Enhancing AIS to Improve Whale-Ship Collision Avoidance and Maritime Security

Whale-ship strikes are of growing worldwide concern due to the steady growth of commercial shipping. Improving the current situation involves the creation of a communication capability allowing whale position information to be estimated and exchanged among vessels and other observation assets. An early example of such a system has been implemented for the shipping lane approaches to the harbor of Boston, Massachusetts where ship traffic transits areas of the Stellwagen Bank National Marine Sanctuary frequently used by whales. It uses the Automated Identification Systems (AIS) technology, currently required for larger vessels but becoming more common in all classes of vessels. However, we believe the default mode of AIS operation will be inadequate to meet the long-term needs of whale-ship collision avoidance, and will likewise fall short of meeting other current and future marine safety and security communication needs. This paper explores the emerging safety and security needs for vessel communications, and considers the consequences of a communication framework supporting asynchronous messaging that can be used to enhance the basic AIS capability. The options we analyze can be pursued within the AIS standardization process, or independently developed with attention to compatibility with existing AIS systems. Examples are discussed for minimizing ship interactions with Humpback Whales and endangered North Atlantic Right Whales on the east coast, and North Pacific Right Whales, Bowhead Whales, Humpback Whales, Blue Whales and Beluga Whales in west coast, Alaskan and Hawaiian waters

Evaluation of the Wadden Sea Particularly sensitive Sea Area. On behalf of the Common Wadden Sea Secretariat.

The purpose of this document is to present the high level outcomes for the evaluation of the effectiveness of the Wadden Sea PSSA, seven years after its designation by the IMO. Key changes with regard to IMO and EU shipping policy are identified and described, followed by a review of ‘expert’ opinion focused on the issues relating to PSSAs. The development of an evaluative framework and the resulting findings are introduced and discussed in context. Using existing data against this evaluative framework we conclude that six key elements require action in order to fully describe the efficacy of the designation, and our recommendations to address these concerns are presented.<br/

Using Automatic Identification System Data in Vessel Route Prediction and Seaport Operations

In this paper, the authors perform a comprehensive literature review on the use of data obtained from the Automatic Identification System, with an emphasis on vessel route prediction and seaport operations. The usage of Automatic Identification System vessel’s position data in the vessel route prediction and seaport operations has been analyzed, to prove that Automatic Identification System data has a large potential to improve the efficiency of maritime transport. The authors concluded that proper vessel route prediction and route planning can improve voyage safety and reduce unnecessary costs. Furthermore, AIS can provide port authorities with early warnings, allowing them to take preemptive action to avoid possible congestions and unnecessary costs

The use of radar and AIS in anti-collision on a modern IBS in the Norwegian Navy

Project thesis submitted in part fulfilment of the requirements for the degree of Master of Science - Positioning and Navigation Technology, The University of Nottingham.Navigation in the littoral waters of Norway is based on long traditions. All naval units spend much time and effort to navigate faster, safer and tactically clever. For decades radar has been the most important tool to ensure navigation at an acceptable risk level. After the introduction of computer based integrated bridge systems, it was possible to give the navigators a new set of tools, and it was technologically possible to do things faster and with a higher level of automation and precision. However, the introduction of new technology did not only lead to a safer and more efficient navigation. The statistics revealed that during the last decade, collisions still happened at approximately the same frequency. Most of the collisions reports express that violations of “the International Regulations for Preventing Collisions at Sea” (COLREG) occur. The reports also describe incorrect use of radar and AIS and lack of understanding of the systems. In addition to visual evaluation, radar and AIS are the most important aids to avoid a collision. The radar is well known, but has been constantly developed. Even if AIS is relatively new, most ships have installed it, but it is not always taken maximum advantage of. In order to investigate how radar and AIS are utilised in the Norwegian navy, the fieldwork consisted of observation of live navigation on board the Skjold class and in the simulator at NNC. In addition 19 officers were interviewed by means of a questionnaire to evaluate the level of knowledge within radar and AIS. The findings indicate that all the different aids provided in an IBS to avoid collisions are not fully understood and not fully utilised. Some automatic functions are never used and hardly ever explored. Visual observations were the most important and most used input factors to create a SA before decisions were made. The electronic information provided by radar and AIS was not always utilised to achieve an optimal SA. However, all potential collisions incidents in the field tests were handled in a professional and safe way

Bowtie models as preventive models in maritime safety

Aquest treball ha sorgit d’una proposta del Dr. Rodrigo de Larrucea que ha acabat de publicar un llibre ambiciós sobre Seguretat Marítima. Com ell mateix diu, el tema “excedeix amb molt les potencialitats de l’autor”, així que en el meu cas això és més cert. Es pot aspirar, però, a fer una modesta contribució a l’estudi i difusió de la seguretat de la cultura marítima, que només apareix a les notícies quan tenen lloc desastres molt puntuals. En qualsevol cas, el professor em va proposar que em centrés en els Bowtie Models, models en corbatí, que integren l’arbre de causes y el de conseqüències (en anglès el Fault Tree Analysis, FTA, i l’Event Tree Analysis, ETA). Certament, existeixen altres metodologies i aproximacions (i en el seu llibre en presenta vàries, resumides), però per la seva senzillesa conceptual i possibilitat de generalització i integració dels resultats era una bona aposta. Així, després d’una fase de meditació i recopilació de informació, em vaig decidir a presentar un model en corbatí molt general on caben les principals causes d’accidents (factores ambientals, error humà i fallada mecànica), comptant també que pot existir una combinació de causes. De tota manera, a l’hora d’explotar aquest model existeix la gran dificultat de donar una probabilitat de ocurrència, un nombre entre 0 i 1, a cada branca. Normalment les probabilitats d’ocurrència són petites i degut a això difícils d’estimar. Cada accident és diferent, de grans catàstrofes n’hi ha poques, i cada accident ja és estudiat de manera exhaustiva (més exhaustiva quan més greu és). Un altre factor que dificulta l’estima de la probabilitat de fallada és l’evolució constant del món marítim, tant des del punt de vista tècnic, de formació, legal i fins i tot generacional doncs cada generació de marins és diferent. Els esforços estan doncs enfocats a augmentar la seguretat, encara que sempre amb un ull posat sobre els costs. Així, he presentat un model en corbatí pel seu valor didàctic i gràfic però sense entrar en detalls numèrics, que si s’escau ja aniré afinant i interioritzant en l’exercici de la professió. En aquest treball també he intentat no mantenir-me totalment al costat de la teoria (ja se sap que si tot es fa bé, tot surt perfecte, etc…) sinó presentar amb cert detall 2 casos ben coneguts d’accidents marítims: el petroler Exxon Valdez, el 1989 i el ferry Estonia en 1994, entre altres esmentats. Són casos ja una mica vells però que van contribuir a augmentar la cultura de la seguretat, fins a arribar al nivell del que gaudim actualment, al menys als països occidentals. Doncs la seguretat, com esmenta Rodrigo de Larrucea “és una actitud i mai és fortuïta; sempre és el resultat d’una voluntat decidida, un esforç sincer, una direcció intel·ligent i una execució acurada. Sens lloc a dubtes, sempre suposa la millor alternativa”. The work has been inspired in its initial aspects by the book of my tutor Jaime Rodrigo de Larrucea, that presents a state of the art of all the maritime aspects related to safety. Evidently, since it covers all the topics, it cannot deepen on every topic. It was my opportunity to deepen in the Bowtie Model but finally I have also covered a wide variety of topics. Later, when I began to study the topics, I realized that the people in the maritime world usually do not understand to a great extent statistics. Everybody is concerned about safety but few nautical students take a probabilistic approach to the accidents. For this it is extremely important to study the population that is going to be studied: in our case the SOLAS ships Also, during my time at Riga, I have been very concerned with the most diverse accidents, some of them studied during the courses at Barcelona. I have seen that it is difficult to model mathematically the accidents, since each one has different characteristics, angles, and surely there are not 2 equal. Finally, it was accorded that I should concentrate on the Bowtie Model, which is not very complex from a statistical point of view. It is simply a fault tree of events model and a tree of effects. I present some examples in this Chapter 2. The difficulty I point out is to try to estimate the probabilities of occurrence of events that are unusual. We concentrated at major accidents, those that may cause victims or heavy losses. Then, for the sake of generality, at Chapter 4, I have divided the causes in 4 great classes: Natural hazards, human factor, mechanical failure and attacks (piracy and terrorism). The last concern maybe should not be included beside the others since terrorism and piracy acts are not accidents, but since there is an important code dedicated to prevent security threats, ISPS, it is example of design of barriers to prevent an undesired event (although it gives mainly guidelines to follow by the States, Port Terminals and Shipping Companies). I have presented a detailed study of the tragedy of the Estonia, showing how a mechanical failure triggered the failure of the ferry, by its nature a delicate ship, but there were other factors such as poor maintenance and heavy seas. At the next Chapter, certain characteristics of error chains are analyzed. Finally, the conclusions are drawn, offering a pretty optimistic view of the safety (and security) culture at the Western World but that may not easily permeate the entire World, due to the associated costs

ECDIS Development Laboratory and Navigation Technology Demonstration Center

The U.S. Navy is undergoing a major transition from traditional, paper chart navigation to computer-based electronic charting. The Chief of Naval Operations (CNO) has mandated that all Navy ships will navigate strictly through electronic means by FY07. However, due to some recent groundings, the Navy is now striving to accelerate the full implementation of electronic navigation by FY04. The Naval Oceanographic Office (NAVOCEANO) is making a concerted effort to support this transition with upgrades to state-of-the-art survey ships, instrumentation, and data processing equipment. NAVOCEANO is increasing its capability to rapidly collect and process hydrographic survey data, and to quickly produce new electronic navigational charts in co-production with MMA. In addition to ensuring safe navigation, these new products will include tactical digital overlays for bafflespace awareness. At NAVOCEANO, a new program is under development to expand these capabilities in a joint effort with University of Southern Mississippi\u27s new Hydrographic Sciences Research Program. In September 2001, an ECDIS Development Laboratory and Navigation Technology Demonstration Center will be established. This facility will conduct quality assurance (QA) and test and evaluation @&E) of electronic chart products from NAVOCEANO and other hydrographidoceanographic data providers. This facility will also assist Navy ship personnel in gaining a greater understanding of electronic charting, as well as increased technical proficiency in properly using these systems to safely navigate - particularly in the shallow littoral areas of the world. The ECDIS Development Laboratory is envisioned to become an information clearinghouse and demonstration center on electronic charting technological development. In addition to explaining the range of currently available government data products and services, The Navigation Technology Demonstration Center will showcase the use of electronic charts and its capability when used to avoid groundings and collisions at sea. The Center will The U.S. Navy is undergoing a major transition from traditional, paper chart navigation to computer-based electronic charting. The Chief of Naval Operations (CNO) has mandated that all Navy ships will navigate strictly through electronic means by FY07. However, due to some recent groundings, the Navy is now striving to accelerate the full implementation of electronic navigation by FY04. The Naval Oceanographic Office (NAVOCEANO) is making a concerted effort to support this transition with upgrades to state-of-the-art survey ships, instrumentation, and data processing equipment. NAVOCEANO is increasing its capability to rapidly collect and process hydrographic survey data, and to quickly produce new electronic navigational charts in co-production with MMA. In addition to ensuring safe navigation, these new products will include tactical digital overlays for bafflespace awareness. At NAVOCEANO, a new program is under development to expand these capabilities in a joint effort with University of Southern Mississippi\u27s new Hydrographic Sciences Research Program. In September 2001, an ECDIS Development Laboratory and Navigation Technology Demonstration Center will be established. This facility will conduct quality assurance (QA) and test and evaluation @&E) of electronic chart products from NAVOCEANO and other hydrographidoceanographic data providers. This facility will also assist Navy ship personnel in gaining a greater understanding of electronic charting, as well as increased technical proficiency in properly using these systems to safely navigate - particularly in the shallow littoral areas of the world. The ECDIS Development Laboratory is envisioned to become an information clearinghouse and demonstration center on electronic charting technological development. In addition to explaining the range of currently available government data products and services, The Navigation Technology Demonstration Center will showcase the use of electronic charts and its capability when used to avoid groundings and collisions at sea. The Center will The U.S. Navy is undergoing a major transition from traditional, paper chart navigation to computer-based electronic charting. The Chief of Naval Operations (CNO) has mandated that all Navy ships will navigate strictly through electronic means by FY07. However, due to some recent groundings, the Navy is now striving to accelerate the full implementation of electronic navigation by FY04. The Naval Oceanographic Office (NAVOCEANO) is making a concerted effort to support this transition with upgrades to state-of-the-art survey ships, instrumentation, and data processing equipment. NAVOCEANO is increasing its capability to rapidly collect and process hydrographic survey data, and to quickly produce new electronic navigational charts in co-production with MMA. In addition to ensuring safe navigation, these new products will include tactical digital overlays for bafflespace awareness. At NAVOCEANO, a new program is under development to expand these capabilities in a joint effort with University of Southern Mississippi\u27s new Hydrographic Sciences Research Program. In September 2001, an ECDIS Development Laboratory and Navigation Technology Demonstration Center will be established. This facility will conduct quality assurance (QA) and test and evaluation @&E) of electronic chart products from NAVOCEANO and other hydrographidoceanographic data providers. This facility will also assist Navy ship personnel in gaining a greater understanding of electronic charting, as well as increased technical proficiency in properly using these systems to safely navigate - particularly in the shallow littoral areas of the world. The ECDIS Development Laboratory is envisioned to become an information clearinghouse and demonstration center on electronic charting technological development. In addition to explaining the range of currently available government data products and services, The Navigation Technology Demonstration Center will showcase the use of electronic charts and its capability when used to avoid groundings and collisions at sea. The Center will have commercial-off-the-shelf ECDIS and other electronic chartbased systems. A major focus will be to provide a better appreciation of the limitations electronic chart data produced by both the government and private sector that are derived from century-old hydrographic source data. Another important aspect will be to explain the capability and limitations of using very precise electronic navigation positioning systems (e.g., GPS and Differential GPS) with electronic charting systems. The Navigation Technology Center will also demonstrate the use of tactical digital overlays to provide naval vessels with critical military information that contributes to both safe navigation and increased warfrghting mission capability