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The board members for the ISAC include the Alabama State Port Authority, Greater Lafourche Port Commission (Port Fourchon), Jacksonville Port Authority (Jaxport), Port of New Orleans, Port of San Diego, Port Vancouver USA, and six other maritime critical infrastructure stakeholders.

David Cordell, cio for the Port of New Orleans, offers, “By correlating cybersecurity information across MTS critical stakeholders, the ISAC provides all of us with the early warning needed to protect our individual organizations from incidents. We see value from our participation in the MTS-ISAC that we could not obtain elsewhere.”

Christy Coffey, MTS-ISAC vp of operations, said: “Response to the MTS-ISAC has been phenomenal. Strong leadership from our board and executive team, early adopter sharing of suspicious and malicious activity targeting their organizations, and quality partnerships have led to an extraordinarily successful launch.”

The Department of Homeland Security recognises the Maritime Transportation System (MTS) as one of the seven critical subsectors within the Transportation System Sector. The American Association of Port Authorities believes the MTS is worthy of cybersecurity protection.

The MTS-ISAC serves as a centralised point of coordination between the private and public sector to share timely and actionable cyber threat information between trusted stakeholders. Information sharing and analysis efforts focus on threats to both information technology (IT) and operational technology (OT) systems that stakeholders can use to prevent and/or minimize potential cyber incidents.

The MTS-ISAC’s services assist MTS critical infrastructure stakeholders with understanding and addressing cyber risk areas that are outlined in the 2021 IMO requirements and the recently released US Coast Guard Navigation and Vessel Inspection Circular (NVIC) 01-20, “Guidelines for Addressing Cyber Risks at Maritime Transportation Security Act (MTSA) Regulated Facilities”.

Source: https://www.seatrade-maritime.com/ports-logistics/us-ports-and-infrastructure-providers-come-together-cyber-security


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A reminder that accurate AIS data entry and display is essential to safe navigation has been issued by the USCG as Marine Safety Alert 04-20 following a collision on the Mississippi River.

The incident serves as an important reminder that accurate AIS data entry and display is essential to safe navigation as one of the many important tools used in providing vessel operators with a clear picture of potential upcoming vessel passing situations, especially on waterways with bends, bridges, or other visual obstructions. Although the investigation into this casualty is not yet complete, the following information is provided to alert owners and operators of the hazards created by inaccurate AIS data, and prompt them to review and update their procedures to prevent similar casualties from occurring.

Before sunrise, two towing vessels were approaching a bend on the Mississippi River. Neither vessel was broadcasting the total length overall of their tow to other AIS users. The first vessel’s AIS broadcast showed its length at 72 feet, but the overall length of the vessel and its two-barge tow was 672 feet. The second vessel’s AIS broadcast showed the length at 200 feet, but the overall length of the vessel and its 40-barge tow was 1,600 feet. Without the information regarding the total length of the other vessel and its tow, the operators did not have a full understanding of the pending passing situation. As the vessels rounded the bend and completed their turns, they collided, causing the down bound towing vessel to capsize and sink with several fatalities.

The USCG says AIS is a valuable tool which broadcasts critical vessel information to other vessels on the waterways. However, proper function of the AIS is dependent on accurate vessel data entry, including entering the proper ship type code and the full length of a vessel and its tow. The accurate display of a vessel’s full length becomes particularly important in situations that prevent vessels from seeing each other until they are in very close proximity.

The AIS carriage and operating requirements are found in Title 33 Code of Federal Regulations 164.46, which includes a requirement for the accurate input and upkeep of all AIS data fields. The Coast Guard Navigation Center has produced the AIS Encoding Guide, which provides instructions on how to populate all data fields in AIS, including steps to report the total length of the vessel and the vessel’s tow.

The Coast Guard strongly recommends that vessel Owners and Operators:

Use the AIS Encoding Guide to ensure that accurate and up to date information is entered into the AIS, including, but not limited to, the overall dimensions of the vessel and its tow.

For vessels towing ahead or alongside, use Ship Type 57 (not Ship Type 31) within the static data fields in order to broadcast the overall dimensions of the vessel and its tow.

Ensure towing vessel personnel responsible for navigational duties have the appropriate training and resources in order to update AIS data when tow sizes change.

Investigations and inspection personnel are encouraged to maintain an acute awareness of AIS data issues while investigating marine casualties, and initiate corrective actions as needed.

Source:
https://shipinsight.com/articles/uscg-issues-ais-safety-warning-for-towing-vessels


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USCG

USCG The Coast Guard District 8 Outer Continental Shelf Officer in Charge, Marine Inspections recently released two Marine Safety Information Bulletins regarding marine casualty reporting and the requirements for installed data plates on lifesaving appliances.

• MSIB 19-01 updates marine casualty reporting guidance and procedures for OCS units operating within the Gulf of Mexico. Compliance with MSIB 19-01 will ensure timely initial notifications to the appropriate Coast Guard unit.
• MSIB 19-02 reiterates that data plates are required for lifesaving appliances, as outlined in MSIB 17-02. To allow the offshore industry time to verify compliance, deficiencies will not be written until July 1, 2019.

source read full article click here


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USCG NOAD Schema

As part of ongoing efforts to enhance maritime domain awareness, we continue to improve handling of essential data contained within Notices of Arrival and Departure (NOAD). On Tuesday, 13 November 2018, an updated NOAD schema, versioned 3.6, will be released and will contain various schema improvements, updates to our ports list and retirement of the NVMC workbook as a means of submission for Outer Continental Shelf (OCS) NOAs.

Please note that while every effort is being made to ensure all information is accurate as of this posting, there exists the possibility for additional changes as needed or at the direction of the program office. Any such changes or additions will be made available as soon as they are provided to or identified by the NOAD team.

Schema Change Details

Standard Schema Update Changes

  • NOTICE/NOTICE_DETAILS/VERSION will be “3.6”

Element Case Name Changes

  • NOTICE/Source changes to NOTICE/SOURCE
  • NOTICE/Source/Organization_Name changes to NOTICE/SOURCE/ORGANIZATION_NAME
  • NOTICE/Source/Software_Application_Name changes to NOTICE/SOURCE/SOFTWARE_APPLICATION_NAME
  • NOTICE/Source/Software_Application_Version changes to NOTICE/SOURCE/SOFTWARE_APPLICATION_VERSION
  • NOTICE/Source/Contact changes to NOTICE/SOURCE/CONTACT
  • NOTICE/Expansion changes to NOTICE/EXPANSION
  • NOTICE/Expansion/Data_Field changes to NOTICE/EXPANSION/DATA_FIELD
  • NOTICE/Expansion/Data_Field/Name changes to NOTICE/EXPANSION/DATA_FIELD/NAME
  • NOTICE/Expansion/Data_Field/Data_Type changes to NOTICE/EXPANSION/DATA_FIELD/DATA_TYPE
  • NOTICE/Expansion/Data_Field/Data_Content changes to NOTICE/EXPANSION/DATA_FIELD/DATA_CONTENT

Element Removals

  • NOTICE/VESSEL/ISM_CODE element is being removed

Element Relocations

  • The element NOTICE/CREW_LIST/CREW/LONGSHOREMAN_WORK_DECLARATION, which currently appears at the end of the CREW section is being relocated to be the SECOND element in the CREW section. This will place it between NOTICE/CREW_LIST/CREW/POSITION and NOTICE/CREW_LIST/CREW/LAST_NAME

Addition of String Length Limitations

  • NOTICE/VOYAGE/VOYAGE_TYPE will have a maximum length restriction of 100 characters added
  • NOTICE/VESSEL/ID_TYPE will have a maximum length restriction of 50 characters added
  • NOTICE/VESSEL/CLASS will have a maximum length restriction of 100 characters added
  • NOTICE/VESSEL/TYPE will have a maximum length restriction of 100 characters added
  • NOTICE/VESSEL/SUBTYPE will have a maximum length restriction of 100 characters added
  • NOTICE/VESSEL/FLAG will have a maximum length restriction of 255 characters added
  • NOTICE/VESSEL/FLAG_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/VESSEL/CLASS_SOCIETY will have a maximum length restriction of 100 characters added
  • NOTICE/VESSEL/COMP_CERT/AGENCY will have a maximum length restriction of 100 characters added
  • NOTICE/VESSEL/SFTYMGMT_CERT/AGENCY will have a maximum length restriction of 100 characters added
  • NOTICE/VESSEL/ISSC/ISSC_TYPE will have a maximum length restriction of 30 characters added
  • NOTICE/VESSEL/ISSC/INTERIM_ISSC will have a maximum length restriction of 35 characters added
  • NOTICE/VESSEL/ISSC/RSO will have a maximum length restriction of 255 characters added
  • NOTICE/VESSEL/OCE will have a maximum length restriction of 30 characters added
  • NOTICE/ARRIVE_DEPART/ARRIVE/PORT_OR_PLACE will have a maximum length restriction of 150 characters added
  • NOTICE/ARRIVE_DEPART/ARRIVE/STATE will have a maximum length restriction of 50 characters added
  • NOTICE/ARRIVE_DEPART/DEPART/PORT_OR_PLACE will have a maximum length restriction of 150 characters added
  • NOTICE/ARRIVE_DEPART/DEPART/STATE will have a maximum length restriction of 50 characters added
  • NOTICE/ARRIVE_DEPART/NEXT_PORT/NEXT_PORT_COUNTRY will have a maximum length restriction of 255 characters added
  • NOTICE/ARRIVE_DEPART/NEXT_PORT/NEXT_PORT_COUNTRY_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/ARRIVE_DEPART/NEXT_PORT/NEXT_PORT_STATE will have a maximum length restriction of 50 characters added
  • NOTICE/ARRIVE_DEPART/NEXT_PORT/NEXT_PORT_NAME will have a maximum length restriction of 150 characters added
  • NOTICE/ARRIVE_DEPART/NEXT_PORT/NEXT_PORT_CODE will have a maximum length restriction of 5 characters added
  • NOTICE/ARRIVE_DEPART/LAST_PORT/LAST_PORT_COUNTRY will have a maximum length restriction of 255 characters added
  • NOTICE/ARRIVE_DEPART/LAST_PORT/LAST_PORT_COUNTRY_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/ARRIVE_DEPART/LAST_PORT/LAST_PORT_STATE will have a maximum length restriction of 50 characters added
  • NOTICE/ARRIVE_DEPART/LAST_PORT/LAST_PORT_NAME will have a maximum length restriction of 150 characters added
  • NOTICE/ARRIVE_DEPART/LAST_PORT/LAST_PORT_CODE will have a maximum length restriction of 5 characters added
  • NOTICE/CDC_LIST/CDC/DESTINATION_COUNTRY will have a maximum length restriction of 255 characters added
  • NOTICE/CDC_LIST/CDC/DESTINATION_COUNTRY_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/CDC_LIST/CDC/DESTINATION_STATE will have a maximum length restriction of 50 characters added
  • NOTICE/CDC_LIST/CDC/DESTINATION_PORT_NAME will have a maximum length restriction of 150 characters added
  • NOTICE/CDC_LIST/CDC/DESTINATION_PORT_CODE will have a maximum length restriction of 5 characters added
  • NOTICE/PREVIOUS_FOREIGN_PORT_LIST/PREVIOUS_FOREIGN_PORT/PREVIOUS_COUNTRY will have a maximum length restriction of 255 characters added
  • NOTICE/PREVIOUS_FOREIGN_PORT_LIST/PREVIOUS_FOREIGN_PORT/PREVIOUS_COUNTRY_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/PREVIOUS_FOREIGN_PORT_LIST/PREVIOUS_FOREIGN_PORT/PREVIOUS_PORT_NAME will have a maximum length restriction of 150 characters added
  • NOTICE/PREVIOUS_FOREIGN_PORT_LIST/PREVIOUS_FOREIGN_PORT/PREVIOUS_PORT_CODE will have a maximum length restriction of 5 characters added
  • NOTICE/CREW_LIST/CREW/POSITION will have a maximum length restriction of 50 characters added
  • NOTICE/CREW_LIST/CREW/NATIONALITY will have a maximum length restriction of 255 characters added
  • NOTICE/CREW_LIST/CREW/NATIONALITY_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/CREW_LIST/CREW/COUNTRY_RESIDENCE will have a maximum length restriction of 255 characters added
  • NOTICE/CREW_LIST/CREW/COUNTRY_RESIDENCE_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/CREW_LIST/CREW/ID_TYPE will have a maximum length restriction of 100 characters added
  • NOTICE/CREW_LIST/CREW/ID_COUNTRY will have a maximum length restriction of 255 characters added
  • NOTICE/CREW_LIST/CREW/ID_COUNTRY_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/CREW_LIST/CREW/EMBARK_COUNTRY will have a maximum length restriction of 255 characters added
  • NOTICE/CREW_LIST/CREW/EMBARK_COUNTRY_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/CREW_LIST/CREW/EMBARK_STATE will have a maximum length restriction of 50 characters added
  • NOTICE/CREW_LIST/CREW/EMBARK_PORT_NAME will have a maximum length restriction of 150 characters added
  • NOTICE/CREW_LIST/CREW/EMBARK_PORT_CODE will have a maximum length restriction of 5 characters added
  • NOTICE/CREW_LIST/CREW/DEBARK_COUNTRY will have a maximum length restriction of 255 characters added
  • NOTICE/CREW_LIST/CREW/DEBARK_COUNTRY_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/CREW_LIST/CREW/DEBARK_STATE will have a maximum length restriction of 50 characters added
  • NOTICE/CREW_LIST/CREW/DEBARK_PORT_NAME will have a maximum length restriction of 150 characters added
  • NOTICE/CREW_LIST/CREW/DEBARK_PORT_CODE will have a maximum length restriction of 5 characters added
  • NOTICE/NONCREW_LIST/NONCREW/NATIONALITY will have a maximum length restriction of 255 characters added
  • NOTICE/NONCREW_LIST/NONCREW/NATIONALITY_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/NONCREW_LIST/NONCREW/COUNTRY_RESIDENCE will have a maximum length restriction of 255 characters added
  • NOTICE/NONCREW_LIST/NONCREW/COUNTRY_RESIDENCE_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/NONCREW_LIST/NONCREW/ID_TYPE will have a maximum length restriction of 100 characters added
  • NOTICE/NONCREW_LIST/NONCREW/ID_COUNTRY will have a maximum length restriction of 255 characters added
  • NOTICE/NONCREW_LIST/NONCREW/ID_COUNTRY_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/NONCREW_LIST/NONCREW/EMBARK_COUNTRY will have a maximum length restriction of 255 characters added
  • NOTICE/NONCREW_LIST/NONCREW/EMBARK_COUNTRY_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/NONCREW_LIST/NONCREW/EMBARK_STATE will have a maximum length restriction of 50 characters added
  • NOTICE/NONCREW_LIST/NONCREW/EMBARK_PORT_NAME will have a maximum length restriction of 150 characters added
  • NOTICE/NONCREW_LIST/NONCREW/EMBARK_PORT_CODE will have a maximum length restriction of 5 characters added
  • NOTICE/NONCREW_LIST/NONCREW/DEBARK_COUNTRY will have a maximum length restriction of 255 characters added
  • NOTICE/NONCREW_LIST/NONCREW/DEBARK_COUNTRY_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/NONCREW_LIST/NONCREW/DEBARK_STATE will have a maximum length restriction of 50 characters added
  • NOTICE/NONCREW_LIST/NONCREW/DEBARK_PORT_NAME will have a maximum length restriction of 150 characters added
  • NOTICE/NONCREW_LIST/NONCREW/DEBARK_PORT_CODE will have a maximum length restriction of 5 characters added
  • NOTICE/NONCREW_LIST/NONCREW/SECONDARY_ID_TYPE will have a maximum length restriction of 100 characters added
  • NOTICE/NONCREW_LIST/NONCREW/SECONDARY_ID_COUNTRY will have a maximum length restriction of 255 characters added
  • NOTICE/NONCREW_LIST/NONCREW/SECONDARY_ID_COUNTRY_CODE will have a maximum length restriction of 2 characters added

 

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Notice of Arrival/Departure (NOAD)

NEW NOAD WORKBOOK VERSIONS RELEASED 12TH JUNE 2018
NOAD WORKBOOK VERSION 7.5.1
and
OUTER CONTINENTAL SHELF (OCS) VERSION 1.5.1

 

Overview:
The United States Coast Guard (USCG) at Title 33 Part 160 of the U.S. Code of Federal Regulations
requires that ships arriving to and departing from a port (or OCS) in the United States file a NOA/D with
the NVMC. There are three methods available for filing NOA/D, which are:

1. Emailed submission of either of the latest two published NVMC Workbooks located at
www.nvmc.uscg.gov under the Downloads Tab and sent to enoad@nvmc.uscg.gov .

2. Via the NVMC eNOAD website.

3. Via Third-party application submissions conforming to standards found at www.nvmc.uscg.gov under the Developer Tab and sent to enoad@nvmc.uscg.gov. This option pertains to XML submissions made by means of third party software.

Current NOA/D Workbooks:

The current new versions of the workbook may be downloaded via the USCG’s NVMC website:
www.nvmc.uscg.gov where you can click the “Downloads” button followed by the “NOAD Workbook”
button on the left side of the page.

There are two new versions of Workbooks, as follows:

1. For ships arriving or departing US Ports: Version 7.5.1dated 12th June 2018

2. For ships operating in the US OCS – Oil and Gas Fields: Version 1.5.1 dated 12th June 2018

 

The official NVMC XLS workbook for submitting a Notice of Arrival/Departure (NOAD). This updated workbook contains corrections for port lists not populating when the country of Georgia is selected. It is requested that the worksheets/workbook are completed electronically and sent via email or imported into the eNOAD Web Application. Alteration of the official workbook will result in significant delays in processing.

 

SOURCE DOWNLOAD NEW WORKBOOKS


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USCG – Marine Safety Alert, The Office of Investigations and Casualty Analysis issued Marine Safety Alert 05-18, “Seeking What You Don’t Know May Reduce your Risks: Consider implementing an internal reporting system,” to remind owners and operators of all commercial vessels of the importance of developing and maintaining organizational-wide internal reporting systems.

The purpose of such a reporting system is to allow vessel employees at any level to anonymously report, when desired, issues related to vessel material safety, operational safety, and environmental compliance. The reporting systems must operate with a non-retaliation policy, which explains that the organization will not retaliate against any employee who, in good faith, reports a potential violation. Reporting policy should dictate that all company officials know that any attempt at retaliation against an employee who uses the reporting system or engages in any kind of whistleblowing would result in immediate disciplinary action. Without such a policy, employees and others will likely be hesitant to report potential problems internally. This non-retaliation policy is critical if your reporting system is to be effective.

Organizational reporting systems are managed internally or by a third party. They may use email, web based, telephone hotline and other reporting methods or combinations thereof to facilitate submission of reports from a vessel or fleet. Essential to the success of such systems is employee training on the hotline process; what happens after the complaint; retaliation and its handling; when to use the hotline; and types of issues to report. Senior vessel personnel and shore side managers have to be trained on handling reports raised directly to them and on the prohibition against retaliation.

Occasionally, such reporting systems fail and are underutilized. Reasons for why such system fail are associated with the following:

• Employee lack of awareness of the resource or how to contact it
• Fear of reprisal if they use it
• A lack of faith that something will be done with a report
• Fear due to lack of understanding of the hotline process
• Preference to use management as the resource for raising issues and asking questions

The Coast Guard strongly recommends that owners and operators consider the value of implementing reporting systems recognizing that such reporting can assist them in remaining compliant with various domestic and international requirements. Reporting will allow the owner and operator to become knowledgeable of issues related vessel material safety, operational safety and environmental concerns. This additional awareness allows management control and may reduce the impact of costs associated with repairs, environmental penalties, injuries and other circumstances before they become problematic to the owner and operator.

 

SOURCE : READ DOWNLOAD USCG MARINE SAFETY ALERT


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Activating a Vessel Response Plan
U.S. Coast Guard sent this bulletin at 01/23/2018 02:15 PM EST
The following information is provided to clarify activation of a vessel response plan (VRP), and
when and how deviation from listed response resources may occur.
An increasing number of responses in which VRPs have been used, have resulted in confusion as
to what action taken activates a VRP. Activation is not defined in 33 CFR Part 155.
When a Coast Guard FOSC is told that a VRP has been activated, the assumption is that certain resources identified in the plan have been consulted or mobilized. Once a VRP is activated, the resources identified in the plan must be used unless a deviation is approved by the FOSC.
The implications of VRP activation are significant and a clear understanding of what action activates a VRP is
essential. Failure to activate a plan quickly or failure to use pre-contracted resources can result in
delayed response and exacerbate potential environmental damages.
A VRP must be activated once the vessel’s Master has determined on board resources and
personnel cannot meet the needs of an actual or potential incident. VRP activation occurs when
the person in charge of the vessel contacts the Qualified Individual (QI) identified in the VRP.
The QI and alternate QI are defined in regulation as having the authority to mobilize resources
and consultative services identified in the VRP and to act as the liaison with the FOSC.
Contacting the QI and/or alternate QI activates the VRP.
The QI then assess the situation through consultative services and mobilizes response resources identified in the VRP if the incident
requires.
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