and
future (including C17/A400M + CTruk 50T mother ship). When mounted aboard the 28m
CTruk 50T multi-purpose catamaran acting as ‘mother ship’, sustained operations are
enabled over greater distances and for longer periods of time within an Economic
Exclusion Zone.
Society of Maritime Industries Annual Review 2013
military and security sector. The primary advantages of catamarans over monohulls can be distilled into four
main areas:
Stability – A twin-hull vessel provides a very stable platform for personnel and load carrying.
Shallow draft – A catamaran has the ability to land crew for amphibious operations.
Manoeuvrability – A key vessel function that is vastly improved on twin-hull craft.
Lower profile – Space inside the hulls creates an area where it is easier to provide ballistic protection.
Amanda Çetin
Marketing Manager, CTruk
A Member of the Society of Maritime Industries
Collaborative approach
THOR incorporates a range of high-tech equipment provided by the CTruk CAP (Collaborative Amphibious Project), a consortium of
companies that have come together to demonstrate how their kit can be integrated with the this innovative platform. With CTruk
as the lead, the companies involved in the CAP are listed here with brief details of their contribution to the project:
Providing twin Yanmar 8LV-370, 370hp Marine Diesel
Inboard Engines and engineering support as well as
24v alternators to power the control system of the
Rolls Royce Jet Drives and modified water pump
mounting position to provide improved accessibility.
CA Clase
Providing the KVH GyroTrac compass, a digital
magnetic compass stabilised by a three-axis gyro
sensor which provides drift free precision.
Enterprise Control Systems
Providing high quality, encrypted, bi-directional, full
motion video & IP data links.
FLIR Systems
Providing the TALON 25x marinised compact
surveillance system for long-range target identification
and tracking.
Forsberg Services
Providing CPUPak integrated navigation system for
precise navigation, sensors, targeting and weapon
systems - in conjunction with NovAtel.
computer network and central information
management system. MACSYS has built in resilience
from redundancy and reversionary (back-up) modes,
providing high reliability.
Providing GAJT GPS Anti-Jam Technology - in
conjunction with Forsberg Services.
Talking Headsets
Providing professional communications solutions for
boat crew including head, face and ear protective
Kelvin Hughes
Providing SharpEye SCV (small craft variant) solid state
Providing Rolls-Royce Kamewa waterjet propulsion.
Providing Trackfire RWS Remote Weapon Station.
Scot Seats
Providing internal crew and troop shock mitigated
TenCate Advanced Armour
Providing ballistic protection.
Trend Marine Products
Providing bullet resistant glazing.
Providing MACSYS – Crew Integration System. MACSYS Vision4ce
brings together all electronic devices and systems, both Providing the client and server computer hardware for
on-board and off-board with an ‘open architecture’
the ship’s information management system.
Society of Maritime Industries Annual Review 2013
Science and industry working together to develop
UK Marine Autonomous System Capabilities
Geraint West,
Director of National Marine
National Oceanography
Over several decades, the Natural Environment Research Council (NERC), through the
National Oceanography Centre (NOC) has led the world in use of autonomous
technologies in the scientific exploration of our oceans. The NOC is presently
unrivalled in its use of Marine Autonomous Systems (MAS) for scientific application
and has achieved a number of spectacular “world-first” MAS missions, including 500
km of track up to 60 km landwards beneath the Pine Island Glacier in Antarctic, as well
as discovery of the world’s deepest and potentially hottest hydrothermal vents at
more than 5 km depth in the Cayman Trough. Just as pioneering inter-planetary space
flights demonstrate, and prove technologies for applications such as earth
observation – so such MAS scientific missions in extreme ocean environments are
important for demonstrating the efficacy of the technology – and pointing to their
resilience for more routine, operational missions in less challenging environments.
In order to focus this effort, NOC consolidated its autonomous underwater vehicle
(AUV) and glider development and operation into a single facility in April 2012 – the
Marine Autonomous and Robotics (MARS) facility. Currently MARS operates 14
vehicles (11 gliders and three AUVs), with another three AUVs currently under
construction, and in recent months, Isis the UK’s deepest diving (6500m) remotely
operated vehicle was also incorporated into MARS.
The core of this facility is the Autosub family of AUVs, which started with Autosub1 in
1996, with a succession of subsequent vehicles. Autosub3, a direct derivative of the
original, with a diving depth of 1600m remains in service, while in 2010, Autosub6000
entered service in response to the UK marine science community’s need for a deeper
diving AUV. Capable of carrying a full suite of passive and active instruments and
sensors for seafloor mapping and physical and chemical characterization of the watercolumn, Autosub6000 can operate down to 6000 m for up to 60 hours.
Ian Wright,
Director of Science and
National Oceanography
Autosub Long Range is the newest development vehicle and comprises a number of
novel design features, including a single bladed propeller, which gives a slow cruising
speed of 0.33ms-1 and a top speed of 0.6ms-1. These design features will give the
vehicle the capability of operating for 6 months and / or over a range of 6000 km, but
still at depths of 6000 m. Such capabilities will allow seasonal trans-basin and under
Arctic sea-ice science missions, and potentially future monitoring of offshore
hydrocarbon and sub-seafloor carbon storage infrastructure.
In 2012 £3.3M of new research capital was made available to invest in expansion of
the glider fleet, and construction of further AUVs as outlined above, as well as a new
Society of Maritime Industries Annual Review 2013
initiative in unmanned surface vehicles with environmental energy harvesting. This
latter initiative has been co-funded by the Technology Strategy Board (TSB) and
Defence Science and Technology Laboratory (Dstl) as a Small Business Research
Initiative1. Initially five conceptual design studies were awarded, with these recently
being down-selected to two companies, ASV Ltd and MOST Ltd, who have been
awarded contracts to build full vehicle prototypes.
National Oceanography Centre and Autosub Long Range
Further capital
investment was
announced in
February 2013 by the
Minister of Science –
as “Eight Great
Technologies” with
further £10M capital
invested in 2013/14
and 2014/15.
Further capital investment was announced in February 2013 by the Minister of Science
– as “Eight Great Technologies”2 with further £10M capital invested in 2013/14 and
2014/15. This investment is being coordinated across the wider UK marine science
community, including other government agencies, such as the Met Office and Defra;
the later building on work that NOC has undertaken on the evidence base used for
designation of future UK Marine Protected Areas.
While some of this will be invested in-house on projects such as a hybrid Autosub Long
Range network system, working with industry and TSB will be an important continuing
strand of activity. This is further reinforced by plans to establish an SME technology /
innovation enterprise space on the NOC Southampton Waterfront Campus.
Society of Maritime Industries Annual Review 2013
At a wider level, a cross-sector approach is vital to
developing capabilities and markets, so NOC has been
working closely with the emergent Marine Industries
Leaders Council initiative on MAS.
Geraint West
Director of National Marine Facilities
National Oceanography Centre
Ian Wright
Director of Science and Technology
National Oceanography Centre
A Member of the Society of Maritime Industries
LEMUSV: MOST Ltd's Autonaut vehicle (top)
and ASV Ltd's C-Enduro (bottom)
Society of Maritime Industries Annual Review 2013
Piracy off East and West Africa – the current state of affairs
Much has been written about piracy since its rise to prominence off Somalia from 2008
onwards. In this article, Martin Ewence, the new Chair of the Maritime Security and
Safety Group (MSSG), will describe its origins and impact off East Africa and its growing
prominence in West Africa, offering areas in which both service and technical providers
can continue to assist. Martin’s last appointment in the Royal Navy was in 2011 when he
was Chief of Staff to NATO’s counter piracy squadron, embarked in the Dutch Flagship
and on patrol in the Somali Basin.
East Africa
Martin Ewence OBE,
Head of Maritime Risk
G4S Risk Management
companies have
made a significant
contribution to the fall
in the number of
attacks and successful
hijackings in the Indian
Those sympathetic to the Somali pirates will argue that they were forced into this way of
life through necessity. Illegal fishing on an industrial scale had been happening since the
overthrow of Somalia’s ruler, Said Barre, in 1991, and industrial waste, in some cases
reputed to be nuclear, was being dumped off their coast. The lack of any form of
domestic jurisdiction since 1991, on land or sea, left no alternative but to find local
solutions: fishermen needed to protect their rightful fishing zones and began by capturing
these foreign vessels and demanding ransoms.
From capturing fishing vessels, Somali coastal people moved on to capturing merchant
ships and to demanding higher ransoms. From thousands of dollars in 2005, ransom
demands had risen to over $10 million per ship and crew in early 2011 when more than
700 seafarers in 30 ships were held off the Somali coast. The pirates appeared to have all
in their favour: there was no jurisdiction on the high seas or in Somali coastal waters,
merchant ships were unable to defend themselves and the international community
appeared powerless to take effective policing action.
East Africa solved?
By mid-2011, however, the tide had turned against the pirates. Triggered by a more
proactive stance by the NATO squadron that April, other squadrons followed suit and
found greater ‘flexibility’ in their rules of engagement. More merchant ships were using
their own protective measures as recommended in the industry’s own Best
Management Practices (BMP, now on version 4) and more were employing private
armed security guards: usually a team of three or four former Royal Marines or soldiers.
Additionally, the pirates themselves were being hounded out of the coastal
communities: their excesses (alcohol, drugs, prostitutes and the spread of AIDS) were
too much for the local culture.
Society of Maritime Industries Annual Review 2013
In an unusual twist, former Somali pirates are now
reported to be employed as private security guards aboard
vessels fishing illegally in Somali waters. According to a
recent UN report, ‘Local fishermen from different
communities along the Puntland coast have confirmed that
the private security teams on board such vessels are
normally provided from pools of demobilised Somali
pirates and coordinated by a ring of pirate leaders and
associated businessmen operating in Puntland, Somaliland,
the UAE, Oman, Yemen and Iran.’
British companies have made a significant contribution to
From a peak of over 30 in early 2011, no merchant ships
the fall in the number of attacks and successful hijackings in
are currently held by pirates off Somalia.
the Indian Ocean. There are said to be over 200 Private
Armed Security Companies (PASC) operating in the region
and an estimated 75% are British led and manned. But their competition is huge: many
foreign firms, some of which have very doubtful managerial and financial credentials, are
operating with less qualified operatives and at far cheaper prices. In equipment terms,
many technical counter piracy methods originate from the UK such as emergency
communications, power hoses, flares and even portable citadels. A key factor has been
better exchange and analysis of information: all naval forces communicate and share via a
dedicated, privileged access net, whose information is being monitored constantly by the
naval force HQs.
The general consensus is that we have reached equilibrium in the Indian Ocean and Gulf
of Aden: piracy is contained – for now. The raising of the maritime security threat by the
Department of Transport on 6th August this year for British-flagged ships operating off
the Yemeni coast is terrorist related, but pirate attacks are down to their lowest levels for
over five years and no ship has been hijacked since May 2012. British PASCs continue to
dominate the market, and British technology firms continue to devise new deterrent
methods for the ships themselves. It may be that technology will eventually be able to
replace armed guards, but there is a way to go yet.
West Africa
The situation in the Gulf of Guinea is far more complicated and not helped, ironically, by
the fact that there are functioning governments, and all with navies and coastguards.
And the seaborne threat is more diverse: there are mercenaries in armed speedboats
navigating with their lights off; pirate boats with no form of identification; illegal
fishermen; oil, weapons, drugs and human traffickers.
Society of Maritime Industries Annual Review 2013
The general
consensus is that we
have reached
equilibrium in the
Indian Ocean and Gulf
of Aden: piracy is
contained – for now.
Whereas off East Africa the pirates’ operating model is Kidnap and Ransom (K&R)
(holding the ship for months until a high enough ransom is paid), in the Gulf of Guinea it
is more smash and grab: pirates will board a vessel, steal money and other valuables, then
leave. The recent worrying trend, however, is for some crew members, particularly
western officers, to be taken ashore and held for ransom. Although ransoms are
generally paid and captives released quickly, this growth in K&R is a significant concern
for seafarers. According to the International Maritime Bureau, 966 seafarers were
attacked by pirates off West Africa in 2012 and over 200 of them were taken hostage.
Raising the stakes ever higher is the extraordinary wealth created through oil theft.
Barges filled with stolen crude taken directly from the main trunk lines will rendezvous
with ships that will then take it out to larger ships or further along the coast for sale at a
discounted price. In the Niger Delta alone, an estimated $7bn of revenue per year is lost
to the Nigerian exchequer. At this rate, the Niger Delta thieves constitute the 12th largest
oil producing group in Africa, generating revenue that exceeds the gross domestic
product of 15 different African countries1.
In June this year, the oil tanker MT Adour was attacked off the coast of Togo and taken to
Nigerian waters. The assailants – a dozen men with Kalashnikovs – were not able to
siphon off the oil (the tanks were empty) so settled for the fuel the boat was using but
also took the captain hostage along with his second in command. Both were released a
few days later.
In August this year, the Ghanaian Navy reported that it had intercepted the MT Mustard
off the coast from Ghana’s Saltpond offshore oil facility, claiming it had been hired to
rendezvous with another tanker, the MT Cotton, which had been pirated in Gabonese
waters in mid-July. That incident marked the first reported hijacking in Gabonese
territorial waters in five years. According to the authorities,
the pirates had used the Mustard to siphon some 3,500
tonnes of fuel from the Cotton before sailing it to Ghana to
sell the stolen fuel. This suggests the existence of a wellorganised network with links across the region that was
able to exploit information about the tanker’s whereabouts,
to the point of specifically hiring a vessel to meet with it.
Of the estimated 200+ PASCs operating in the Indian
Ocean, over 75% are British manned and led.
Society of Maritime Industries Annual Review 2013
An emerging threat is to ships who are conducting ship to
ship (STS) transfers, whether legal or illegal. A recent report
stated that a tanker had been offered the opportunity to
take on crude oil illegally offshore, but an alternative view is
that this was a ploy to entice the ship into a position where
its cargo could have been stolen. Most worrying for security
analysts was that the caller had access to the ship’s movements and
that these had probably come from a legitimate source.
The solution off West Africa?
Regional navies, marine police and coastguards will insist that they are
capable of providing the required security in their own waters but
often lack the capability or training to be able to react quickly enough
to prevent an attack. Another problem is that the regional
governments whose sea areas are most affected by this crime
(Cameroon, Nigeria, Benin, Togo and Ghana) will not permit private
security guards to bear arms within their territorial waters.
Complicated (and more costly) arrangements have to be made with
regional armed forces whereby they provide the armed security
aboard vessels, but are ‘mentored’ by private security personnel.
Unlike in the Indian Ocean, international navies are not present in the
same numbers or coordinated fashion. Why should they be? Fewer
seafaring countries have a major stake in safe passage to and from
West Africa: shipping movements are dwarfed by the volume passing
through the Gulf of Aden. The most dedicated presence in the Gulf of
Guinea appears to be from the US Navy: it has a ship permanently
Better information exchange is vital
placed off Nigeria as part of a training programme and conducts
for defeating piracy
frequent visits. The French Navy has a frigate on patrol off the eastern
Niger Delta as reassurance to its maritime interests (Total has a presence) and the Royal
Navy pays occasional visits when en route to or from the South Atlantic. But, politically,
there is not the same determination to establish permanent patrols; more to encourage
the regional navies to cooperate through training and mentoring.
Conclusions and Horizon Scanning: from where will the future risk be coming?
Off East Africa the situation is stable and contained, but the strong suspicion is that the
pirates are using this time to regroup and re-equip. Should one of the four ‘containment
factors’ – more proactive navies, better BMP, private armed security and internal pressure
– disappear, the pirates could re-emerge. Western navies’ budgets are reducing, BMP
adherence can be patchy and, while there is still a strong demand for it, intense competition
in private armed security is driving down the prices and, in many cases, standards. An
immediate solution is that private security and technology companies should work together
Society of Maritime Industries Annual Review 2013
to devise methods of better early warning (surveillance and reporting)
and deterrence (non-lethal weapons). Live fire should only be used as a
last resort.
Off West Africa the firm assessment is that the situation will continue
to deteriorate until regional navies’ capabilities, and their ability to
work together, improve. But when so many – reputedly senior
politicians, high ranking military and local communities – are gaining
so much from the proceeds of piracy and oil theft, it is difficult to see
that anything will change in the near to medium term. The will is not
there. This leaves an opening for PASC but there are complications to
operating as an expat private security company. There are certain
companies who already have a foothold in key West African states:
they have generally developed a good relationship with the standing
armed forces and are able to work with them to provide maritime
security in coastal and offshore waters.
Merchant ships must continue to work hard
to improve their self defence systems.
Again, there is enormous potential for technology companies to
develop improvements in surveillance and reporting, as well as in
information collection, analysis and storage. The lessons from East
Africa show us that only when knowledge is improved, shared and
acted upon, can there be marked improvements in the situation.
Martin Ewence OBE
Head of Maritime Risk Consulting, G4S Risk Management Limited
A Member of the Society of Maritime Industries
1 Financial Times Special Report on Nigeria, 28th November 2012.
Society of Maritime Industries Annual Review 2013
More than just fuel storage – a flexible solution to meet
today’s industry needs
Simply put the
Dracone barge or
towable bladder is a
gigantic floating
liquid tank
made from high
resistant materials
designed to
withstand the
toughest sea
The Dracone barge who’s name derives from the Latin word draco or dracon and the
Greek word drakōn meaning ‘serpent’ was originally developed in the 1950’s.
Following the Suez oil crises a fast and economical solution was needed when
transporting fuel from the Persian Gulf by the Cape Town route. The Dracone barges
were filled with oil and transported by existing tankers and when emptied they could
be rolled up and returned to the source of supply more quickly than the conventional
fuel tankers.
As one of the more traditional tools of the trade at sea Dracone barges are still, used
for bulk fuel transportation and they can be seen towed behind all types of sea vessels
big and small.
Simply put the Dracone barge or towable bladder is a gigantic floating liquid tank
made from high resistant materials designed to withstand the toughest sea
conditions. Constructed from synthetic rubber coated fabric - the outside surface has
high resistance to all weather conditions, salt water, ozone damage and abrasion,
while the inside has a nitrile coating that is especially designed to store distillate fuel
oils of up to 30% aromatic content.
Often positioned behind vessels, these flexible floating tanks provide high capacity
storage for the longest journeys, and can be safely towed at 7 knots in moderate seas
or just 2 knots in the roughest 12m high seas. The Dracone
is designed for optimum towing with intensive stress
analysis determining the precise profiles needed to
transmit towing forces and snatch loads, dissipate internal
shock waves and eliminate directional instability tow.
The Dracone barge can be safely towed at 7 knots
in moderate seas
Society of Maritime Industries Annual Review 2013
One of the key functions of a Dracone barge is within oil spill
cleanup. The large capacity and the ‘fold away’ flexibility of
the floating tanks make them an essential part of the first
response kit. Easy to set up and quick to launch into seas
from a quayside or from the deck of an offshore vessel, with
the minimal of lifting equipment these towable floating
tanks are often used to capture fuel spills worldwide. The
flexible rubber materials mean they can be quickly
transported to critical oil spill areas and dropped into
position by helicopter - with enormous capacity to store fuel
spills as well as, strength to limit oil slick movements.
Following the
Suez oil crises a fast
and economical
solution was needed
when transporting
fuel from the Persian
Gulf by the Cape
Town route.
The Dracone barge can be quickly air lifted
to critical oil spill areas
Designed for towing in open seas the units are ideal
for all types of liquid transportation and temporary
storage. Suitable liquids include distillate fuels,
chemicals, organic waste, grey and black water.
One UK Company, Dunlop GRG has been manufacturing
Dracone’s since 1956, with a range of sizes up to a
maximum capacity of 440m³ and average 20 year
operational life. The units have been supplied in all sorts
of sizes to the MOD for a variety of projects.
Refurbished Dracone’s, very often ex MOD, units are
seen in sea ports being used as an affordable convenient
on-water storage facility for water or fuel.
Laura Morgan
Marketing Coordinator, Dunlop GRG Holdings Limited
A Member of the Society of Maritime Industries
Dracone barges
are still, used for bulk
fuel transportation
and they can be seen
towed behind all
types of sea vessels
big and small.
Suitable for towing in open seas
Society of Maritime Industries Annual Review 2013
The subsea revolution – wireless technologies in the underwater arena
As the offshore industry explores deeper and more complex waters, the need for
communication with and between items of subsea equipment becomes an even greater test.
Undersea cabling on this equipment is susceptible to damage. This can be caused by many
factors including ship anchors and natural forces such as currents. The cost of installing a
hard wired monitoring or power system and then the periodic repair to cables and
connectors, plus the effect of added downtime while the repair is made, all add to high
operational costs.
Subsea Wireless Technologies
Amanda Collins,
Marketing Manager,
WFS Technologies
A revolution has taken place in this world of underwater communications. Wireless
technologies are proving to be the solution to the issues of hard cabling and short range
comms and are presenting a more reliable alternative for communication, control and
navigation applications underwater. This shift is signalled by the large number of companies
in subsea and marine adopting wireless technologies as part of routine operations under
the sea.
The most mature method of wireless communication underwater is using acoustic
technology using sound waves. The technology is energy efficient, low cost, and effective
up to 20 kilometres, as well as being proven and established as an underwater
communications method. Signal can be adversely affected by a number of variables but the
technology is valuable for vessel and ROV positioning, BOP (blowout preventer) controls,
and sonar for visualisation.
Free space optical communication (FSO), the newest entrant to
underwater communications, uses light to transmit data at ultrahigh bandwidth, for example for telecommunications or
computer networking through free space such as water and air
rather than along a cable.
A wireless communication system can successfully
unlock data from previously inaccessible locations such
as inside risers and pipelines
Society of Maritime Industries Annual Review 2013
More recently introduced than acoustic technology, but now an
established technology in the market is Subsea Radio Frequency
Technology (RF). RF uses radio waves to provide high speed, short
range communications underwater similar to Bluetooth, the
wireless standard for short distance data transfer in air. Most
effective in applications of this nature, underwater RF’s value in
short range data applications include enabling the download of
data from underwater sensors using a hovering Remotely
Operated Vehicle (ROV) or Autonomous Underwater Vehicles
(AUV) without making a physical connection.
It might be considered in the market that these technologies are
competitors to each other as they solve similar issues for their
users. However, they are also complementary as solutions. Each
delivers a different function and perform better in particular
environmental scenario. When two or all three are brought
together in a hybrid system the most reliable, flexible and cost
effective means of communicating, connecting and controlling
anything subsea is created.
Subsea Radio Frequency Technology
In the digital era, the benefits of short range, high bandwidth
communications systems have become better known. At the
same time, changing requirements in the subsea industry have
created demand for reliable, short range data links for a range of
machine to machine applications. As a result, the industry as a
whole is re-evaluating the capabilities of radio in the underwater
environment. Deployment has proved that electromagnetic
signalling, coupled with digital technology and signal compression
techniques, has many advantages that make it suitable for
underwater applications.
Wireless download of sensor data from a subsea
system using an ROV
The most common use of radio is through air; however it has
been proven with suitably designed equipment, radio waves can
Wireless data collection from a pipeline sensor
be made to pass through other media, including seawater.
using an ROV
Historically, Subsea Engineers have maintained that
electromagnetic signals have no application in the underwater environment due to range
and bandwidth limitations, however industry demand for reliable, connector-less short
range data links in industry, has created a new wave of interest in RF technology.
Improve safety, enhance reliability
Operators and service companies are being assisted to work around the challenges of
subsea wet-mating by using subsea RF to improve safety, enhance reliability and efficiency.
Systems based on RF have been deployed in the North Sea, Gulf of Mexico and SE Asia for
supporting and derisking ROV operations, fast reliable download of data from subsea
sensors with a wireless-enabled ROV, ultra-high reliability wireless connections for subsea
vehicles and control systems, wireless backup of equipment controls providing an extra
Society of Maritime Industries Annual Review 2013
level of redundancy and avoidance of downtime associated with
wet mate connectors when powering and recharging of subsea
Subsea RF solutions are becoming a routine choice for operators
and service companies who need to ensure reliable data and
power transmission in challenging subsea environments. The
world’s first commercially available underwater RF modem was
launched to the subsea market in 2006.
Since then, RF products have developed to include wireless
dataloggers, wireless power transfer, wireless video cameras and
Wireless video cameras mounted on the seabed
also integrated subsea wireless solutions. The integrated
to support ROV operations
solutions are preconfigured wireless instruments with ROV data
collection to simplify deployment of subsea wireless tools, helping reach productivity more
technologies are
presenting a more
reliable alternative for
control and navigation
Wireless technology is opening the door to new ways of doing business underwater. In the
future, the underwater world could be filled with remote sensors, sealed for life, no cables,
interrogated periodically and wirelessly re-charged.
Subsea Wireless User Group
This swift rise in the adoption of underwater wireless technology has borne the industry
user group, SWiG or the Subsea Wireless User Group. The group is working together to
define standards that facilitate interoperability between subsea wireless technologies
(acoustic, radio frequency, free space optics) and aims to engage with relevant standards
bodies, encourage the integration of wireless technologies, and promote best practices and
knowledge transfer across the industry.
Dominant companies in the underwater wireless communication arena include WFS
Technologies, Nautronix, Evologics, Teledyne Marine Systems and Yokogawa Electric
Corporation. These companies are collaborating with oil and gas (O&G) operators and
subsea contractors to achieve the goals of the SWIG network.
Other current SWiG members are: oil majors BP, Chevron and Statoil; seabed-to-surface
engineering, construction and services companies Subsea 7 and Technip; engineering giant
GE; safety system engineers HIMA Americas; marine vessels and offshore structures
classification society ABS; remotely operated vehicle (ROV) maker Saab Seaeye; flow
equipment and services specialists Cameron; subsea design company MCS Kenny; and US
space agency NASA’s Jet Propulsion Laboratory.
Society of Maritime Industries Annual Review 2013
Standards Working Group: The Standards Working Group is focused upon developing a
recommended practice for RF communications which will later be used as a template for
acoustic, optical and hybrid systems. The focus of the Standards Group is to build on existing
open standards to develop new standards that support full interoperability between
hardwired and wireless systems subsea.
From the very beginning, SWiG realised that a lack of open standards – i.e. technical
standards that are visible to everyone in the industry – could hinder market growth. Group
members agree that the fastest way to achieve growth is to agree on open standards so
proprietary interests of a particular vendor do not prohibit growth and adoption of
technology. Subsea companies will then have access to a range of options, a reliable supply
chain, and be assured that even if they are buying a basic component like a connector from
different suppliers that a certain standard will be met by everyone. If this can be achieved,
the industry can compete on price, performance and reliability rather than a unique
implementation of a technology, that no-one else can interface with.
Amanda Collins
Marketing Manager, WFS Technologies
A Member of the Society of Maritime Industries
technology is
opening the door to
new ways of doing
business underwater.
Technology Capabilities Working Group: a Working Group to assess different wireless
technologies and their relevance to subsea operations. Specifically, Capabilities,
Performance, Technology Readiness Levels, and Target applications. Technology
capabilities were mapped against industry priorities defined by SWiG member Operator
companies. Whilst different technologies are deployed for different applications, some
applications will not be fully solved by one technology, and all applications can benefit from
increased reliability, flexibility and performance. The Technology Capabilities Working
Group will scope out hybrid solutions, collect user data, and plan trials on key applications.
requirements in the
subsea industry have
created demand for
reliable, short range
data links for a range
of machine to
machine applications.
SWiG is making a significant impression on the subsea industry when considering how much
the group has grown since its inception only two years ago. The group collaborates and
communicates through meetings, newsletters and its website
as well as through member-established working groups. The following areas are some of
the current priorities that SWiG will assess:
Society of Maritime Industries Annual Review 2013
Babcock is the leading UK engineering support services
company, delivering critical support to government and key
industry organisations across the globe. Among the wide
range of capabilities the company provides, Babcock works
with the marine, oil and gas and renewables industry
sectors offering services from engineering design, project
management, engineering surveys and through-life
engineering support, to environmental services and marine
audit assurance and analysis.
Recent projects in which Babcock has been involved range
from the manufacture and delivery of over 70 subsea
structures as part of the major BP Quad 204 offshore
redevelopment project in the oil and gas sector, to
construction of an innovative floating Light Detection and
Ranging (LiDAR) system to provide critical meteorological
data for offshore windfarms in the renewables sector, as
well as projects such as the integration of a novel selfstabilising gangway system on a subsea construction vessel,
and on-going marine engineering and design services for
floating production, storage and offloading (FPSO) and other
Babcock’s floating LiDAR system is designed to address the
issues of high cost associated with constructing fixed
platforms for met mast installation, and the technical
challenges of using a floating platform which makes
gathering accurate, high quality data considerably more
complex. To address these high costs and challenges,
Babcock has applied its extensive marine industry
experience and domain knowledge to produce a floating
platform with the low motion characteristics necessary to
allow wind measurements to be obtained with the required
levels of accuracy, while minimising costs.
A six month trial of the system is now set to take place,
hosted by RWE Innogy, at RWE’s Gwynt y Môr (one of
Europe’s largest offshore wind farms) off the north Wales
coast. The floating LiDAR system is one of a new breed of
technological improvements for the offshore wind sector for
the recording and analysing of local wind conditions, and by
proving this system Babcock will be able to help drive down
costs both in construction and throughout the life of the
wind farm, as well as enabling the development of the next
generation of deep water sites.
Society of Maritime Industries Annual Review 2013
In a very different project, Babcock is manufacturing over 70
modules for the subsea system as part of the complex and
highly technical Quad 204 project, under a contract awarded
by BP. These include 44 process fluid handling structures
(including manifolds, flowline and riser terminations, and
subsea isolation valve structures) and 30 control distribution
structures (such as assemblies and umbilical terminations)
amounting to a total of some 2,300 tonnes of fabrication.
The quantity and scale of the structures requires a carefully
and tightly planned facility which Babcock has developed at
its Rosyth site, drawing on its proven project management
and fabrication expertise.
Babcock also has a long history of experience in designing
and converting a variety of vessels and is at the forefront of
specialist engineering design, with over 700 technical and
engineering staff. As one of the UK’s largest engineering
support service companies it is uniquely placed to provide
project management services to the marine and energy
sectors. Further services widely delivered to the oil and gas
industry include environmental services; marine audit,
assurance and analysis; and advanced engineering surveys,
capturing accurate data and providing analysis to an
engineering and design standard, for complex workscopes
from asset life extensions and retrofit projects to
construction support.
Additionally, in the renewables sector Babcock’s expertise
includes offshore data collection (using innovative floating
technologies as well as traditional fixed systems); substation
platforms for offshore wind farms; infrastructure and
infrastructure support (with specialist vessel concepts to
meet evolving requirements for deploying and maintaining
marine renewables and a flexible and extensive range of
services to support land-based renewables, from
technicians and project management to equipment and
port infrastructure); plus performance optimisation to help
drive down asset operation and maintenance costs.
With unrivalled resources, experience and expertise,
Babcock works extensively with the marine, oil and gas, and
renewables sectors across the asset lifecycle, from concept
design, modification, and through-life management to safe
and environmentally compliant disposal.
North West
Trading Co. Ltd
North West Trading Co Ltd has gained vast amounts of experience
in buying / selling surplus equipt over a period of 22 years, we are
in a position to offer a service to deal with most types of surplus
marine and offshore equipt worldwide, when you contact us to
dispose of surplus equipment, we are able to use our expertise to
decide if materials offered if we should purchase for our own
stock or decide on the appropriate method of marketing the
materials in order to optimize the return to the client.
Tel: 01358 729884 Mob: 07770 450474
Fax: 01358 729885
Now into their 44th year providing the hydrographic,
oceanographic and military community with surveying and
monitoring equipment, Valeport are pursuing their policy of
continuous development to meet customer demands.
New to the field is the VA500 altimeter and VRS-20 Radar
water level sensor. The altimeter is a 500KHz titanium
housed package with option of a pressure sensor which
offers high accuracy performance over a range of 0.1 to
100m. The radar water level sensor offers non-contact
technology which removes the installation, corrosion &
fouling issues of submerged sensors, while simplifying
datum control. If telemetry is required, an optional GPRS
fitting ensures data is forwarded to your workstation of
The Valeport TideMaster tide gauge offers you the latest
technology with transducer choice of pressure sensor or
radar. An optional MetPak™ II sensor when extra data is
required can be simply plugged in at any time. The
TideMaster continues Valeport’s success in providing quality
instruments to meet the Hydrographic surveyor needs.
Society of Maritime Industries Annual Review 2013
For sound velocity data to enhance your single or multi-beam
echo sounder surveys, Valeport offer a variety of sensors and
profilers. The superior performance is recognised by all multibeam manufacturers and users making the Valeport sensor
an “industry favourite” in the field. Latest developments
include the Rapid SV profiler which has been developed for
the fast collection of Sound Velocity Profiles (SVP) without
compromising the quality of data.
“Meeting and exceeding our customer expectations is what
we aim to do” states Kevin Edwards, Valeport’s Sales &
Marketing Manager “and this is what drives us. Our 12
month perpetual service warranty is typical of this and
proving to be a winner. Valeport’s strength is in customer
service and the policy of continuous product development.
Our aim is to continue this high level of innovation and
T: +44(0)1803 869292
Incorporated in 1969, P G Products Ltd has been
manufacturing safety equipment for over 40 years. In 1990
the first Fireman’s Outfit, FIREGUARD, was introduced to the
Marine market. The product range was extended a few years
later with the Flameguard aluminised suit. These products are
firmly established Worldwide with extensive sales to Europe,
the Middle East and the Far East.
In 1999 P G Products Ltd were the first to market under the
new Marine Equipment Directive with Ships Wheel approved
Helmets, Gloves, Boots and fire suits which have been
accepted, not just in Europe, but Worldwide.
With our MED approved FireBuddy Plus and Flameguard Plus
Fireman’s Outfits firmly established worldwide along with our
SOLAS approved Flameguard Mk 3 and Fireguard outfits, P G
Products Ltd continues to lead the world in product innovation
in the Marine Fire Suit market.
T: +44 (0)1692 500390
Society of Maritime Industries Annual Review 2013
Society of Maritime Industries Member Companies
A&P Group Limited
Drew Marine Signal & Safety UK Limited
Kelvin Hughes Limited
Royal Institution of Naval Architects (The)
Aeronautical & General Instruments Limited
Kent Modular Electronics Limited (KME)
RS Aqua Limited
Aish Technologies Limited
DSB Offshore Limited
KH Charts
Schiedestuck-Vertrieb Feuerstein GmbH
Aquatec Group Limited
Dunlop GRG Holdings Limited
L-3 Marine Systems UK Limited
Atkins Limited
Eagle Lyon Pope
Linde Heavy Truck Division Limited
Scots Seats KPM-Marine
Autonomous Surface Vehicles Limited
Eaton Industries Limited
Liverpool John Moore’s University
SELEX ES Limited
AVEVA Group Plc
Elmeridge Cables Limited
Lloyd’s List Intelligence
Serco Marine
Babcock International Group Plc
European Diesel Services Limited
Lloyd’s Register
BAE Systems
First Marine International – A company of Royal
MacTaggart, Scott & Co Limited
Shipham Valves
Beckett Rankine
Marine Data Systems Limited
Show Carriage Limited
Flowserve Flow Control
Bibby Ship Management Limited
Maritime London
Snaplite Marine Limited
Flying Fish Hovercraft Limited
Mersey Maritime Group
Solar Solve Marine
Frazer Nash Consultancy Limited
BMT Defence Services Limited
Moore Stephens LLP Chartered Accountants
Somers Forge Limited
Fugro GEOS
BMT Group Limited
Mouchel Limited
Sonardyne International Limited
G4S Risk Management Limited
BMT Hi-Q Sigma Limited
National Oceanography Centre
Survitec Group Limited
Gardline Group
BMT Isis Limited
Nautical Institute (The)
Survival Craft Inspectorate
Gardline Marine Services Limited
BMT Nigel Gee Limited
Navitron Systems Limited
Systems Engineering & Assessment Limited (SEA)
GE Intelligent Platforms
BMT Reliability Consultants Limited
Nectar Group Limited
Teledyne Reson
Halcrow Group Limited (A CH2M Hill Company)
Cammell Laird Shiprepairers & Shipbuilders Limited
Nortek UK
Teledyne TSS
Hill Dickinson LLP
ChartCo Limited
Oceanology International 2014
Thales UK
Chelsea Technologies Group Limited
Orolia Limited
Tideland Signal Limited
Houlder Limited
Chesterfield Special Cylinders Limited
OSIL (Ocean Scientific International Limited)
Trelleborg Sealing Solutions Rotherham
HR Wallingford Limited
Clarkson Research Services
PG Products Limited
Twiflex Limited
Hutton & Co. (Ship Chandlers) Limited
Cliff Funnell Associates
Planet Ocean Limited
UK Major Ports Group Limited
Impalloy Limited
Clyde & Co LLP
Plymouth University Marine Institute
Valeport Limited
Imtech Marine UK Limited
Coldharbour Marine Limited
Pole Star Space Applications Limited
Veritas International
Ince & Co
Conidia Bioscience Limited
PSM Instrumentation Limited
Wärtsilä Water Systems Limited
Institute of Chartered Shipbrokers
Cports Limited
Watson, Farley & Williams LLP
Institute of Marine Engineering, Science and
CTruk Boats Limited
Quality Monitoring Instruments Limited
WFS Technologies
CU Phosco Lighting
International Contract Engineering Limited (ICE)
Quintec Associates Limited
Whippendell Marine Limited
Denholm Valvecare Limited
iXBlue Limited
RBR Europe Limited
Xylem Analytics UK Limited
Diversified Business Communications UK
Johnson Controls Limited (Navy Systems)
(Ocean Business 2015)
Society of Maritime Industries Annual Review 2013
Index of advertisers
AC-CESS / All Oceans Engineering Ltd
BAE Systems Surface Ships Ltd
Bloctube Marine Services Ltd
Boskalis Westminster
BMT Group Ltd
CU Phosco Lighting
Drew Marine Signal & Safety
Outside Back Cover
Dunlop GRG Holdings Ltd
Flowserve Worcester Controls
Houlder Ltd
HR Wallingford Ltd
IC Brindle & Co Ltd
Imtech Marine UK Ltd
Johnson Controls Ltd
12, 48
Inside Back Cover
Kelvin Hughes Ltd
Kent Modular Electronics Ltd
MacTaggart Scott and Co Ltd
Metaldyne International (UK) Ltd
Marine Data Systems Ltd
North West Trading Co.
PG Products Ltd
PSM Instrumentation Ltd
Plymouth University Marine Institute
Scot Seats KPM–Marine
Shipham Valves
Teledyne TSS Ltd
Valeport Ltd
Whippendell Marine Ltd
Inside Front Cover
Society of Maritime Industries Annual Review 2013