Maritime Safety News Archives - Page 22 of 258

Aug. 22, 2022 — Navigation is prone to human errors. In addition to their own eyes, captains often have only location-based technologies, maps and perhaps a radar at their disposal. Common reasons for collisions at sea are bad decision making, poor lookout, inefficient use of radar, inexperience, lack of communication, and fatigue, lists Antti Lehmussola, Team Lead for Machine Learning at Groke Technologies in the webinar High Performance Computing for SMEs organized by the EuroCC project earlier this year.

Data from Multiple Sources

Groke Technologies focuses on developing intelligent methods for autonomous navigation to improve safety at sea. High-performance computing plays a vital role in optimizing machine-learning models for computer vision.

The ultimate goal of Groke Technologies is to get rid of human errors at sea and automate navigation through a multi-sensor system that is coupled with deep neural networks and a graphical user interface. The technical solution will combine radar technology, automatic identification system (AIS), visual and thermal cameras, as well as sea charts, inertial measurement units (IMU) and dual band GNSS.

All these sensors and data sources will be installed in a vessel together with several computing units to process the data. There is still work ahead before all of this is in production but in the meantime, many improvements in navigation can be achieved through different awareness systems for captains and vessel operators.

Groke Technologies’ navigation solution is currently in the product development phase. At the moment, AI and machine learning technology is mostly used to process images from a highly specialized camera system that consists of a 225-degree visual camera and a 180-degree thermal camera. By detecting and identifying objects around a vessel from the side of another vessel to a far-away sea buoy it helps to improve the captains’ situational awareness and perception of their vessels’ surroundings. In the future, other sensors’ information will be handled through machine learning too, explains Lehmussola. All this can eventually enable fully automated vessels.

Training Machine-Learning Models with Supercomputing

High-performance computing is an important asset in developing products and services. HPC enables companies to perform massive calculations within a short period of time and allows them to replace time-consuming physical prototyping with simulations. As a result, companies can accelerate the product development process, cut research and development cost and create new innovations.

With the financial support from Business Finland´s AI Business program and computing resources provided by CSC – IT Center for Science, Groke Technologies is now training their machine learning model and investigating how to build deep neural networks for object detection with the optimal trade-off between accuracy and performance. This not an easy task because there are hundreds of different machine learning architectures available for object detection alone but with the HPC experts’ support they are making good progress.

Digitization of Navigation

Due to the strategic investment from Mitsubishi Corporation, Groke technologies’ solution will be initially tailored to meet the needs of the Japanese seafaring where it is expected to alleviate the inevitable shortage of sea captains. Japanese vessels are not allowed to sail under Japanese flag unless the captains´ nationality is Japanese, and many of the local captains are already in the later stages of their careers. The data-driven high-technology navigation solution is expected to draw younger generations into the maritime industry.

LUMI Supercomputer for Industrial Use

LUMI is Europe’s flagship supercomputer. It plays an important role in the endeavor of the European High Performance Computing Joint Undertaking (EuroHPC JU) to develop a world-class supercomputing ecosystem in Europe.

The versatile architecture of LUMI makes it also one of the world’s leading platforms for artificial intelligence. Up to 20% of LUMI´s massive computing capacity is reserved for industrial use which offers new exciting opportunities for data-driven business development.

With the ever-increasing computational performance, we can accelerate our machine-learning research and development efforts, and find the most optimal models for our use cases, says Lehmussola.

Have a look at the webinar High Performance Computing for SMEs organized by the EuroCC project:

Source: Anu Märkälä, CSC – IT Center for Science, Finland

At 0001 UTC on 1 January 2023 the Indian Ocean High Risk Area (HRA) for piracy will be removed.
The removal of the HRA reflects a significantly improved piracy situation in the region, but voyage preparation, threat and risk assessment is essential when following Best Management Practice 5 (BMP5).

22 August 2022. London, UK. After more than a decade of effective threat-reducing counter-piracy operations the shipping industry has removed the ‘Indian Ocean High Risk Area’ (HRA).

Notification of the removal of the HRA from 0001 UTC on 1 January 2023 by industry bodies was forwarded in a submission today, 22 August, to the International Maritime Organization (IMO) for the next meeting of the Maritime Safety Committee scheduled to start on 31 October 2022.

The removal of the HRA reflects a significantly improved piracy situation in the region, largely due to concerted counter-piracy efforts by many regional and international stakeholders. No piracy attacks against merchant ships have occurred off Somalia since 2018.

The IMO has been informed of the decision made by International Chamber of Shipping (ICS), BIMCO, International Marine Contractors Association (IMCA), INTERCARGO, INTERTANKO and Oil Companies International Marine Forum (OCIMF).

Measures enacted to secure the waters by military, political, civil society, and shipping industry, as well as Best Management Practices guidance, have reduced the threat of piracy in the Indian Ocean.

The removal of the HRA will come into effect at 0001 UTC on 1 January 2023, allowing charterers, shipowners and operators time to adapt to the changed threat from piracy. Best Management Practices 5 (BMP5) will continue to provide the necessary guidance for shipping to ensure threat and risk assessments are developed for every voyage to mitigate the risks presented by remaining security threats in the region. The shipping industry will continue to monitor and advise on maritime security threats to assist the safe transit of vessels and the seafarers who crew them. Pre-voyage threat and risk assessments should consider the latest maritime security information from organisations supporting the VRA.

The area being removed is the “High Risk Area” as shown on UKHO Chart Q6099. The Voluntary Reporting Area (VRA) administered by UKMTO has not changed. Ships entering the VRA are encouraged to report to the UKMTO and register with the Maritime Security Centre for the Horn of Africa (MSCHOA) in accordance with industry BMP (Best Management Practices).

The HRA IMO submission co-sponsors commented:

“This announcement is a testament to nearly 15 years of dedicated collaboration to reduce the threat of piracy in the Indian Ocean. Through a combination of efforts by military, political, civil society, and the shipping industry over the years, operators and seafarers are now able to operate with increased confidence in these waters.

“Thanks and gratitude is given to all the seafarers and offshore workers who have served during this time in safely maintaining global trade and operations.

“Threat and risk assessments should still be carried out, and best management practices followed to continue to mitigate the risks presented in a changeable and often complex and potentially threatening environment.”

Source: https://www.ics-shipping.org/press-release/shipping-industry-to-remove-the-indian-ocean-high-risk-area/

Further reflecting the progress that has been made in reducing the danger of piracy off the east coast of Africa and into the Indian Ocean, the shipping industry plans to formally end the “High Risk Area,” designation as of the first of the year. While a level of risk remains, they highlight that there have been no boardings in nearly four years with the last reports coming in 2019 of pirates being scared away by EU forces after menacing a vessel near the Horn of Africa.

The official notification of the plan to end the designation was submitted to the International Maritime Organization, today, August 22, to be reviewed and approved at the next meeting of the Maritime Safety Committee scheduled to start on October 31. 2022. The decision to end the designation was made by the International Chamber of Shipping, BIMCO, International Marine Contractors Association, INTERCARGO, INTERTANKO, and the Oil Companies International Marine Forum.

“This announcement is a testament to nearly 15 years of dedicated collaboration to reduce the threat of piracy in the Indian Ocean. Through a combination of efforts by military, political, civil society, and the shipping industry over the years, operators and seafarers are now able to operate with increased confidence in these waters,” the groups said in their joint statement to the IMO.

The designation of the region as a High Risk Area began in 2010 near the peak of the attacks on ships near the Horn of Africa. Two years earlier, the Council of the European Union adopted an action plan based on UN resolutions, to establish the executive EU military maritime operation for Somalia. Known as Operation ATALANTA, the mission was the deterrence, prevention, and repression of acts of piracy and armed robbery off the Somali coast.

At the height of Somali piracy in January 2011, EU Naval Force – Somalia reports there were 736 hostages and 32 ships being held by pirates. The combined efforts contributed to a reduction in activity so that two years later they were able to report that there had been no successful hijackings of a commercial vessel and the last confirmed attack on a vessel came in 2018. EU NavFor reported that it chased away a small boat in 2019 but Iran has continued to report that its navy has intervened in recent attacks. The EU mission was extended in 2020 to continue to patrol the waters and specifically to protect commercial ships in the World Food Program and others that might be vulnerable to attack. EU NavFor’s mandate is currently scheduled to end on December 31, 2022.

The removal of the HRA reflects a significantly improved piracy situation in the region, said the organizations. A year ago, they had reduced the size of the designated region, but they said today the end of the designation would not come till year’s end allowing charterers, shipowners, and operators time to adapt to the changed threat from piracy. The groups continue to warn, however, that threat and risk assessments should still be carried out and ships are still encouraged to report to the UKMTO and register with the Maritime Security Centre for the Horn of Africa under the Voluntary Reporting Area administered by UKMTO.

Late in 2021, the UN Security Council began efforts to scale back and end the international programs in the region. As late as March 2022, the EU expressed, however, concern over ending the program while there remains political unrest in Somalia.
Source: https://www.maritime-executive.com/article/indian-ocean-high-risk-designation-to-be-withdrawn-at-end-of-2022

August 17 is Indonesia’s Independence Day. Usually, I celebrate by attending events held in my neighborhood and then a flag ceremony at the nearest government office. But this year, it is different as I have an opportunity to celebrate on a Floating Production Storage and Offloading (FPSO) ship.

I started my journey on the evening of August 16. It was not easy getting to the ship. From where I live in the city of Surabaya, I travelled to Sampang Regency which is approximately 85 km away to get to the shore base of the ship management company for a briefing and inspection of my carry-on and personal items. Matches and firearms are prohibited.

“The inspection is to ensure the safety of all crew members in the middle of the sea,” said Bimo Aryo, Shorebase Superintendant.

After that, I continued on to the Port of Branta, Pamekasan Regency, to board a utility boat, which took an hour to reach the FPSO in the Java Sea. For me, the hardest part of the journey was getting on to the FPSO as the structure was so tall and everyone has to use a rope basket, which is lifted by a crane from the utility boat to the deck of the FPSO.

“It feels like paragliding, if the wind is strong, the basket will rock constantly. If the wind is calm, then it is ok. But for a first timer, it can be a very nervous experience. My advice is always follow the safety instruction of the crew on duty,” said Umar, a crew member who was with me at that time.

There are strict regulations on the ship. While working, the crew has to have safety goggles, overalls, helmets and emergency breathing equipment, among others.

Ship captain Boy Valentino said: “These tools are essential as we are working in dangerous environment. Also, there are prohibitions like cellphones can only be used in accommodation area and nowhere else, disposal of garbage must be separated, fires must not be lighted carelessly, not recommended to lock rooms due to need for rescue in case of emergency, footwear must be worn at all times, etc.”

When I arrived, crew members who were not on duty were busily taking part in several competitions like table tennis, karaoke and digital games. Because of the coming holiday, the mood was lively. Everyone was in a celebratory mood, even those that are not Indonesians.

A Canadian crew member said: “It has been like this for a week already. There are many activities and competitions leading up to Independence Day. It is great and we enjoy taking this chance to interact with our Indonesian colleagues. There was even one American colleague who won the karaoke competition.”

I stayed the night onboard the ship. The next morning at around 6.30 am, all Indonesian crew members joined the flag ceremony to commemorate Independence Day. The entire crew stood in formation at the stern, which is also the Heli Deck. The wind speed on this morning was 15 knots and the waves were half a meter high. Standing tall and at attention in this situation was not easy at all.

Despite the tough condition, pride was seen on all the crew members’ faces. When Indonesia’s red and white national flag was hoisted, they saluted proudly.

Captain Boy said: “Our Indonesian colleagues took two months, during their spare time, to prepare for the celebration and this flag ceremony. They did this in spite of their busy schedule and difficult job. Instead of using their spare time to rest and relax, they showed love for their country.”

Source: https://maritimefairtrade.org/indonesian-seafarers-celebrates-independence-day-on-fpso-ship/


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						As many will already know, S-100 is the new International Hydrographic Organization (IHO) Universal Hydrographic Data Model. Profiled from the ISO 19100 series of Geographic Information Standards and a much broader foundation to eventually replace the existing IHO S-57 standard, S-100 has been designed to quickly and easily be extended to better accommodate digital hydrographic data exchange and other future technological and navigational developments.
S-100 now supports imagery and gridded data, high-density bathymetry, and dynamic under keel clearance management in ECDIS, in addition to many other maritime data applications. Thanks to this, the standard will enrich the next generation of data products for hydrographic, maritime shipping, and geographic information system communities.
In a navigation context, S-100 will enable improved safety of life at sea functions and promote enhanced situational awareness through the provision of a richer granularity of bathymetric data, in combination with tidal height data, which will dynamically adjust depth in ECDIS. From a navigational perspective, what this means is that numerous different digital data sets and overlays will be available to bridge teams to enhance all stages of the passage planning and execution process.
In the future, digital layers will replace multiple nautical publications, which in combination with weather forecasting will support enhanced passage optimization and Just-In-Time arrival. Whilst S-100 in its current guise is designed for humans to read and interpret on an ECDIS, because S-100 standards are fully extensible it can accommodate future requirements that may arise through developments in Maritime Autonomous Surface Ships (MASS).
The future digital data products being designed for MASS will look very different from those used today in ECDIS, as ENC data is very deliberately designed, filtered, and managed to avoid overwhelming the user with too much information. This helps to give the mariner only the correct information needed to support safe navigation decisions. However, in the future, MASS systems will be capable of handling very large, complex data sets which are not intended for mariners and other end users to visually interpret. This will present new, and exciting, challenges linked to data formats and delivery of new MASS navigation products.
Steering the development of the S-100 standard for MASS
Through our work with the MASS community, the UK Hydrographic Office (UKHO) recognised the need to ensure that the S-100 standard caters for both crewed and uncrewed shipping so a common situational awareness and navigation picture can be used across both types of vessel.
We presented this case to understand the requirements for MASS navigation to the IHO. The organization has established a Project Team with a two-year remit to identify and prioritize MASS navigation requirements, analyze the impact on the S-100 hydrographic standards and services, and develop a set of recommendations to be addressed by existing Working Groups.
Chaired by the UKHO, the Project Team has membership from Brazil, Canada, China, Denmark, Finland, France, Iran, Japan, Norway, Rep of Korea, Sweden, UK, US, Singapore & Malta. The Project Team has concluded a discovery phase which involved engaging with MASS builders, operators, and system integrators around the globe to understand the challenges the industry face with navigation from a traditional product or service perspective. This resulted in 45 new requirements for MASS navigation that will now be examined against each S-100 standard to identify if the requirement has been met in the development of S-100, or if there is a gap in the individual standards. If gaps are identified, the project team will make a number of recommendations to the relevant Working Groups to address the gap, thereby future proofing S-100 for MASS navigation.
Mayflower Autonomous Ship – practical application of S-100 for MASS
As part of its work investigating MASS navigation requirements and specifically how S-100 may address them, the UKHO has been working closely with Marine AI, the team that built the navigation systems used in the Mayflower Autonomous Ship project based in Plymouth, UK.
When Mayflower set sail across the Atlantic on 28 April 2022, the vessel navigated out of Plymouth Sound using UKHO S-100 data, a world-first for a fully autonomous vessel and S-100. We then conducted experiments to look at how S-101 (ENC), S-102 (gridded bathymetry), S-104 (gridded surface water levels), and S-111 (gridded surface currents) could be used to safely sail an autonomous vessel.
The S-100 data was loaded into the Mayflower’s chart data server, which allows the autonomy modules to extract relevant information and make navigation decisions. The combined S-102 and S-104 data allowed the Mayflower to easily obtain temporal-based water depth information and generate ‘no go’ areas. The S-111 data proved essential in restricted and dynamic water space, such as the Cattewater and the narrows leading into the river Tamar. Overall, the S-100 data sets increased reliability and data quality – specifically related to depth sampling – and resulted in significant computational cost savings using S-101 over S-57.
The bigger picture
As a complete series, S-100 promises to bring new opportunities for day-to-day shipping operations, generating the potential for safer, more sustainable, and more prosperous trade. At the same time, more accurate, harmonious data will improve decision-making in passage planning, vessel operations, and support, and overall ‘smart steaming’ by taking advantage of prevailing conditions such as tides, weather, and port infrastructure – including the availability and readiness of berths, pilots, and tugs. This is how S-100 will enable more refined voyage optimization and Just-In-Time arrival, playing a pivotal role in supporting global shipping decarbonization goals.
These exciting advancements in S-100 will be instrumental in improving marine navigational data and the products and solutions that shipping companies, mariners, and ports will use in their operations in the future.
Source: https://maritime-executive.com/features/data-standard-brings-enhanced-safety-and-commercial-opportunities


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						SAFEEN Marine Services, part of AD Ports Group’s Maritime Cluster, announced today it has marked more than 5 million man-hours with Zero Lost Time Injuries (LTI) and zero environmental incidents since its launch in 2012.
Operating in nine commercial ports in the UAE and the Middle East, SAFEEN Marine Services extends HSE policy across a comprehensive portfolio of integrated and tailor-made marine services and solutions, which include towage, quayside-support services, emergency response, vessel assistance, inspections, and shipping maintenance.
Captain Adil Alhammadi, CEO of SAFEEN Marine Services, AD Ports Group said: “We are proud to announce our success in achieving 5 million man-hours with Zero Lost Time Injuries and zero environmental incidents, highlighting our commitment to AD Ports Group’s robust Health, Safety and Environment (HSE) practices that have been cultivated from the highest industry standards.

“We have achieved this remarkable feat by promoting a safety culture across the organisation that comprises progressive HSE policy updates, regular audits, emergency drills, and regular in-house safety and training programmes to promote the wellbeing of our employees whilst maintaining a seamless supply chain network for our customers.”
SAFEEN Marine Services’ commitment to HSE has been celebrated by the industry’s most acclaimed awards and recognitions including the recent 2021 Stevie Business Awards. In addition, the company’s fleet of tugboats, speedboats, and vessels are revered as the most efficient and sophisticated units both regionally and globally, leveraging state-of-the-art technologies that keep energy consumption and emissions to a minimum.
Overseen by more than 200 high professional marine experts, SAFEEN Marine Services’ fleet is today one of the largest and most sophisticated fleets operating within the region, comprising tugboats, pilot and speed boats, maintenance vessels, landing craft and ferries.
Source: https://www.seanews.co.uk/shipping-news/safeen-marine-services-marks-5-million-man-hours-with-zero-lost-time-injuries-or-environmental-incidents/


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						The Vanuatu Maritime Safety Authority team has arrived at the site of a ship fire to investigate the cause of the blaze onboard the LC Western Star.


The LC Western Star caught fire during a trip to offload fuel at a depot in Wintua on the island of Malekula. Photo: Supplied

The authority’s commissioner, Less Napuati, said other relevant government institutions such as the environment department were due to fly to Malekula to assess the ship, and how it would affect the people and marine resources of the area.
Eight crew members fled the vessel on Wednesday and by early Thursday local time fire-fighters had extinguished the blaze.
One crew member was injured and flown to Luganville hospital.
The vessel’s trip was to offload fuel at the fuel depot stationed at Wintua. Benzine had been offloaded and the crew were in the process of offloading mazut when the unfortunate incident occurred.
Villagers near the scene are threatening to sue the fuel company and the ship owner if there is a fuel leak into the surrounding reefs.
Chief Alben Reuben, a former field worker from the Vanuatu Cultural Center, said there were taboo reefs in the area of Wintua and Lawa, where it was prohibited to fish and swim.
Reuben is from Lawa village, which is near Wintua in the west of Malekula Island.
He said only chiefs could swim in those areas after pig killing ceremonies to appoint a new chief or promote an existing one.
Reuben said if there was fuel leakage it would be catastrophic for the area’s marine resources and local traditions.
Source: https://www.rnz.co.nz/international/pacific-news/473131/vanuatu-cargo-ship-fire-safety-authority-investigating


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						Teams from Fugro and the Ocean Industries Concept Lab (OICL) at the Oslo School of Architecture and Design are working together on a research project exploring how best to harmonise maritime design by integrating standardised open-source elements into workplaces for remote operations.
Fugro and OICL have been exploring the application of user interface design elements from the open-source OpenBridge library for applications at sea and on land, to improve user experience when dealing with systems that require the integration of multiple types of hardware and software from different suppliers.
With the expanding pool of assets being utilised from Fugro’s remote operations centres this standardised interface will ensure consistency and promote safe and efficient operations, the partners note, enhancing training, removing the potential for error and enabling operators to perform successfully.
“The collaboration with Fugro has allowed us to accelerate the expansion of the OpenBridge platform to new maritime applications,” said OICL Professor Kjetil Nordby.
“In addition, we have a strategy of supporting all ocean industries’ workplaces at sea and on land, and direct collaboration with industry leaders such as Fugro helps us accelerate OpenBridge growth.”
Source: https://smartmaritimenetwork.com/2022/08/19/fugro-researches-open-source-standardised-design-for-remote-operations/


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						While inbound container growth appears to be flattening for now, the long-term outlook spells trouble for U.S. ports.
Liner industry veteran John McCown, founder of Blue Alpha Capital, is out with his July report on the top ten U.S. ports, showing another month of gains in July even as U.S. consumers’ pandemic-fueled spending is starting to cool.
McCown’s report shows the ten largest ports in the United States registered a 0.7% increase in inbound container volumes in July compared to the same month last year.
There’s been much debate about when the U.S. import growth would flatten or turn negative. The time appears to be now.

McCown’s report shows year over year gains have fallen considerably since last August following many months of double digit growth. This flattening was inevitable, considering ports are already operating at or near capacity. Looking towards the rest of the year, growth is expected to remain flat or likely turn negative during some months. This can be attributed to more difficult comparisons to last year and wider port congestion, McCown says in his report.
West to East Cargo Shift
Speaking of congestion, McCown points out that the situation has changed more in its composition rather than total impact. While West Coast ports, particularly in Southern California, have made some progress in reducing backlogs, congestion has spread elsewhere, with places like New York, Savannah and Houston seeing high numbers of ships waiting for berths. Even smaller ports are seeing record volumes.
According to McCown, the West Coast represented two-thirds of containerships waiting for berths in January, but it now represents less than on-third as congestion has shifted eastward as ports there struggle under the weight of heightened imports (and empties, in some cases).
McCown has been talking about this West to East cargo shift for months now. Shippers and ocean carriers facing long wait times on the West Coast have shifted cargoes and capacity to East and Gulf coast ports in hopes of finding greener pastures. Meanwhile, the possiblity of challenges resulting from ongoing labor talks between West Coast dockworkers represented by the ILWU and port employers has further contributed to this shift.
“This whack-a-mole effect where relief of waiting times on the West Coast resulting from deployment changes led to moving some of that congestion to East/Gulf Coast ports is yet another example of network effects within container shipping systems that have been evident throughout the pandemic,” McCown writes.
Long-Term Challenge
Bigger picture… the fact that containerships are now waiting on all three U.S. coasts, particulary now during a period a flat growth, is a “tangible reminder” that many U.S. ports are operating at or near capacity and not equipped to handle foreseable future growth.
Even if the compound annual growth rate (CAGR) for inbound containers comes in at a conservative 2.8%, as estimated by DNV (which is half of the 5.6% CAGR witnessed from 1995-2026), the number of inbound containers to U.S. ports will be twice as much in 25 years and four times as much in 50 years, according to McCown.
“The present U.S. port system is not in the position to accommodate the geometric growth in container volume that is on the foreseable horizon. To handle that growth, something more than just marginal improvements to capacity are needed,” McCown writes. “Among other things, new container terminals and even entirely new container ports will be needed to efficiently handle container volume over the ensuing decades. This will require significant infrastructure investment… Without meaningful steps taken, such disruption will be more episodic in the future as volume grows over time.”
According to McCown’s calculations, disruptions related to congestion is costing the U.S. economy $82 billion annually in additional container shipping costs, based on Q2 2022 numbers. While infrastructure investments may be costly, the cost of doing nothing is likely to be much, much greater.
Source: https://gcaptain.com/u-s-ports-see-another-month-of-gains-in-july-but-pandemic-fueled-growth-is-fading/


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						The Nation reported the arrest of a supertanker by the Central African country after it fled from the AKPO oilfield in Nigeria when its notorious activities were unveiled by the operatives belonging to the Nigerian Navy.
Confirming the arrest on Wednesday, Adedotun Ayo-Vaughan, the spokesperson of the Nigerian Navy, mentioned that the feat indicated renewed collaboration among the Gulf of Guinea nations.
Image for representation purpose only





Ayo-Vaughan confirmed that the supertanker with International Maritime Organization (IMO) reportedly raised a fake alarm that it had come under the attacks of pirates when ‘NNS GONGOLA’ ordered the vessel to head out for Bonny Fairway Buoy for extensive interrogation.




He said the regional centre for Maritime Security for West Africa (CRESMAO) in Abidjan also agreed that the vessel raised a fake alarm regarding an attempted boarding between 10 to 15 NM of Akpo oil field located in Nigeria to the Multinational Maritime Coordination Centre (MMCC), International Maritime Bureau (IMB), as well as other international platforms.
On 7 August this year, the Nigerian Navy personnel on a routine patrol reported the unexpected presence of the MT HEROIC IDUN at the Akpo Oil Field. The Very Large Crude Carrier (VLCC) is a 336-meter tanker that boasts a capacity of 299,995 MT. Its owner is Hunter Tankers AS. The vessel is reportedly domiciled in Scandinavia. However, Trafigura Maritime Logistics, located in the Netherlands, operates it.
Failing to share NNPC clearance papers for loading, MT HEROIC IDUN was prevented from proceeding by the Nigerian Navy Ship named GONGOLA.
The Captain of MT HEROIC IDUN revealed that the vessel’s agent commanded him, Messrs Inchcape Shipping, strictly not to follow any directives provided by the Nigerian Navy. The VLCC also resisted arrest when it was reportedly ordered by NNS GONGOLA to stop, and the supertanker escaped toward the Nigeria-Sao Tome and Principe Joint Development Zone Area.
Rear Admiral Istifanus Albarra, the Head of CRESMAO, also confirmed that the tanker captain refused to cooperate and altered the course toward Sao-Tome and Principe. Later on, he deliberately raised false alarms to the International Maritime Bureau (IMB) that she was under a pirate attack. The IMB broadcasted the information to relevant international stakeholders and authorities.
Per Ayo-Vaughan, the admiral observed that it is imperative that incidences of piracy reported by vessels must be crosschecked with authorities (especially the Yaounde Architecture) to authenticate the veracity or otherwise before the broadcast.
Ayo-Vaughan added that this is to prevent raising false alarms, particularly during this time when the maritime domain of the Gulf of Guinea has been recording a significant reduction in maritime incidences compared to what was happening two years back. IMB is implored to cancel the alert broadcast, coordinate with authorities, and put out the correct information.
As a demonstration and proof of renewed cooperation among Gulf of Guinea nations, the Nigerian Navy welcomed MT HEROIC IDUN’s arrest. The seizure was facilitated by the Equatorial-Guinean Navy on 12 August, just about four days after the supertanker mistakenly assumed that she had successfully evaded an arrest by the Nigerian Navy and raised a fake alarm of a robbery/pirate attack that did not happen in reality.
References: Business Day, The Cable


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Maritime Safety News Archives - Page 22 of 258 - SHIP IP LTD

LUMI and AI Firm Collaborate on Maritime Safety

Shipping industry to remove the Indian Ocean High Risk Area

Indian Ocean High Risk Designation to be Withdrawn at End of 2022

Indonesian Seafarers Celebrate Independence Day On FPSO Ship

`Data Standard Brings Enhanced Safety and Commercial Opportunities`

`SAFEEN Marine Services Marks 5 million Man-Hours with Zero Lost Time Injuries or Environmental Incidents`

`Vanuatu cargo ship fire: safety authority investigating`

`Fugro researches open-source standardised design for remote operations`

`U.S. Ports See Another Month of Gains in July, But Pandemic-Fueled Growth is Fading`

West to East Cargo Shift

Long-Term Challenge

`Motor Tanker Arrested By Equatorial Guinea Forces Owing To Alleged Crude Oil Theft In Nigeria`

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