The skies darkened fast. Capt. Art Sapp was runnng home to Lighthouse Point, Florida, from the Bahamas aboard Native Son, his SeaVeei 39, when he saw the storm wall. “I ran 30 miles to get around the thunder and lightning,” he said, adding that he used dual 16-inch Raymarine Axiom 2 XL multifunction displays, and networked radar and satellite weather, to pick a less-awful route. “It’s got a fluidlike feeling on the screens. It’s wild,” Sapp said of the Axiom 2 XL. “It makes it so accurate, there’s no missed touch.”

While screen-tap accuracy matters, there’s more going on with Raymarine’s latest displays than screen coatings. And it’s been developing for years.

In 2017, Raymarine unveiled its Axiom displays with quad-core processors, RealVision 3D sonar and the Android-based Lighthouse 3 operating system. Lighthouse 3 was Raymarine’s all-new operating-system architecture, and it made the company an early Android adopter within the marine space. Raymarine’s Axiom 2 displays come in three models with screen sizes ranging from 9 to 24 inc hes. All of them have six-core processors, global navigation satellite system receivers, 64 gigabytes of solid-state storage, the latest version of Raymarine’s Lighthouse 4 operating system and next-generation screen coatings. The resulting displays, which include angling- and cruising-specific versions, can give boaters better speed, power and improved user interfaces.

The Axiom 2 family starts with Axiom 2 Pro S (from $3,050), which is available in 9-, 12- and 16-inch screens. It comes with a single-channel, chirp-enabled sonar.

“The Axiom 2 Pro S is targeted at cruising boats,” says Jim McGowan, Raymarine’s Americas marketing manager. “It’s got our HydroTough coating on the glass. It’s a nano coating that bonds with the glass on a molecular level. Your fingers just glide smoothly over it, which enhances the functionality.”

In addition, the Axiom 2 Pro S, along with the fishing-specific Axiom 2 Pro RVM, uses Raymarine’s HybridTouch user interface, which employs a touchscreen as well as hard-button-and-knob keypads. Those can be helpful when the seaway starts sloshing the coffee.

RVM stands for RealVision Max sonar. Axiom 2 Pro RVM displays are identical to the Axiom 2 Pro S, save for their sonars. While the Axiom 2 Pro S has a conical chirp-enabled sonar, RVM models (from $2,750) are built with a 10 kW, dual-channel chirp sounder and a 600-watt RealVision Max high multibeam chirp sonar.

“It’s definitely targeted at the hard-core fishermen,” McGowan says, adding that RVM displays deliver chirp DownVision, SideVision, RealVision 3D and high-chirp-sonar perspectives, plus the traditional dual-channel 1 kW chirp sonar.

Given that there are three bands of chirp—low, medium and high—anglers can cover all three bands with an Axiom 2 Pro RVM that’s networked to a Raymarine RVM transducer and to an Airmar low- and medium-frequency chirp transducer.

Axiom 2 displays employ different transducers (sold separately) than previous-generation Axiom offerings. These transducers have piezoceramic elements inside that are larger, McGowan says. Larger ceramic elements equate to greater acoustic sensitivity and better beam-shaping capability. While those features are beneficial, the reality is that boaters need to add the new transducers in order to realize the system’s full acoustic capabilities.

Axiom 2 XL is the most recent addition to Raymarine’s display family. As the name portends, the premium-level XL models (from $7,800) are designed for use in an all-glass bridge aboard large yachts or high-end center-consoles. The touchscreen displays are available in 16-, 19-, 22- and 24-inch glass. While they don’t include an embedded sonar or hard-button controls (owners can add a Raymarine RMK-10 keyboard), they do have HDMI input and output capabilities.

“They have a pretty robust video input and output,” McGowan says. “It’s unique to that level of Axiom. The standard Axioms don’t have it.”

This functionality allows Axiom 2 XL owners to add a Raymarine RVM1600 black-box sonar ($2,000), creating a setup that gives Axiom 2 XLs the same fish-stalking capabilities as Axiom 2 Pro RVMs, just with more-spacious glass.

These HDMI capabilities also allow Axiom 2 XL owners to network a touchscreen-compatible personal computer to their display via a USB connection, and to drive their computer using Axiom 2 XL’s touchscreen pass-through interface. Additionally, the HDMI input and XL-size glass can be used to stream satellite TV or other content.

While each Axiom 2 model has its sweet spot of capabilities, all three models share important DNA. “Because of the six-core processors, the ability to pan across a chart or to zoom in or zoom out, it is very, very snappy,” McGowan says. “The pinch-to-zoom feature is immediate. You’re never waiting for anything to load.”

And the latest version of Raymarine’s Android-based Lighthouse 4 operating system lets third-party software developers create vetted apps that run on Axiom 2 displays.

“We curate the apps that we allow. They have to be largely navigation-focused,” McGowan says, adding that some apps are validated by Raymarine, while others are developed with a partner agreement. “The Android platform gives us the flexibility to do that because there are so many marine devices that are built on or around Android.”

Another benefit of Lighthouse 4’s Android-based architecture, McGowan says, is that navigation software isn’t a heavy lift for the processors: “You’re not really pushing the limits of the hardware out of the box, so that gives us the ability to keep developing new features and new innovations and adding more stuff into the code. We still haven’t even begun to stress the limits of the processor and memory.”

As far as Axiom 2’s pros and cons, the positives are plural, while the drawbacks are largely limited to costs (including installing the larger transducers) and the fact that Raymarine no longer allows owners to pilot DJI Mavic drones from Axiom displays.

But if you’re more concerned with cruising, fishing or creating a premium-level all-glass bridge, then Axiom 2 could be the logical next addition to your yacht’s helm.

Pro Moves

Raymarine’s RVM1600 sonar module can be networked with an Axiom 2 XL to yield the same sonic capabilities as an Axiom 2 Pro RVM.

Sky-Talker

Axiom 2s are agnostic about satellite-communications connections. They play nicely with mazu’s M2500 ($1,100), which uses Iridium’s global, short-burst data service to provide weather, email, SMS messaging and an optional sport-fishing app. It appears as an app, so users can see it on Axiom’s sunlight-readable screen.

The post Raymarine’s Axiom 2 Multifunction Displays Explained appeared first on Yachting.

For many owners and charterers, a superyacht is a treasured place to relax in privacy. The trouble, of course, is that these yachts can sometimes be tempting flyby targets for unmanned aerial vehicles at the hands of recreational operators or paparazzi.

The good news? Countermeasures exist.

Marss Group’s NiDAR CUAS Compact system (NiDAR Core is the company’s software-based AI platform, while CUAS means counter unmanned aerial systems) can detect and thwart up to 1,000 drones. The customizable system uses artificial intelligence and sensors for drone detection and optional electronic countermeasures, with the software-driven setup being updated monthly to keep owners ahead of the UAV technology curve.

To understand this technology, consider that consumer-level UAVs rely on two sets of radio-frequency communications. The first set includes flight-path commands that are relayed to the UAV from the human-operated controller via telemetry and the (ballpark) 2.4-gigahertz frequency band. The second set transmits the UAV’s video imagery back to its operator at about 5.8 GHz. While modern drones use frequency-hopping schemes to help ensure connectivity in RF-rich environments like cities, most UAVs are programmed to return to their operator if their RF stream is interrupted.

Sharp readers just spied an Achilles’ heel. Where there are communications, it’s also possible to jam them.

The NiDAR CUAS Compact (from around $250,000) has networked sensors and smart software that’s bundled inside a mast-mounted radome, plus a belowdecks black box that networks with the superyacht’s navigation system. Customers can spec a range of sensors (and countermeasures), and the system can sometimes use the yacht’s existing networked instrumentation.

“It’s a multilayered approach,” says Johannes Pinl, CEO and founder of the Marss Group. “There’s not one solution that fits all.”

The updatable NiDAR Core acts as the system’s centralized brain by drawing on different sensors—such as daylight and thermal- imaging cameras, Doppler-enabled radars and RF-detection sensors—to detect and identify multiple targets before alerting a human operator with a suggested response. Pinl says the omnidirectional RF-detection sensors can spot a microsize drone at 6-plus miles, sometimes with its precise location, altitude and speed. The system’s radar is composed of four high-definition solid-state radar panels on the radome’s lower pedestal, delivering 360-degree coverage. This radar can spot a recreational-level UAV at almost 1 mile out, and its Doppler post-processing provides flight-pattern information that can help the system differentiate UAVs from seabirds.

Most systems employ two cameras: one daylight/low-light camera with a 14x continuous optical zoom and one thermal-imaging camera with a 30x continuous optical zoom. These are housed in a radome that can pan through 360 degrees and tilt through minus 45 degrees to plus 90 degrees. These cameras also help identify potential threats, with live video feeds of the target(s) on networked displays or tablets.

NiDAR Core also uses the video feed to perform AI-driven image classification for fixed-wing drones, quadcopters, seagulls and such. For example, Marss trained NiDAR Core to know that birds flap their wings roughly once every three seconds. If wing motion isn’t detected, the absence can escalate a detection situation.

While the NiDAR CUAS Compact system can automatically identify, track and defeat UAVs, it is built with a human-on-the-loop scheme where input from a person is required to initiate countermeasures. This setup also creates what Marss calls “hybrid” intelligence between the system’s AI and its human operator.

System- and vessel-depending, these countermeasures often start off analog before going digital. For example, crewmembers can alert the yacht’s helicopter about a potential hazard or advise anyone enjoying the yacht’s sun decks of the situation, and suggest that they relocate.

Should the drones linger, the next step sometimes involves jamming the drones’ Achilles’ heels and sending them home. While effective, this step can include legal concerns.

“Jammers are not allowed to be used in all jurisdictions,” Pinl says, adding, “They are allowed to be owned in most of the jurisdictions and, in general, are allowed to be used in international water.”

Most recreational drones share these RF vulnerabilities; however, savvy operators sometimes program their UAVs to fly pre-scripted routes, and they set the drone’s camera to record its video imagery locally. These actions close the door on telemetric countermeasures.

The fine print on jamming is that these devices are often legal to own, but they can be illegal to use. As a result, such countermeasures are typically reserved for installations that protect heads of state (see sidebar). Marss does offer GPS jammers on some high-end military-facing systems, and customers can also sometimes buy this technology from third-party vendors.

So, if you aren’t interested in providing headline fodder for the paparazzi, investing in a Marss NiDAR CUAS Compact system could be wise. Timing, of course, matters, and Pinl advises against waiting until a crewmember discovers a UAV with flat batteries perched on the helipad (a true story).

Physical Countermeasures

While electromagnetic pulses and lasers are years away, Marss’ AI-guided Interceptor is a counter-UAV system that’s designed to protect heads of state, ships and military installations. Each Interceptor can fly at almost 180 mph to autonomously defeat multiple small and medium-size UAVs at ranges over 3 miles using battering-ram tactics.

The post MARSS’ NiDAR CUAS Compact System Ensures Privacy appeared first on Yachting.

Mastervolt recently unveiled 36V and 48V Mac Plus DC-DC chargers. They have bi-directional technology for a quick, safe and consistent charge on service and starter batteries.

“Charging service batteries of a vehicle or vessel can be challenging due to voltage drops and insufficient charging,” Eric Lindquist, vice president and general manager, power systems at Navico Group, stated in a press release. “The Mac Plus provides consistency and peace of mind to users, providing stable power when they need it most.”

According to Mastervolt, there is no risk of draining the starter battery when charging the house bank because it automatically monitors whether the engine is running or providing charge. The Mac Plus uses the Mastervolt three-step-plus charge algorithm.

The new models can charge two batteries from a single alternator or charger. The batteries can be lithium, and the system functions with modern alternators such as Euro 5 and 6. The Mac Plus is also compatible with CZone, NMEA 2000 and MasterBus.

Parallel configuration is possible for as many as 10 units that will provide over 100 amperes.

Does the Mac Plus need a noisy fan to keep cool? Nope. Mastervolt says the system does not require any use of a fan at all.

Where to learn more: Go to mastervolt.com

The post Mastervolt Launches 36V and 48V Mac Plus DC-DC Chargers appeared first on Yachting.

They’re the stuff of dreams, legend, maritime lore: the Northwest Passage, the Drake Passage, Greenland, South Georgia Island, Cape Horn. Cruising these fabled waters requires a capable and prepared yacht, a seasoned and adventurous crew, the right communications and safety tools, and a pinch of luck. In this sense, the ancient Roman philosopher Seneca was right: Luck is what happens when preparation meets opportunity.

Satellite connectivity isn’t new. The first very-small-aperture terminal (VSAT) satcom systems rolled out in the late 1970s, giving mariners the ability to send and receive information at sea. Contemporary VSAT systems typically operate on the Ka-frequency or Ku-frequency bands to offer high-speed performance and bandwidth.

The problem, however, is that VSAT networks typically concentrate their coverage beams on populated areas and commonly cruised waters. Moreover, these systems utilize high frequencies that often suffer from rain and snow fade when the weather sours.

Iridium’s Certus network doesn’t deliver the kinds of data-transfer speeds that enable video or social media streaming, but it does provide global connectivity that isn’t affected by weather. The largest Certus terminals are built with multi-element patched antennas that can simultaneously listen to—and evaluate the signal strength of—multiple satellites for trustworthy connectivity. Certus terminals also can be paired with a VSAT terminal, and long-range cellular and Wi-Fi antennas, to provide out-of-band management and lowest-cost routing. For adventurous cruisers, Certus’ connectivity improves the farther north (or south) from the equator one cruises.

Iridium began work on its Certus network in 2015. Today, the system is composed of 66 cross-linked low-Earth-orbit (LEO) satellites that circle the globe in near-polar orbits that are each roughly perpendicular to the equator. (Imagine the segments of a peeled orange coming together at either end.) At any given time, there are more LEO satellites concentrated at the north and south poles than at the equator. And Iridium’s LEO satellites operate on the L band (1 to 2 GHz), which is a much lower frequency than the Ka and Ku bands, and which isn’t frazzled by rain or snow.

As with all forms of satcom, orbiting Certus-enabled LEO satellites communicate with an onboard terminal. That terminal, in turn, is networked to a wireless router that makes the satcom signal available for all connected devices. While Iridium builds and maintains its LEO constellation, it partners with third-party hardware manufacturers—including Cobham, Intellian, Lars-Thrane and Thales—that build consumer-ready terminals.

While Iridium allows five terminals of different sizes to operate on its Certus network, 700-level terminals—with data-transfer uplink speeds of up to 352 kilobits per second and downlink speeds of up to 704 Kbps—offer Certus’ highest throughput speeds.

For example, Intellian’s C700 terminal is a solid-state device that uses a 12-element patch antenna. “It is then able to track multiple satellites and always select the strongest signal,” says Paul Comyns, Intellian’s senior director channel sales Americas. This setup, he adds, “avoids any issue of blockage, whether that be from onboard obstructions like a sail or mast, or if you happen to be cruising in a fjord where there are big mountains and trees.” Given that the C700 has a 12-element patch antenna, some are still likely seeing satellites even if others are blocked.

The 700-level terminals are monogamous, which means they only transmit and receive data to and from a single satellite at once. However, they’re opportunistic in that they’re often simultaneously auditioning two to four other satellites.

“Because each patch antenna is pointing in a different direction, it has the opportunity to pick up a signal from a different satellite,” Comyns says. “It’s always listening to different satellites and then picking which is the strongest signal and utilizing that one.”

During a 10-minute voice call, a 700-series terminal might change satellites several times. These transitions are nearly seamless to the end user, and the multiple data pathways mean that 700-level terminals on Iridium’s Certus network offer some of the highest reliability levels of any satcom solution.

Certus terminals also can be paired with VSAT systems to deliver an out-of-band management solution for the yacht’s primary satcom system. Additionally, third-party long-range cellular and Wi-Fi antennas can be added for lowest-cost data routing.

This ability to play nicely with others, coupled with Certus’ reliability and global coverage, makes these terminals ideal companions for high-latitude cruisers or for those transiting the South Pacific, where it might otherwise be impossible to download email, GRIB weather files and chart updates, or to transmit and receive emergency communications.

“If you want a reliable connection that’s going to get through whatever the weather, then Certus is a perfect solution,” Comyns says.

As with all technology, Certus service has its pros and cons. As mentioned, speeds aren’t fast enough to stream video or upload it to social media, and Certus is not the least-expensive form of satellite communications (see Iridium’s website for airtime costs). That said, the system is global, there are no moving internal components, and the equipment is relatively small and easy to fit aboard. Factor in Certus’ ability to provide out-of-band management and lowest-cost data routing, and the network presents itself as an intriguing communications solution for anyone who is interested in plying the dark spots on most VSAT coverage maps.

One doesn’t need to be an ancient philosopher to see how adding a Certus system might generate its own kind of luck.

The post Iridium Keeps Boaters Connected Anywhere appeared first on Yachting.

The SS Pacific, a 223-foot side-wheel steamer, departed Victoria, British Columbia, on November 4, 1875, bound for San Francisco. Its cargo included gold and coal, the latter from a mine operated by the ship’s owners, as well as 275-plus passengers and 50-plus crewmembers.

Pacific encountered heavy weather as it steamed west out of the Strait of Juan de Fuca and then south past Washington’s Cape Flattery.

The crew aboard the northbound Orpheus, a 200-foot square-rigger, mistook Pacific’s masthead light for the Cape Flattery Lighthouse. The ships collided, damaging Orpheus’ rigging and—it’s believed—opening planks on Pacific’s hull. Frigid seawater likely swamped the hot boilers, triggering an explosion.

Some 325 souls were lost on that storm-tossed night. Only two people survived, making it one of the West Coast’s worst maritime disasters. Also, because Orpheus was navigationally blind, Pacific’s final resting spot was unknown.

In 1980, Jeff Hummel, then a student at the University of Washington, and Matt McCauley, Hummel’s high school buddy, recovered a World War II-era warplane from Seattle’s Lake Washington. They were sued, but they won the case and all salvage rights.

This is when Hummel heard about another group that was searching for Pacific, which he had known about, piquing his interest. “They eventually quit,” he says, adding that he thought it was a good project. “I just kept doing it.”

A marine-industry career—Nobeltec (now TimeZero), then Rose Point Navigation Systems—followed, but Hummel’s interest in the long-lost Pacific endured. In 2004, he purchased SeaBlazer, an 80-foot Desco trawler that he refitted to search for Pacific, and he again partnered with McCauley. The two founded the nonprofit Northwest Shipwreck Alliance and Rockfish Inc., their for-profit commercial salvage operation.

While numerous expeditions had searched for Pacific since 1985, Hummel says that Rockfish’s approach hinged on careful use of technology—including expertise in modifying off-the-shelf sonar equipment and building remotely operated vehicles—and key pieces of physical evidence.

Generations of commercial fishermen have scoured the waters off Cape Flattery, and they occasionally net artifacts, including chamber pots and coal. “The coal was really the key,” Hummel says, adding that because Pacific’s owners also operated a coal mine, he was able to send a sample to a laboratory to test against coal from the mine.

They matched.

The Rockfish team leveraged this information, coupled with fishermen’s GPS data, to reduce the search area from 338 square miles to just 2 square miles. While this was a huge reduction, technical sonar-imaging work remained. “It was an area that was difficult to search,” Hummel says.

That’s where technology, including their custom-built sonar, came into the picture.

“We made our own transducers,” Hummel says, explaining that the team purchased off-the-shelf Simrad StructureScan transducers, chemically dissolved their potted encapsulating material, removed the piezoceramic elements and microprocessors, and then rebuilt them using “magic concrete” as the replacement encapsulating material. The result, he says, is transducers that can withstand far greater water-depth pressures than the originals.

The next step involved fitting these bespoke transducers into a towfish, which the team flew about 35 feet above the seafloor.

“We also developed our own robotics equipment,” Hummel says. This included two remotely operated vehicles—dubbed Falkor and Draco—that are equipped with Blueprint Subsea-built Oculus multibeam imaging sonars and that are capable of operating at depths down to 3,240 feet. “It’s kind of like having a radar on the robot,” Hummel says, adding that the ROVs were designed around these instruments. “We can find a beer bottle 100 feet away and drive the robot straight to it.”

The team also built a camera sled, which provides seafloor optics and collects artifacts via its rake.

The team leveraged ReefMaster software, plus SeaBlazer’s Garmin echo sounder, to create their own bathymetric charts. Critically, this software also allowed the team to create a points-of-interest database in real time as they scanned the bottom, so they could later revisit and evaluate.

This is how, after 12 search expeditions between 2017 and 2022, the Rockfish team identified their sunken needle in July 2022.

The first job was to comb the search area for points of interest using the towed sonar array. “It took a lot of convincing,” Hummel says of their first look at the wreck. “It wasn’t obvious at all.”

The image that convinced them that they had located their needle was of two circular seafloor depressions. These indents matched the 24-foot diameters of Pacific’s paddle wheels. “You’re not going to find two identical things on the bottom of the ocean,” Hummel says. “It has to be man-made.”

The team returned to the site aboard SeaBlazer, this time with two camera sleds and the ROVs. Once they ensured that the area was free of ROV-threatening snags, they dispatched Falkor to reimage the wreck with its Oculus sonar and to measure the hull’s timber spacing. “That matched up exactly to the timber spacing on Pacific,” Hummel says.

Finally, the team employed Falkor’s grabber arm to retrieve a piece of worm-eaten hull wood, and the camera sled’s rake to collect a chunk of a firebrick.

The team presented their findings and were granted salvage rights in November. Weather permitting, they’re planning numerous salvage expeditions this year.

Finding a long-lost ship isn’t a cheap venture, even if the incentives for finding it—including the gold that’s believed to have been aboard—are handsome. “So far, we have spent $2.1 million,” Hummel says. “We believe it will be a profitable venture. … The value of the wreck is substantial.”

Precious cargo will be sold, with funding being shared among Rockfish’s owners and Pacific’s underwriters. All salvaged cultural artifacts and personal belongings will be donated to a museum that the Northwest Shipwreck Alliance hopes to build in the Puget Sound area.

While Hummel may point to Rockfish’s use of digital and analog evidence as keys to finding Pacific, ultimately, the discovery also required a 40-plus-year friendship between two high school buddies who refused to give up.  

The post Using Innovative Electronics to Find ‘Pacific’ appeared first on Yachting.

Hinckley Yachts in Maine has unveiled the JetStick 4 control system, which the builder says simplifies and adds precision to driving the yachts that Hinckley builds.

The GPS hardware built into the JetStick 4 includes fast digital processors that add to position accuracy.

“We call it elegant yacht control,” Scott Bryant, Hinckley’s vice president of sales and marketing, stated in a press release. “Operation of the joystick is now possible without having to look down and push buttons to change from one mode to another. The smart function is completely intuitive and does it for you. It’s easier than using your tablet or phone.”

The JetStick 4 control system is available on all Hinckley new builds and is accompanied by Hamilton waterjets. The combination, according to the builder, improves top-end performance along with maneuverability.

What’s the Dock Hold feature? It’s the biggest difference between JetStick 3 and JetStick 4. Dock Hold can reportedly now better hold a boat against a dock while lines are secured, or while other chores are performed on deck or below.

Take the next step: click over to hinckleyyachts.com

The post Hinckley Unveils the JetStick 4 appeared first on Yachting.

B&G, a leader in sailing electronics, has launched Hercules. It’s a sailing-performance processor that provides advanced, instantaneous data; enhanced settings; improved connectivity; and compatibility.

The Hercules expansion module lets sailors integrate additional sensors specifically for cruising or racing.

“A new solution for advanced cruising and racing sailors, the Hercules sailing processor offers greater compatibility across our suite of sailing electronics,” Kevin Steinbraker, vice president and general manager of digital systems at Navico Group, stated in a press release. “This instrument will take your sailing system to the next level.”

Hercules has a quad-core processor for true wind calculations, motion correction and calibration, advanced heel and correction settings, boat speed calibration and advanced starline calculations, along with polar tables for performance data.

The system is compatible with existing Triton 2, H5000, Nemesis and HV displays, as well as Vulcan and Zeus chartplotters.

All sailing and sensor data can be stored to the internal SD card for custom data sets, managed through a new web interface, or transferred to the B&G companion app to be uploaded and reviewed later. Sailors can also record custom events, such as sail changes and configurations.

The B&G Hercules Sailing Processor is $2,999, the Hercules Expansion Module is $1,899, and the Hercules WTP is $7,999.

What is Hercules WTP? It’s the version of the system targeting ultra-high-performance and racing demands, with enhanced customization through Python scripting along with enhanced integration options, including ModBus support.

Take the next step: visit bandg.com

The post B&G Unveils Hercules appeared first on Yachting.

Navarino, whose focus is IT and mobile connectivity solutions, and Vikand, a maritime healthcare specialist, have announced a partnership to offer remote medical care and mental health support on board.

The partnership combines Navarino’s Infinity and high-speed satellite connectivity solutions with Vikand’s OneHealth solution, which is a maritime healthcare platform.

OneHealth by Vikand includes real-time video calls with medical professionals, rapid diagnosis based on remote reading of vital peripherals, mental-wellness programs and crises intervention.

“We are pleased to partner with Vikand to offer our customers with a complete remote healthcare service,” Dimitris Tsikopoulos, CEO of Navarino, stated in a press release. “Our solutions provide the ideal technological platform from which OneHealth by Vikand, and its medical and mental-health management services, can help ensure the overall health and wellbeing of those who live and work at sea.”

What can the OneHealth service be used for? Physical and mental health, diagnoses, and mitigation of chronic, routine and emergency medical needs, strategies for overall health and wellness, and crisis communications.

Where to learn more: go to vikand.com

The post New Option for Remote Medical Care appeared first on Yachting.

Videoworks is revealing details about how it outfitted the Sanlorenzo SP110 Almax for communications, entertainment and home automation.

The project focused around a single, centralized, 30-unit rack for all AV and IT systems, eliminating the need for smaller units throughout the yacht. Videoworks says this setup took up 40 percent less space and generates 30 percent less heat, along with reducing cable needs by 20 percent.

Videoworks also installed its MyInfo 3.0 app to manage the multimedia and infotainment channels on the yacht’s smart TVs. The interface for controlling individual areas from iOS or Android devices can be downloaded by scanning the QR code in each room.

Almax also has a 5G modem and four active SIMs, and is LEO-satellite-system-ready, which means antennas can be connected at any time to receive Starlink or OneWeb satellite connectivity services. The Wi-Fi system is equipped with Kerio technology for managing internet connections and VLANs, and for firewall, antivirus and web-filter functions.

Outside, there are four pop-up speakers integrated into the deckhouse design. A karaoke system is in the lounge, and a presentation system is in the main salon, lounge and cockpit. Lights, blinds and climate control are all integrated as well.

What if something breaks? Videoworks includes a remote assistance server in all its systems, so the company’s help desk can intervene remotely 24/7/365.

Take the next step: click over to videoworksgroup.com

The post How Videoworks Outfitted the Sanlorenzo SP110 ‘Almax’ appeared first on Yachting.

Cummins has signed a memorandum of understanding with Leclanché to create a range of hybrid, battery-only and fuel-cell-package projects for marine and rail applications. These products will utilize a variety of power sources, such as engines, hydrogen fuel cells, battery packs and racks.

The memorandum is part of Cummins’ broader Destination Zero strategy, a plan to reach net zero emissions across its products by 2050.

Recently, the company launched Accelera by Cummins, rebranding its New Power segment, to bring zero-emissions solutions to markets even faster.

“Combining efforts with Leclanché enables us to provide a broader range of solutions to reach our goals and help our customers accelerate their decarbonization journeys,” Gbile Adewunmi, executive director of industrial markets in power systems segment at Cummins, stated in a press release.

How will this partnership work? Cummins and Leclanché plan to work together on installation, training, commissioning, warranty and after-sales support.

Take the next step: go to cummins.com

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