Brave new world. Nowadays, boat data such as tank levels, water temperature or battery voltage can theoretically be monitored remotely on any boat. What sounds like a distant dream of the future to the average boat owner is actually not that far-fetched. In fact, it has long been common practice for cars: garages that want to call and make an appointment for an inspection don't do this for modern cars because their calendar reminds them - rather, the vehicle itself has signalled the need to the garage, in the background, without the driver noticing. The dealer's service staff then call the customer and make an appointment. In this way, the manufacturers ensure that the inspections actually take place.
This development is made possible by the CAN bus, which was developed many years ago. This is a kind of data highway in the car. Sensors constantly provide information about parameters such as the rotational speed of the wheels, temperatures, fuel levels and so on. Even when the rear window heating is switched on on the touchscreen, it is the bus that transmits the command to an actuator, which then switches the circuit and warms up the heating.
You can see what this has to do with modern boat surveillance by standing next to the car and pressing the radio key for a long time: the windows close as if by magic. The radio command from the key is converted into an action in the vehicle.
Bus system
Not new, but practical
Keyword boat monitoring: It works in a very similar way. What we know as the NMEA network is also a bus. In order to show the depth under the keel, the cooling water temperature or the wind speed on the multifunction display, these figures have to come from somewhere. This data comes from the transducer for the echo sounder, from the wind vane or, using an adapter, from the engine panel. As soon as the information is available in digital form, it can be converted for use in the bus and fed in to appear elsewhere on the display.
Monitoring and controlling
Another feature that has become increasingly popular on board ships in recent years is the digital switching of electrical applications. The anchor windlass can be operated from the plotter, as can the navigation lights or the heating. Of course, the stereo system can also be controlled via the multifunction display. After all, this is also digital data. What follows is only logical: on board, the information shown on the multifunction display is made available to other end devices via Bluetooth or WLAN. A mobile phone or tablet then serves as another mobile multifunction display. The range of functions varies depending on the manufacturer: Some can control the autopilot from the foredeck using their mobile phone, while others can simply read the data from the system on their wristwatch.
Regardless of the scope: from here, it is only a small step to transfer the already available and digitally processed data to the internet, a cloud or an app via a router instead of your own, very local Wi-Fi. This can be done via the harbour Wi-Fi, via an LTE network or even via a satellite connection.
What initially sounds like a technical gimmick can actually be quite useful: many owners want to know the voltage of the batteries on board, whether water needs to be stored before the weekend trip or - absolutely essential - when the bilge pump is running.
The digital switching options add further functions: when the battery is low, the generator can be activated remotely, the heating or air conditioning can be switched on on the way to the boat, and the refrigerator can also be activated. However, it is better to leave it open during longer periods of absence to prevent mould. However, it makes little sense to switch on an open cooler. Nevertheless, the possibilities of the technology are tempting.
Access from outside
Data available everywhere in the navigation bus is nothing new, and digital switching via multifunction displays is also familiar. But now the whole thing even works externally
Monitoring ex works
The shipyards have obviously thought the same thing and have developed their own systems together with partners. At Hanse, this is called My Hanse Safety Cloud, Beneteau calls it Ship Control, and Fountaine Pajot and other shipyards will soon have a similar system. There are usually two companies behind it: One is called Yacht Sentinel and the other, confusingly, Sentinel Marine Solutions.
Both offer similar features: large-scale data collection from the various sensors on board, all of which is sent to servers via Wi-Fi or LTE and nicely presented to the owner in an app. The option of digital switching is integrated so that the owner accepts the data collection. This is comparable to Payback points: you get them for taking part.
This is a great thing for the shipyards, because on the one hand they can collect user data. What do people do with the ships? This allows you to learn more about your customers. Remote maintenance is also possible. The shipyard has access to the ship via the router, can install software updates and query engine operating hours; this way they can be reminded when a service is due. This is perfect for the dealer.
That sounds more negative than it actually is, because it actually makes boat ownership more carefree. When does the next oil change have to be carried out, when was the last service? Everything is stored in the history, nothing gets lost. All the operating instructions for your own boat are also available digitally in the app, so there's no need for long searches in an emergency. And if a spare part needs to be ordered, this can be done via the app. In this way, the part supplied will definitely fit your own ship. At least that's how it's organised at Hanse.
This will be similar for other providers, even if Beneteau is not yet revealing much about the content of Ship Control. The French company is initially only offering the system for its exclusive models, with others to follow. For Hansegroup yachts such as Fjord or Sealine, on the other hand, it is standard for the entire product range. Retrofitting to older boats is also possible and is supported by the shipyard.
Offers ex shipyard
The Hansegroup is leading the way when it comes to monitoring: it is now standard on all models. The competition is reacting to this
Hansegroup
The Greifswald-based company calls the system My Safety Cloud. Full access to information from the NMEA2000 bus, geofencing and other information such as bilge pump operation, engine activity and battery voltage are available to the user. Anyone who wants to can expand the system. Additional sensors and electrical switching are also possible. Practical: All operating instructions for your own yacht are stored. Remote maintenance of the on-board systems and ordering spare parts via app are also possible.
Fountaine Pajot/Dufour
The second major shipyard group from France will also soon be offering a boat monitoring system. It is based on existing technology and will most likely be similar in scope to the known systems. The start of series production has not yet been scheduled.
Beneteau Group
Initially, the system will only be available in large motorboats; later it will probably be extended to the entire model range. The scope of the available data depends on the package booked. According to Beneteau, the information will initially only be available on board.
Full control over the ship
Other beneficiaries of the system are charter companies: they can always see where their boats are. So-called geofencing triggers an alarm if the boat moves out of a defined area or, for example, enters a restricted area or heads towards a shoal. Keyword shoal: Shock sensors and very abrupt changes in speed show the charter company whether there has been a grounding. No point in denying it on return!
Owners can use geofencing as an anchor alarm. If the ship moves out of the defined area, a warning is sent to the mobile phone. The system can also help in the event of theft: If the digital fence is drawn around the harbour, the owner is informed when the boat leaves the marina. As long as there is a mobile phone network, the yacht transmits its position. With Garmin, an internal battery ensures that this continues for 48 hours after the thief has disconnected the OnDeck Hub interface to the LTE network. Door and hatch contacts as well as monitoring of the interior using sensors also help against thieves. This can even be viewed live via camera.
The current options for boat monitoring therefore provide a great deal of security. Insurance companies have also recognised this. Discounts for the use of such systems are currently being discussed.
Does it make sense for older ships?
On the one hand, there are the little helpers installed by the shipyards - but what are the benefits of the development for water sports enthusiasts who already have a B&G, Garmin or Raymarine system on board? The answer is different in each case. The development at Raymarine is clearly going in the direction of the shipyards. Each system has to be assembled and configured individually - by Raymarine. It is not suitable for the end customer - just install a component, connect it and you're done? Not possible. Raymarine does not want to charge monthly fees for this.
This, in turn, is what Garmin does. Its system, on the other hand, is perfectly suitable for an end customer with a suitable navigation and digital switching setup. While the hardware is still affordable at around 920 euros, the monthly fee for using the Active Skipper app, which is absolutely essential, seems quite expensive at a minimum of 14.99 euros.
It will be interesting to see what B&G will offer. The system is currently under development. Everything is available on the bus side: Full information and integration of digital switching have long been established. The only thing missing is the interface to the Internet and an app for operation. The Navico subsidiary is currently unable to say when both will be available.
Other providers:
The British company Yacht Sentinel offers a simple and affordable alternative. Their system, called YS 6, is a modular package of boxes that can monitor doors, movement in the interior, movement of the ship or the water level in the bilge. A camera can also be integrated. The basic module is sufficient for simple functionality. It starts at 599 euros for the hardware, plus around 60 euros per year for using the app. Additional modules, including a satellite hub, can be purchased. Victron also offers a full overview, but only of data relating to energy management. Examples: Battery voltage, power consumption on board or solar yield.
The solution via a dedicated on-board PC is more for IT-savvy people. This can also collect and process data from various sensors on board and, as with Victron, send it to a router. From there it is sent to the internet. How this data is processed so that it can be retrieved at any time is then up to the user. One option is the Grafana software, which Boris Herrmann also uses. Among other things, it can be used to define threshold values for alarms, which are then sent as a message to a smartphone. The data is transferred from the NMEA bus to the PC using an NMEA-to-LAN adapter, such as the LAN-Link from Digital Yacht.
There are now many ways to get boat data on your mobile phone, tablet or laptop. What may be a gimmick for the more traditional owner is a very important tool for the charter fleet operator. And when you get on a freshly warmed boat on a Friday evening in autumn at the latest, the concern about collecting big data from providers and shipyards may fade into the background.
