Best practice report on compliance monitoring of ships with respect to current and future IMO regulation

Since 2015, new rules from the International Maritime Organization (IMO) and legislation from EU and the US allows ships to run with maximum fuel sulfur content (FSC) of 0.1 % m/m on northern European and US waters, respectively, or use appropriate abatement technique. In addition, since2020, there is a global cap of 0.5 % for the FSC. From 2021, northern Europe is a NOx emission control area, requiring at least 80 % emission reduction (Tier III) for all ships built from this year and onward, compared to ships built between 2000 and 2010 (Tier I). There is also a discussion withinIMO how to control particle emission of black carbon (BC). This report focuses on best practice in remote compliance monitoring of FSC without stepping on board of the ship. Similar measurements for NOx are also shown, with a discussion whether these can be used for compliance monitoring.Some examples of remote measurements of BC are provided. Remote measurement methods for compliance monitoring of FSC in ships have been developed during the last 10 years within national and European projects (EnviSum and Compmon) and furthermore implemented in nationalmonitoring in Belgium, Denmark, Germany the Netherlands and Sweden. The measurement methods are generally based on sniffer systems measuring the exhaust gas concentrations of SO2, NOx and particulate matter (BC), respectively, against CO2. There are systems with varying sensitivity that areoperated at different distances from the ships (50 m to 2 km) and from different platforms, i.e. fixed, shipborne and airborne (manned and unmanned). There are also optical systems measuring the ratio of SO2 against NO2, as an indicator of the FSC, primarily used from manned aircraft. The focus inthis report is on standard sniffer systems, based on generally available equipment for air quality monitoring. Such systems have been used extensively during the last 5 years for operational compliance monitoring from both fixed and airborne platforms. A summary of FSC measurementresults for multiple operators and platforms shows that the noncompliance level has decreased significantly over the last 5 years at different parts of Europe, i.e. from 5-13 % in 2015 to below 1 % in 2020. The highest noncompliance levels were found at the SECA border in the English channeland in the middle of the Baltic sea. The measurement data, interpreted with ship modelling data from the Finnish Meteorological Institute, indicates that remote compliance monitoring of NOx should work reasonably well for ships operating at high loads (above 40 % load). For slow steaming shipsthe measurements are associated with larger uncertainties and care should be taken in the interpretation of then results here and further ship emission modelling is needed to assess this. The remote measurements of BC work well to identify high emitters and groups of polluting ships. However, the BC emissions have a strong load dependence are intermittent by nature and it is therefore difficult to make short term measurements. See\ua0https://cshipp.e

Near Real-time S-AIS: Recent Developments and Implementation Possibilities for Global Maritime Stakeholders

The Automatic identification System (AIS) has been mainly designed to improve safety and efficiency of navigation, environmental protection, coastal traffic monitoring simplifying identification and communication. Additionally, historical AIS data have been used in many other areas of maritime safety, economic and environmental research. The probability of the detection of terrestrial AIS signals from space was presented in 2003, following the advancements in micro satellite technology. Through constant development, research and cooperation between governmental and private sectors, Satellite AIS (S-AIS) has been continuously evolving. Advancements in signal and data processing techniques have resulted in an improved detection over vast areas outside of terrestrial range. Some of the challenges of S-AIS technology include satellite revisit times, message collision and ship detection probability. Data processing latency and lacking the continuous real-time coverage made it less reliable for end user in certain aspects of monitoring and data analysis. Recent developments and improvements by leading S-AIS service providers have reduced latency issues. Complementing with terrestrial AIS and other technologies, near real-time S-AIS can further enhance all areas of the global maritime monitoring domain with emerging possibilities for maritime industry

Big data analytics for time critical maritime and aerial mobility forecasting

The correlated exploitation of heterogeneous data sources offering very large archival and streaming data is important to increase the accuracy of computations when analysing and predicting future states of moving entities. Aiming to significantly advance the capacities of systems to improve safety and effectiveness of critical operations involving a large number of moving entities in large geographical areas, this paper describes progress achieved towards time critical big data analytics solutions to user-defined challenges in the air-traffic management and maritime domains. Besides, this paper presents further research challenges concerning data integration and management, predictive analytics for trajectory and events forecasting, and visual analytics

Arctic Domain Awareness Center DHS Center of Excellence (COE): Project Work Plan

As stated by the DHS Science &Technology Directorate, “The increased and diversified use of maritime spaces in the Arctic - including oil and gas exploration, commercial activities, mineral speculation, and recreational activities (tourism) - is generating new challenges and risks for the U.S. Coast Guard and other DHS maritime missions.” Therefore, DHS will look towards the new ADAC for research to identify better ways to create transparency in the maritime domain along coastal regions and inland waterways, while integrating information and intelligence among stakeholders. DHS expects the ADAC to develop new ideas to address these challenges, provide a scientific basis, and develop new approaches for U.S. Coast Guard and other DHS maritime missions. ADAC will also contribute towards the education of both university students and mid-career professionals engaged in maritime security. The US is an Arctic nation, and the Arctic environment is dynamic. We have less multi-year ice and more open water during the summer causing coastal villages to experience unprecedented storm surges and coastal erosion. Decreasing sea ice is also driving expanded oil exploration, bringing risks of oil spills. Tourism is growing rapidly, and our fishing fleet and commercial shipping activities are increasing as well. There continues to be anticipation of an economic pressure to open up a robust northwest passage for commercial shipping. To add to the stresses of these changes is the fact that these many varied activities are spread over an immense area with little connecting infrastructure. The related maritime security issues are many, and solutions demand increasing maritime situational awareness and improved crisis response capabilities, which are the focuses of our Work Plan. UAA understands the needs and concerns of the Arctic community. It is situated on Alaska’s Southcentral coast with the port facility through which 90% of goods for Alaska arrive. It is one of nineteen US National Strategic Seaports for the US DOD, and its airport is among the top five in the world for cargo throughput. However, maritime security is a national concern and although our focus is on the Arctic environment, we will expand our scope to include other areas in the Lower 48 states. In particular, we will develop sensor systems, decision support tools, ice and oil spill models that include oil in ice, and educational programs that are applicable to the Arctic as well as to the Great Lakes and Northeast. The planned work as detailed in this document addresses the DHS mission as detailed in the National Strategy for Maritime Security, in particular, the mission to Maximize Domain Awareness (pages 16 and 17.) This COE will produce systems to aid in accomplishing two of the objectives of this mission. They are: 1) Sensor Technology developing sensor packages for airborne, underwater, shore-based, and offshore platforms, and 2) Automated fusion and real-time simulation and modeling systems for decision support and planning. An integral part of our efforts will be to develop new methods for sharing of data between platforms, sensors, people, and communities.United States Department of Homeland SecurityCOE ADAC Objective/Purpose / Methodology / Center Management Team and Partners / Evaluation and Transition Plans / USCG Stakeholder Engagement / Workforce Development Strategy / Individual Work Plan by Projects Within a Theme / Appendix A / Appendix B / Appendix

Review of existing and operable observing systems and sensors

Deliverable 1.4 is aimed at identification of existing and operable observing systems and sensors which are relevant to COMMON SENSE objectives. Report aggregates information on existing observing initiatives, programmes, systems, platforms and sensors. The Report includes: • inventory of previous and current EU funded projects. Some of the them, even if started before 2007, were aimed at activities which are relevant or in line with those stemming from MSFD in 2008. The ‘granulation’ of the contents and objectives of the projects varies from sensors development through observation methodologies to monitoring strategies, • inventory of research infrastructure in Europe. It starts from an attempt to define of Marine Research Infrastructure, as there is not a single definition of Research Infrastructure (RI) or of Marine Research Infrastructure (MRI), and there are different ways to categorise them. The chapter gives the categorization of the MRI, together with detailed description and examples of MRI – research platforms, marine data systems, research sites and laboratories with respect of four MSFD descriptors relevant to COMMON SENSE project, • two chapters on Research Programs and Infrastructure Networks; the pan-European initiatives aimed at cooperation and efficient use of infrastructural resources for marine observation and monitoring and data exchange are analysed. The detailed description of observing sensors and system are presented as well as frameworks for cooperation, • information on platforms (research vessels) available to the Project for testing developed sensors and systems. Platforms are available and operating in all three regions of interest to the project (Mediterranean, North Sea, Baltic), • annexed detailed description of two world-wide observation networks and systems. These systems are excellent examples of added value offered by integrated systems of ocean observation (from data to knowledge) and how they work in practice. Report concludes that it is seen a shortage of new classes of sensors to fulfil the emerging monitoring needs. Sensors proposed to be developed by COMMON SENSE project shall answer to the needs stemmed from introduction of MSFD and GES descriptors

Penggunaan Alat dan Perangkat Telekomunikasi dalam Sistem Navigasi dan Komunikasi Aktivitas Perikanan di Pelabuhan Perikanan Bitung

Pemanfaatan Teknologi Informasi dan Komunikasi dapat dimanifestasikan melalui penggunaan alat dan perangkat telekomunikasi dalam sistem navigasi dan komunikasi aktivitas perikanan. Pemanfaatan ini merupakan upaya peningkatan performansi untuk mendorong peningkatan kesejahteraan pelaku aktivitas perikanan. Penelitian yang menggunakan pendekatan kualitatif eksploratif dan pengumpulan data wawancara mendalam ini bertujuan mengetahui sistem navigasi dan komunikasi aktivitas perikanan di Pelabuhan Perikanan Bitung, khususnya alat dan perangkat telekomunikasi yang digunakan. Hasil penelitian menunjukkan bahwa operasionalisasi sistem navigasi dan komunikasi aktivitas perikanan di Pelabuhan Perikanan Bitung masih kurang optimal dimana sistem berjalan secara parsial. Alat atau perangkat yang dimiliki juga tidak memadai sehingga mengakibatkan terjadinya keterbatasan dan perolehan informasi yang saling tumpang tindih. Kondisi ini juga berdampak kurang efisien dan optimalnya penggalian pemanfaatan sumber daya perikanan di lautan Indonesia. Karenanya perlu pengintegrasian sistem navigasi dan komunikasi serta penambahan alat dan perangkat telekomunikasi di Pelabuhan Perikanan Bitung. Pengadaan bantuan alat telekomunikasi seperti HF Tranceiver/HF HT juga perlu dilakukan