An alarm buzzes. The marine analytics software at the onshore Maritime Enforcement Agency’s Command and Control (C2) Centre has detected some suspicious movement off the port of Singapore. An oil tanker has shifted its bearings significantly and is charting a course that departs from its historical routes.

Concurrently, the automated tracking system onboard a coast guard vessel alerts its crew to the oil tanker’s movement – it is on a collision path with a container ship. The system then transmits live footage of the situation on the ground to the C2 Centre.

With the help of such valuable information, authorities immediately intercept the oil tanker in this hypothetical scenario, thwarting an attack by terrorists.

Such access to real-time intelligence gathered by AI technologies is vital. Authorities are able to gain a clear overview of such maritime situations, enabling them to make informed and swift decisions.

This is a far-reaching update from rudimentary systems that rely largely on manual labour, as they tend to be inadequate due to the limited endurance and surveillance coverage of physical crews.

Compare this with traditional systems that relied largely on human efforts to identify such potentially catastrophic situations, and usually fell short, mainly due to human beings’ limited endurance and fallible nature.

The difference is automation, which is key to combating maritime security threats such as illegal fishing, drug trafficking, piracy and terrorism. The ability to analyse reams of data in real time is critical, especially in emergencies.

Helping the maritime community steer towards safer waters is our AGILTM Maritime Situational Awareness System (MSAS) that integrates surveillance information from both onshore and offshore assets to enhance security operations at the sea.

Eyes on the Sea

The first component of the MSAS is the Vessel Traffic Mobile Station (VTMoS), which integrates with a vessel’s existing navigation system. Once installed on either a manned or unmanned vessel, the VTMoS transforms the vessel into a mobile surveillance centre, serving as “eyes” on the sea.

The enhanced surveillance coverage is attributed to the system’s Radar Extractor and Tracker technology, which augments the vessel’s navigational radar with the detection capabilities equivalent to a high-performance surveillance radar. As a result, even smaller targets that usually escape notice, such as rubber boats commonly used in illegal operations, can now be detected.

These mobile centres extend the surveillance coverage beyond the range of coastal radars, and the coverage can be easily scaled by increasing one’s fleet size.

Further boosting the surveillance capabilities, the system’s AI software offers a ‘Track Behavioural Analysis function, which uses algorithms to detect unusual and suspicious vessel movements.

For instance, loitering, shadowing of another vessel, sudden changes in a vessel’s speed and direction, and collision courses are anomalous movements that indicate a potential security threat and trigger alarms.

These unusual behaviours are reported back to the C2 Centre through the Mission Handling Module, which streams live footage through the vessel’s in-built electro-optical camera. Should further investigation be needed, the vessel’s camera functions can be controlled directly from the C2 Centre.

In ensuring efficient operational communication between sea and shore, the VTMoS’ C2 and e-Navigation ready Module offers a one-stop platform – the navigation officer can transmit on-site intelligence to and receive instructions from the C2 Centre simultaneously. This eliminates the hassle of switching between different module stations and also saves space, which is especially important for small vessels.

With intelligence sharing also comes the need for reliable telecommunication linkages. The VTMoS’s Intelligent Datalink Switching feature automatically selects appropriate data transfer media based on the available operating network. It keeps operating costs low while providing real-time status on network availability.

Smarter Surveillance, Safer Seas

Besides offshore assets that provide valuable intelligence, onshore assets at the C2 Centre also strengthen maritime security and surveillance through the use of maritime analytics.

The onshore C2 Centre is equipped with the Vessel Traffic Management System (VTMS), an in-house vessel tracking system with embedded data analytics that serves as its brain. The system comes with a robust algorithm that has undergone rigorous testing in the busy maritime ports of Singapore and Hong Kong.

The VTMS has an Anomaly Detection and Sense-making Engine that uses data analytics to identify abnormal behaviour of vessels based on maritime rules. Each rule is assigned a score. If a vessel flouts the rules and its aggregate score exceeds a threshold, the authorities will be notified.

Anomaly identification is further reinforced by the VTMS’s Geospatial Pattern Discovery Engine. It compiles a vessel’s historical geospatial data and should it veer off its usual routes, the system will notify the C2 Centre.

Another capability of the VTMS is the Entity Network Analysis. Using big data, the C2 Centre can pinpoint vessels related to blacklisted / watchlist entities even before they enter the point of destination. This gives authorities early insights on the vessels to undergo strict investigation when they arrive.

MSAS is the game changer when it comes to maritime surveillance – advancing with intelligent solutions and analytics technologies to help security agencies make faster and better decisions, paving the way for safer waters – and a safer world.

To find out more, do visit our webpage (https://www.stengg.com/en/products-solutions/maritime-safety-security) for more information.

Maritime Situational Awareness System (MSAS) developed by ST Engineering has been shortlisted as one of the top 5 nominees for the 2020 SAFETY4SEA Awards. The SAFETY4SEA Technology Award is to be awarded to any organization that provided a significant technological achievement or breakthrough or significant contribution in any aspect of maritime safety activity.

Source: ST Engineering

Ship safety is improving, with total loss incidents in a slow but steady decline between 2015 and 2019, according to the inaugural State of Maritime Safety report published by IHS Markit. However, attention must remain on investment in safety amid global market volatility, the report argues.

IHS Markit have officially launched this year’s edition, the State of Maritime Safety 2020 report, which is currently available.

The annual State of Maritime Safety report, sponsored by classification society DNV GL, provides IHS Markit data-led insights and analysis of vessel casualties and total losses, crew fatalities, inspection and detention regimes, and expert maritime industry opinion.

The free report shows that total loss incidents have fallen downwards between 2015 and 2019, accounting for just 0.09% of the world fleet vessel count in 2019, when compared with 0.16% in 2015.

Despite media coverage suggesting there has been a stark rise in the number of total losses due to fire/explosion, IHS Markit Maritime & Trade data shows that the number of losses have remained largely consistent, with a mean average of 30.2 vessels a year.

However, the size of vessels lost to fires and explosions is slowly growing: 196,836 gt in 2019, compared with 156,287 gt in 2015. The uptick of incidents involving larger vessels does raise concerns over the effectiveness of fire-detection and prevention systems available on board.

The report also finds that total losses between 2015 and 2019 have largely occurred after vessels foundered [ships that sank as a result of heavy weather, springing of leaks, or breaking in two], or were wrecked or stranded. Of the former, 301 vessels were recorded, while the latter registered 177 wrecked or stranded ships. The rise in extreme weather events and low investment in repair and upkeep of machinery and hull damage (the top cause of ship accidents), following the 2008 and 2016 economic downturns, are allowing preventable incidents to turn into tragedies, according to the report.

Knut Ørbeck-Nilssen, CEO of the State of Maritime Safety report’s sponsor, classification society DNV GL, said that shipping must continue to work on and invest in improving safety, even in the toughest of times.

“In times of crisis, it’s important to focus on the basics. For DNV GL as a classification society – this will always be safety. The IHS Markit report shows that shipping is continuing to make progress, slowly but surely reducing the numbers of cases. However, new technologies, operational methods, and risks will require us to keep our focus if we want to continue building on these positive trends. Because safety is at the core of the maritime industry, it is the promise we make to the world, to bring people and goods together – and to do it safely.”

The State of Maritime Safety report also highlights the number of crew members who have lost their lives in shipping incidents within these past five years. Last year alone, 165 seafarers were recorded as killed while 125 were listed as missing.

“It is important that with this report we showed the human lives behind the statistics,” said senior editor Tanya Blake. “When accidents occur, it is not just seafarers that are impacted, but the lives of their families and loved ones too. This alone gives us a moral obligation to continue to raise standards in maritime and ensure the least lives possible are lost.”

Brought to you by the team behind Safety at Sea magazine, the world’s only dedicated monthly maritime safety magazine, the report offers insight into contemporary risks and concerns and highlights problem areas that need more attention and safety solutions from the maritime industry.

Source: safetyatsea

Maritime cybersecurity is more important than ever, as made clear during an international webinar chaired Wednesday by the United States, the Netherlands and Denmark.

The webinar was a continuation of the maritime cybersecurity event in the margins of the One Conference in The Hague in October 2019.

Andreas Nordseth, Director General of the Danish Maritime Authority, said, “The technological developments hold great potential for improving the maritime sector even more, and ensuring the necessary digital and green transformation.”

However, when new technologies and digital solutions are introduced, the risk increases that cyber attacks can take place on board ships and in ports.

Cyber attacks on the maritime industry’s operational technology (OT) systems have increased by 900% over the last three years with the number of reported incidents set to reach record volumes by year end, according to cybersecurity specialist Naval Dome.

In the past few weeks alone, container shipping company CMA CGM and the International Maritime Organization (IMO) have been hit by separate cyber attacks.

“Denmark view cyber threats on the same level as any other maritime safety and security related risk. An important part of finding solutions to the cyber vulnerabilities is by engaging in international collaboration and exchanging knowledge with other strong maritime nations,” Nordseth said.

Besides maritime experts from the U.S., the Netherlands and Denmark, participants from Canada, the U.K., Australia, Singapore, Israel, Germany, France and Belgium joined the discussions at today’s webinar as the fight against cyber pirates continues.

The U.S., the Netherlands and Denmark, will continue the international cooperation on maritime cyber security matters in 2021, and seek to expand participation with even more likeminded maritime nations.

Source: marinelink

The Maritime Union is backing a health and safety review at Ports of Auckland.

The inquiry was announced on 14 September by Auckland Mayor Phil Goff after the death of a stevedore working as a lasher aboard a ship at the port on 30 August.

Maritime Union National Secretary Joe Fleetwood says the Union has repeatedly called for a review of safety practices at all ports in New Zealand.

He welcomed the announcement by the Mayor and the interest from the Minister of Transport Phil Twyford in the issue.

“It’s very sad another worker had to die before this much needed review of the industry was announced.”

Mr Fleetwood says the health and safety culture is a national issue at ports, not just at Auckland.

“When you combine long hours, night shifts and relentless pressure for productivity, then the result is workers being killed and injured on the job.”

Mr Fleetwood says the Union has always maintained that owners of ports have the responsibility to ensure the wellbeing of all port workers.

Deaths and injuries on the waterfront have often occurred with privately operating stevedores who work at ports, he says.

He says port owners should not be able to pass off responsibility for health and safety behind third party operators supplying services in ports.

Mr Fleetwood says maritime and waterfront safety regulators Maritime New Zealand and Worksafe have to do their job and impose workable regulations for the waterfront that all port and stevedore companies must abide by.

“There needs to be one enforceable standard for all ports and all operators. How many workers need to die before this happens?”

Mr Fleetwood says that for every death or injury, there are several more near misses, many of which he believes are not reported.

“We would like to see corporate manslaughter laws to be set at a level that acts as a deterrent. Kill a worker, go to jail.”

He says the Maritime Union would be happy to share its expertise with any official investigators.

The Ports of Auckland is 100% owned by Auckland Council.

© Scoop Media

Transport Malta issued the report of its investigation of the 4 September 2019 collision of the laden tanker Kanala and the Chinese fishing vessel Liaodanyu 23626 on the Bohai Sea off the Chinese coast. As the two vessels were about to pass, the fishing vessel crossed the tanker’s bow with its trawling gear trailing behind. The trawling gear was snagged by the tanker, resulting in the foundering of the fishing vessel and the loss of one person on board.

Background info

On 04 September 2019, the managers of MT Kanala notified the Marine Safety Investigation Unit (MSIU) that Kanala had been in a collision with a fishing vessel in position 39° 02ʹ N 120° 49ʹ E (Bohai Sea, China). Kanala, laden with a full cargo of gasoline was en route to Sakai, Japan. Following the collision, the Maritime Safety Administration (MSA) of the People’s Republic of China instructed the master to alter course and anchor at Laotieshan Anchorage, China in order to carry out an investigation.

Preliminary information indicated that FV Liaodanyu 23626 was engaged in pair trawling with sister FV Liaodanyu 23625. Both fishing vessels were making way at three knots. Just before the collision, FV Liaodanyu 23625 cast off the trawling gear. Following a thorough review of the evidence submitted to the MSIU, the safety investigation established that when Kanala was about to pass the fishing vessels, FV Liaodanyu 23626 crossed the bow with the trawling gear trailing behind her. Kanala snagged the trailing gear which resulted in the fishing vessel foundering with the loss of one person on board.

Click below to download the Malta Marine Safety Investigation report

Source: Transport Malta

The world’s first in-water remote ship surveys using a remotely operated vehicle have been completed by leading classification society, DNV GL.

In-water bottom surveys using ROVs have now been carried out on three separate Wilson ASA-managed vessels with the first having been completed on the Wilson Fedje in December 2019 by a surveyor from Høvik. As with the two previous surveys, it was conducted in collaboration with VUVI AS, a Norwegian inspection company certified by DNV GL to perform underwater inspections for ships and offshore platforms using ROVs.

“We are delighted to have collaborated with VUVI and Wilson ASA to deliver this exciting new approach to remote surveys,” said Knut Ørbeck-Nilssen, CEO of DNV GL – Maritime. “DNV GL has been carrying out remote surveys since 2018, so this service is an extension of a broad suite of remote services that are already available.”

Ørbeck-Nilssen added: “Naturally, the pandemic has pushed us to scale up the intensity of remote service delivery and we are fortunate that our longstanding commitment to digital advancement has meant we are well positioned to respond to the needs of our customers during this difficult time.”

Survey planning and review of hull drawings were completed the day prior to the survey, thereby optimizing the degree of survey assurance. During the inspection, the surveyor used VUVI’s sonar technology to scan the vessel’s bottom in order to locate the hull equipment, such as echo sounder sensors; speed log sensors and sea chests, while simultaneously assessing the general condition of the hull.

Seamless connectivity was ensured throughout the survey thanks to the use of a powerful router. The in-water survey was concluded in a similar timeframe to traditional surveys, i.e. two-and-a-half hours, achieving the same level of assurance as an in-person survey. DNV GL’s digital industry platform Veracity was used by VUVI AS, DNV GL and Wilson ASA to ensure secure data transfer when saving and sharing the video stream from the remote survey.

“Working in a modern world, with technologies allowing us carry out a bottom-survey without deviation or off-hire, we are really enabling a huge potential for efficiency and environmentally friendly solutions,” said Thorbjørn Dalsøren, General Director of Wilson Ship Management. “We trust this will be adapted to several more of our operations, taking advantage of digital solutions.”

“VUVI AS has since the company was founded in 2013 focused on in-water survey of vessels as one of the company’s core services,” said VUVI CEO, Frode Rødølen. “We became DNV GL certified to perform in-water inspections in 2017, and re-audited earlier this year. We are proud to have become a trusted partner by DNV GL to perform inspections with our ROV teams, and we are inspired by the fact the we contribute in the shaping of the inspection-services for the future,” continued Mr. Rødølen.

Statutory and class regulations require two bottom surveys of a vessel within a five-year period, with an interval of less than 36 months in between. The certification of VUVI AS was conducted in accordance with Class Programme DNV GL-CP0484 for in-water inspections.

DNV GL has recorded a 33% uplift in the weekly number of remote surveys conducted compared to pre-pandemic levels. In total, DNV GL has now conducted an estimated 17,400 remote surveys worldwide since 2018 with on average 300 remote surveys being carried out every week.

Source: oilandgasadvancement

The Gulf Livestock 1 went down with a crew of 43 and nearly 6000 cattle.

Two New Zealand stock handlers, Scott Harris and Lochie Bellerby were on board.

Nelson maritime lawyer Peter Dawson said the ship was insured through the P&I Club, one of the largest mutual marine indemnity organisations.

”There’s provision for the payment out to crew who suffer injury or in this case have passed away, so yes there are pathways to claim,” Dawson said.

It would first need to be established whether the shipping company or the stock exporter employed the crew members working with the stock.

Any investigation into the sinking of the ship in the East China Sea would be carried out by Panama, the country where the Jordanian-owned ship was registered.

The Panama Maritime Authority would look at what went wrong and why, Dawson said.

”Its maintenance history, its maintenance records, whether there were issues with the main engine to start with before she commenced the trip. All of that will come into view when they do their investigation and at some point they will produce a report as to what in their view was the cause of the loss.”

Dawson said because Panama had a lot of ships sailing under its flag, it had experience in investigating accidents.

”Just how good or bad they are, I can’t really comment.”

Maritime New Zealand (MNZ) confirmed the investigation was the responsibility of Panama.

”As the search and rescue operation has now been suspended, we expect the focus of efforts will move to understanding the causes of the incident.

“Under international conventions, the Flag State for the vessel involved (the place where the ship is registered) – in this case Panama – has a responsibility to investigate the incident in accordance with established international procedures (known as the Casualty Code).”

MNZ said New Zealand had a strong interest in this incident, and it had contacted Panamanian authorities to express its interest in the matter so it could provide any support that may be required.

The vessel, which is a converted container ship, was built in 2002.

Dawson described the vessel as being in-class, which meant survey and maintenance was regulated by international class societies, which oversee the safety and condition of vessels.

He said in the case of the Gulf Livestock 1 it was a French company called Bureau Veritas.

Dawson said on some recent trips the Gulf Livestock 1 has had some deficiencies recorded against it.

”One was in respect of a satellite-based mapping system and one around voyage planning, which suggests to me the skipper of the vessel hadn’t been filing voyage plans properly before arriving in Australia.”

Dawson said going further back there were deficiencies recorded in Indonesia around emergency systems, propulsions systems around the main engine in particular and passage planning.

”It seems to me under the current owners the vessel has come to the attention of authorities before its arrival in New Zealand.”

He was surprised the ship continued on its voyage knowing a typhoon was heading its way.

”It seems odd to the that the skipper persisted in the track that he took.

”On looking at the marine tracking system, the only vessel that entered into that particular quadrant of the storm was this vessel when all other vessels were dodging or sheltering elsewhere.”

Dawson said ship captains were under significant pressure to meet deadlines.

”I am picking this particular captain had additional pressures to keep the stock fed and watered and in good condition and I wouldn’t be surprised if that was why he persisted with going through the storm.”

Dawson said looking at the tracking of the ship overlaid with the prevailing weather at the time would mean the vessel would roll alarmingly.

Source: rnz.co.nz

Families of the missing crew on the sunk Gulf Livestock 1 have urged authorities to resume their search and rescue operations.

The Gulf Navigation ship sunk in a typhoon eight days ago off southern Japan. Japanese authorities yesterday called off the official search mission, having managed to find two survivors and one dead crewmember. 40 men remain unaccounted for.

Families of the missing are holding on to the fact that four liferafts and one lifeboat remain missing, and the area where the ship went down is dotted with many uninhabited islands.

“In the whole search area after picking up two survivors and another Filipino who has since died, we expect to either find bodies or other debris that would indicate where the other survivors were, and there’s been nothing,” Guy Lockerbie, the father of one of the missing New Zealand crew, told Checkpoint, a drive-time show on Radio New Zealand.

The Gulf Livestock 1 started its trading career as a 630 teu containership in 2002 before being converted to carry animals 10 years later. The sunken ship had a chequered past. European shipping database Equasis lists 25 port state control deficiencies in 2019 and 2020 alone, including a number relating to the main engine. In July last year the ship drifted for a day undergoing repairs following an engine failure.

Source: splash247