Igjennom Forskingsråd-prosjektet CySiMS (Cyber Security in Merchant Shipping) er det utviklet en løsning der Public Key Infrastructure (PKI) implementeres for å håndtere sikkerhet og tillit i digital kommunikasjon og samhandling mellom skip og land. Dette inkluderer tekniske så vel som strukturelle løsningsforslag. Prosjektet videreføres i Forskningsråd-prosjektet CySiMS Service Evolution der en demonstrator implementeres med SD/KV som øverste autoritet. Dette med tanke på å utrede totalkostnader for en slik løsning.
Dag Atle Nesheim
This document summarizes a presentation given by Allan Schwartz from the Australian Maritime Safety Authority (AMSA) at a national conference on risk management. It provides background on AMSA's role and responsibilities, which include maritime safety, environmental protection, search and rescue, and responding to incidents at sea. It then discusses AMSA's risk assessment and management approaches, including identifying and mitigating risks through activities like vessel tracking, inspections, and emergency towage. Finally, it examines high profile incidents that AMSA has responded to, such as the search for Malaysia Airlines Flight 370, highlighting lessons learned.
This document provides information about shipping agencies and their roles and responsibilities. It discusses the definition of a shipping agency and the main types of agencies including full agency, OPA, and CPA. It also outlines the types of vessels agencies deal with, key agency processes, standard documentation agency deals, value added services, port restrictions, challenges, and requirements for effective collaboration between parties involved in shipping.
This maintenance guide checklist provides guidance for owners of cargo vessels classed by Lloyd's Register to supplement their own maintenance procedures. It includes checklists for certification and documentation, log book entries, ISM and ISPS compliance, manning, and crew accommodation. The document notes that the checklist is not ship-specific and does not replace Lloyd's Register classification services, and the Lloyd's Register Group assumes no liability for its use.
Classification societies have historically contributed to maritime safety by establishing classification rules, inspecting ships and their components, and certifying that statutory requirements are met. They set technical standards, approve ship designs, and conduct regular surveys to verify safety. Their global network of surveyors provide oversight and certification services to shipyards, ship owners, flag states, and other entities. Recent developments include discussions around limiting classification societies' liability and moving to more goal-based safety standards set by the IMO.
The Trident Warrior experiment is a biennial Navy exercise that tests emerging technologies and evaluates tactics in operational environments. Over 60 initiatives across surface, air, and submarine warfare will be examined involving over 12,000 personnel from six countries. The goal is to improve information sharing capabilities and interoperability to maintain naval advantages. Emerging technologies will be temporarily deployed on ships to collect real-world performance data and user feedback. Insights will inform future capability investments.
Survey and examination of ships' lifting appliancestienbzeo
This document provides guidance on lifting appliance examinations for ship operators. It discusses:
1) Why lifting appliances require thorough annual examinations - as single failures can cause major accidents. Regulations require examinations by competent persons to reduce risks.
2) What is examined during a typical examination - documentation, maintenance records, equipment components, and functional tests are reviewed.
3) How examinations are conducted - surveyors check records, examine listed equipment and components, and may perform functional tests to verify equipment is in safe working order. Proof load testing is also required to certify some appliances.
The document provides a standard format for conducting vessel inspections and sharing inspection reports to reduce duplicative inspections among companies in the offshore marine industry. The Common Marine Inspection Document covers topics like vessel particulars, certifications, lifesaving appliances, machinery, construction, and more. Inspectors use the form to document the inspection process, findings, and ensure any necessary corrective actions are addressed.
This document discusses classification societies and their role in classifying ships. Classification societies set technical and safety standards for ships and ensure they are properly maintained through regular surveys. They assign ships a class rating which is valid for typically 5 years and indicates the risk level for insurers. Major classification societies around the world include Lloyd's Register, American Bureau of Shipping, Bureau Veritas, Det Norske Veritas, and others.
This document summarizes a presentation given by Allan Schwartz from the Australian Maritime Safety Authority (AMSA) at a national conference on risk management. It provides background on AMSA's role and responsibilities, which include maritime safety, environmental protection, search and rescue, and responding to incidents at sea. It then discusses AMSA's risk assessment and management approaches, including identifying and mitigating risks through activities like vessel tracking, inspections, and emergency towage. Finally, it examines high profile incidents that AMSA has responded to, such as the search for Malaysia Airlines Flight 370, highlighting lessons learned.
This document provides information about shipping agencies and their roles and responsibilities. It discusses the definition of a shipping agency and the main types of agencies including full agency, OPA, and CPA. It also outlines the types of vessels agencies deal with, key agency processes, standard documentation agency deals, value added services, port restrictions, challenges, and requirements for effective collaboration between parties involved in shipping.
This maintenance guide checklist provides guidance for owners of cargo vessels classed by Lloyd's Register to supplement their own maintenance procedures. It includes checklists for certification and documentation, log book entries, ISM and ISPS compliance, manning, and crew accommodation. The document notes that the checklist is not ship-specific and does not replace Lloyd's Register classification services, and the Lloyd's Register Group assumes no liability for its use.
Classification societies have historically contributed to maritime safety by establishing classification rules, inspecting ships and their components, and certifying that statutory requirements are met. They set technical standards, approve ship designs, and conduct regular surveys to verify safety. Their global network of surveyors provide oversight and certification services to shipyards, ship owners, flag states, and other entities. Recent developments include discussions around limiting classification societies' liability and moving to more goal-based safety standards set by the IMO.
The Trident Warrior experiment is a biennial Navy exercise that tests emerging technologies and evaluates tactics in operational environments. Over 60 initiatives across surface, air, and submarine warfare will be examined involving over 12,000 personnel from six countries. The goal is to improve information sharing capabilities and interoperability to maintain naval advantages. Emerging technologies will be temporarily deployed on ships to collect real-world performance data and user feedback. Insights will inform future capability investments.
Survey and examination of ships' lifting appliancestienbzeo
This document provides guidance on lifting appliance examinations for ship operators. It discusses:
1) Why lifting appliances require thorough annual examinations - as single failures can cause major accidents. Regulations require examinations by competent persons to reduce risks.
2) What is examined during a typical examination - documentation, maintenance records, equipment components, and functional tests are reviewed.
3) How examinations are conducted - surveyors check records, examine listed equipment and components, and may perform functional tests to verify equipment is in safe working order. Proof load testing is also required to certify some appliances.
The document provides a standard format for conducting vessel inspections and sharing inspection reports to reduce duplicative inspections among companies in the offshore marine industry. The Common Marine Inspection Document covers topics like vessel particulars, certifications, lifesaving appliances, machinery, construction, and more. Inspectors use the form to document the inspection process, findings, and ensure any necessary corrective actions are addressed.
This document discusses classification societies and their role in classifying ships. Classification societies set technical and safety standards for ships and ensure they are properly maintained through regular surveys. They assign ships a class rating which is valid for typically 5 years and indicates the risk level for insurers. Major classification societies around the world include Lloyd's Register, American Bureau of Shipping, Bureau Veritas, Det Norske Veritas, and others.
This document provides an overview of certification and inspection for offshore drilling units. It discusses the three main certification authorities: coastal state authorities, classification societies, and the country of registry or flag state. Coastal states establish rules for offshore areas under their jurisdiction. Classification societies set standards for design, construction, and operation of vessels. The flag state accepts the drilling unit and issues certificates demonstrating compliance with international standards. The document also provides background on the International Maritime Organization, the specialized UN agency responsible for improving maritime safety and preventing pollution.
NATO Rapid Reaction Team Expert TrainingKevin Parrish
This certificate of completion recognizes SGT Kevin Parrish for completing the online course "Rapid Reaction Team Expert Training (updated 2013)" on October 11, 2015. The certificate was issued by the North Atlantic Treaty Organization Joint Advanced Distributed Learning and signed by Brigadier General Dzintars Roga of the Latvian Army and General Jean-Paul Paloméros of the French Air Force on behalf of the Supreme Allied Commander Transformation.
This document provides a checklist for ship crews to use to prepare for port state control inspections and reduce the risk of detention. It lists the most common deficiencies found during past inspections of ships classed by Lloyd's Register. The checklist covers items in the master's office, on the bridge, life-saving appliances, accommodation, the deck area, working spaces, and the engine room. It also provides guidance on factors that increase a ship's likelihood of being targeted for inspection. Using this checklist can help ensure documentation and equipment are in order before arriving at port.
This document provides an overview of ship classification and statutory certification requirements. It discusses the roles of classification societies in establishing construction and maintenance standards and assisting with statutory certification. Various certificates issued by classification societies and flag states are outlined, along with associated validity periods and surveys. Key classification surveys such as annual, intermediate and docking surveys are described. The document also covers statutory survey requirements under international conventions like SOLAS and MARPOL.
This document outlines the certificates and documents that must be carried onboard ships according to the IMO's MSC Circular 1151. It lists the mandatory certificates for all ships, passenger ships, cargo ships, ships carrying dangerous goods, and nuclear powered ships. It also lists some optional certificates for special types of vessels. The certificates certify that the ship complies with safety, pollution prevention, and security conventions. They include classification certificates, load line certificates, safety management certificates, and certificates for specific cargoes. Maintaining the proper documentation is necessary for ships to safely operate internationally.
The Vessel General Permit (VGP) authorizes discharges incidental to the normal operation of non-military and non-recreational vessels greater than or equal to 79 feet in length on a nationwide basis. The VGP requires vessel operators to utilize best practices to protect the marine environment. The Coast Guard shares this goal of environmental stewardship and assists the EPA in ensuring vessel compliance with the VGP through inspections and reporting deficiencies. The proposed Small Vessel General Permit would apply similar requirements to non-recreational, non-military vessels less than 79 feet long.
The document provides information on various topics related to GMDSS including distress messages, sea areas covered by GMDSS, emergency position indicating radio beacons (EPIRBs), search and rescue radar transponders (SART), categories of distress alerts, procedures for sending distress messages and relays, and actions to take in response to receiving a distress alert. It also covers search and rescue procedures, helicopter operations, and the statutory obligation to rescue persons in distress.
Guidelines for periodic servicing and maintenance of lifeboatsAna Vicente
1. The document provides guidelines for periodic servicing and maintenance of lifeboats, launching appliances, and on-load release gear in accordance with IMO regulations.
2. Inspections should be carried out according to the manufacturer's procedures and records should be updated, signed, and kept onboard.
3. An annual thorough examination involves checking all equipment and components as well as operational tests of the on-load and off-load release functions.
The document discusses advanced systems for managing operational risk on ships through improved collision warning systems. It notes that current fixed alarm limits can lead to unnecessary alerts. The proposed approach uses data from sensors, AIS, and VDR combined with fast-time simulation to dynamically calculate situation-dependent alarm thresholds based on factors like visibility, vessel type, and maneuvering constraints. This adaptive system aims to better identify real collision risks while reducing superfluous alerts by an estimated 40%. Field studies on commercial ships provided data on existing collision warning configurations and operator experiences to help develop enhanced alarm management standards.
This document discusses centralized fault management of docks in marine sensor networks. It proposes a distributed routing algorithm (DRA) and network topology management technique (NTMT) to address issues with existing systems. DRA allows for pre-failure detection of nodes by having nodes send heartbeat messages to neighbors. If a node fails, NTMT selects a replacement node from the smallest affected network partition and coordinates moving related nodes to restore connectivity while maintaining existing links. The techniques are analyzed through simulations which show improvements over previous approaches by enabling pre-failure detection and recovery without significantly increasing path lengths or overhead.
Centralized Fault Management of Docks in Marine Sensor NetworksIOSR Journals
This document discusses centralized fault management of docks in marine sensor networks. It proposes a distributed routing algorithm (DRA) and network topology management technique (NTMT) to address issues with existing systems. DRA allows for pre-failure detection of nodes by having nodes send heartbeat messages to neighbors. If a node fails, NTMT selects a replacement node from the smallest affected network partition and coordinates moving surrounding nodes to maintain connectivity while replacing the failed node. The techniques are analyzed through simulations, which show DRA can detect failures before they occur and NTMT effectively recovers network topology when replacing failed nodes.
INNAV - VTMIS
Information Navigation System e Vessel Traffic Management Information System (System Management and Vessel Traffic Information). This is a significant technological advance for our ports, for the VTMIS team the main and busiest terminals in the world.
The VTMIS is an electronic aid to navigation system, able to provide active monitoring of maritime traffic.
The Victoria Harbour was the first in Brazil to hire the system. The Dock Company of the Holy Spirit (Codesa).
The document discusses the operational use of ECDIS and dangers of overreliance. It summarizes a report by the UK MAIB investigating a grounding incident where the crew was not trained on ECDIS. Key points include:
1) The incident occurred when the vessel grounded in an area shallower than its draft due to the crew relying solely on ECDIS and not checking other aids.
2) The investigation found deficiencies like expired certifications and a lack of ECDIS training for the crew.
3) It warns that ECDIS should only be used as one tool and proper lookouts remain critical for safe navigation. Overreliance can occur if alarms aren't set up correctly.
The Republic of Panama has implemented an LRIT system to track over 8,000 SOLAS class ships on its registry. Panama purchased the LRIT system in 2008 through an international tender. The system is operated by Absolute Maritime Tracking Services and includes ASP, conformance testing, and data center services. The Panama National Data Center is located in Panama City and has achieved over 99.7% operational availability since 2009. It processes LRIT position reports and shares them with other countries via the International Data Exchange.
The swedish-club-navigational-claims-report-2014Ashok Yadav
This document discusses navigational claims related to collisions, contacts, and groundings based on the Swedish Club's statistics from 2004-2013. Some key points:
- 50% of hull and machinery claims costs still relate to navigational incidents.
- Many incidents occurred because procedures were ignored or crews did not communicate effectively.
- Poor lookout, lack of situational awareness, and complacency remain leading causes.
- Procedures need to make sense, be up-to-date, and actually help crews work safely. Managers must ensure procedures are followed and identify why not.
- Over 70% of collisions happened in congested waters like when approaching or leaving port, showing this is
This document discusses information security in the maritime shipping industry and the ISO 27001 standard. It outlines the different information system domains for shore and vessel operations that must be secured. There are many compliance requirements that maritime organizations must meet regarding information security. Developing an information security plan based on the ISO 27001 framework can help organizations address gaps and manage security risks effectively. While certification is not required, following the standard's guidance on areas like leadership, risk management, and operations will benefit organizations.
The document discusses challenges in developing effective maritime surveillance systems and provides examples of sensor integration. Key challenges include clearly defining operational requirements, choosing appropriate sensors, and ensuring different sensors work together cohesively. Experienced integrators are needed to select sensors and place them optimally. Ongoing customer support allows feedback to enhance systems over time. Modern systems support multiple missions through customizable display filters and provide 360-degree protection through integrated sensors and alerting capabilities.
Currently, fleet management solutions focus on ship tracking but do not utilize shipboard data, which could be useful for evaluating and improving navigation safety. The document proposes integrating shipboard data like AIS into a fleet management platform. This could provide near real-time vessel tracking, situation awareness, early warning alerts, and help improve safe navigation. It describes how shipboard AIS data could be analyzed using the PARK model to assess collision risk levels and transmit warnings to vessels in a fleet when risk thresholds are exceeded.
This document provides an overview of certification and inspection for offshore drilling units. It discusses the three main certification authorities: coastal state authorities, classification societies, and the country of registry or flag state. Coastal states establish rules for offshore areas under their jurisdiction. Classification societies set standards for design, construction, and operation of vessels. The flag state accepts the drilling unit and issues certificates demonstrating compliance with international standards. The document also provides background on the International Maritime Organization, the specialized UN agency responsible for improving maritime safety and preventing pollution.
NATO Rapid Reaction Team Expert TrainingKevin Parrish
This certificate of completion recognizes SGT Kevin Parrish for completing the online course "Rapid Reaction Team Expert Training (updated 2013)" on October 11, 2015. The certificate was issued by the North Atlantic Treaty Organization Joint Advanced Distributed Learning and signed by Brigadier General Dzintars Roga of the Latvian Army and General Jean-Paul Paloméros of the French Air Force on behalf of the Supreme Allied Commander Transformation.
This document provides a checklist for ship crews to use to prepare for port state control inspections and reduce the risk of detention. It lists the most common deficiencies found during past inspections of ships classed by Lloyd's Register. The checklist covers items in the master's office, on the bridge, life-saving appliances, accommodation, the deck area, working spaces, and the engine room. It also provides guidance on factors that increase a ship's likelihood of being targeted for inspection. Using this checklist can help ensure documentation and equipment are in order before arriving at port.
This document provides an overview of ship classification and statutory certification requirements. It discusses the roles of classification societies in establishing construction and maintenance standards and assisting with statutory certification. Various certificates issued by classification societies and flag states are outlined, along with associated validity periods and surveys. Key classification surveys such as annual, intermediate and docking surveys are described. The document also covers statutory survey requirements under international conventions like SOLAS and MARPOL.
This document outlines the certificates and documents that must be carried onboard ships according to the IMO's MSC Circular 1151. It lists the mandatory certificates for all ships, passenger ships, cargo ships, ships carrying dangerous goods, and nuclear powered ships. It also lists some optional certificates for special types of vessels. The certificates certify that the ship complies with safety, pollution prevention, and security conventions. They include classification certificates, load line certificates, safety management certificates, and certificates for specific cargoes. Maintaining the proper documentation is necessary for ships to safely operate internationally.
The Vessel General Permit (VGP) authorizes discharges incidental to the normal operation of non-military and non-recreational vessels greater than or equal to 79 feet in length on a nationwide basis. The VGP requires vessel operators to utilize best practices to protect the marine environment. The Coast Guard shares this goal of environmental stewardship and assists the EPA in ensuring vessel compliance with the VGP through inspections and reporting deficiencies. The proposed Small Vessel General Permit would apply similar requirements to non-recreational, non-military vessels less than 79 feet long.
The document provides information on various topics related to GMDSS including distress messages, sea areas covered by GMDSS, emergency position indicating radio beacons (EPIRBs), search and rescue radar transponders (SART), categories of distress alerts, procedures for sending distress messages and relays, and actions to take in response to receiving a distress alert. It also covers search and rescue procedures, helicopter operations, and the statutory obligation to rescue persons in distress.
Guidelines for periodic servicing and maintenance of lifeboatsAna Vicente
1. The document provides guidelines for periodic servicing and maintenance of lifeboats, launching appliances, and on-load release gear in accordance with IMO regulations.
2. Inspections should be carried out according to the manufacturer's procedures and records should be updated, signed, and kept onboard.
3. An annual thorough examination involves checking all equipment and components as well as operational tests of the on-load and off-load release functions.
The document discusses advanced systems for managing operational risk on ships through improved collision warning systems. It notes that current fixed alarm limits can lead to unnecessary alerts. The proposed approach uses data from sensors, AIS, and VDR combined with fast-time simulation to dynamically calculate situation-dependent alarm thresholds based on factors like visibility, vessel type, and maneuvering constraints. This adaptive system aims to better identify real collision risks while reducing superfluous alerts by an estimated 40%. Field studies on commercial ships provided data on existing collision warning configurations and operator experiences to help develop enhanced alarm management standards.
This document discusses centralized fault management of docks in marine sensor networks. It proposes a distributed routing algorithm (DRA) and network topology management technique (NTMT) to address issues with existing systems. DRA allows for pre-failure detection of nodes by having nodes send heartbeat messages to neighbors. If a node fails, NTMT selects a replacement node from the smallest affected network partition and coordinates moving related nodes to restore connectivity while maintaining existing links. The techniques are analyzed through simulations which show improvements over previous approaches by enabling pre-failure detection and recovery without significantly increasing path lengths or overhead.
Centralized Fault Management of Docks in Marine Sensor NetworksIOSR Journals
This document discusses centralized fault management of docks in marine sensor networks. It proposes a distributed routing algorithm (DRA) and network topology management technique (NTMT) to address issues with existing systems. DRA allows for pre-failure detection of nodes by having nodes send heartbeat messages to neighbors. If a node fails, NTMT selects a replacement node from the smallest affected network partition and coordinates moving surrounding nodes to maintain connectivity while replacing the failed node. The techniques are analyzed through simulations, which show DRA can detect failures before they occur and NTMT effectively recovers network topology when replacing failed nodes.
INNAV - VTMIS
Information Navigation System e Vessel Traffic Management Information System (System Management and Vessel Traffic Information). This is a significant technological advance for our ports, for the VTMIS team the main and busiest terminals in the world.
The VTMIS is an electronic aid to navigation system, able to provide active monitoring of maritime traffic.
The Victoria Harbour was the first in Brazil to hire the system. The Dock Company of the Holy Spirit (Codesa).
The document discusses the operational use of ECDIS and dangers of overreliance. It summarizes a report by the UK MAIB investigating a grounding incident where the crew was not trained on ECDIS. Key points include:
1) The incident occurred when the vessel grounded in an area shallower than its draft due to the crew relying solely on ECDIS and not checking other aids.
2) The investigation found deficiencies like expired certifications and a lack of ECDIS training for the crew.
3) It warns that ECDIS should only be used as one tool and proper lookouts remain critical for safe navigation. Overreliance can occur if alarms aren't set up correctly.
The Republic of Panama has implemented an LRIT system to track over 8,000 SOLAS class ships on its registry. Panama purchased the LRIT system in 2008 through an international tender. The system is operated by Absolute Maritime Tracking Services and includes ASP, conformance testing, and data center services. The Panama National Data Center is located in Panama City and has achieved over 99.7% operational availability since 2009. It processes LRIT position reports and shares them with other countries via the International Data Exchange.
The swedish-club-navigational-claims-report-2014Ashok Yadav
This document discusses navigational claims related to collisions, contacts, and groundings based on the Swedish Club's statistics from 2004-2013. Some key points:
- 50% of hull and machinery claims costs still relate to navigational incidents.
- Many incidents occurred because procedures were ignored or crews did not communicate effectively.
- Poor lookout, lack of situational awareness, and complacency remain leading causes.
- Procedures need to make sense, be up-to-date, and actually help crews work safely. Managers must ensure procedures are followed and identify why not.
- Over 70% of collisions happened in congested waters like when approaching or leaving port, showing this is
This document discusses information security in the maritime shipping industry and the ISO 27001 standard. It outlines the different information system domains for shore and vessel operations that must be secured. There are many compliance requirements that maritime organizations must meet regarding information security. Developing an information security plan based on the ISO 27001 framework can help organizations address gaps and manage security risks effectively. While certification is not required, following the standard's guidance on areas like leadership, risk management, and operations will benefit organizations.
The document discusses challenges in developing effective maritime surveillance systems and provides examples of sensor integration. Key challenges include clearly defining operational requirements, choosing appropriate sensors, and ensuring different sensors work together cohesively. Experienced integrators are needed to select sensors and place them optimally. Ongoing customer support allows feedback to enhance systems over time. Modern systems support multiple missions through customizable display filters and provide 360-degree protection through integrated sensors and alerting capabilities.
Currently, fleet management solutions focus on ship tracking but do not utilize shipboard data, which could be useful for evaluating and improving navigation safety. The document proposes integrating shipboard data like AIS into a fleet management platform. This could provide near real-time vessel tracking, situation awareness, early warning alerts, and help improve safe navigation. It describes how shipboard AIS data could be analyzed using the PARK model to assess collision risk levels and transmit warnings to vessels in a fleet when risk thresholds are exceeded.
Modern Race Navigation provides concise guidance on using contemporary tools and techniques for sailboat race navigation. It discusses the decision making process in navigation and defines key terms. The document also reviews types of instruments, data sources, and software used to support modern race navigation and routing.
The document discusses the Shipborne Automatic Identification System (AIS), which is used on ships and vessels to identify and locate nearby ships and exchange information with shore stations. AIS transmits dynamic information like position, speed, and heading, as well as static vessel details. It consists of VHF transmitters and receivers, with timing from GNSS. There are Class A and B systems, with Class A mandated for large commercial vessels. AIS has benefits like enhanced situational awareness but also errors if data is incorrect. It contributes to safety and traffic management.
AIS aims to automatically identify vessels using electronic communication without human intervention. It works by having each vessel broadcast its identification and position using a transponder. Vessels are assigned time slots to transmit this data to avoid interference on the shared VHF channel. The time slots are precisely synchronized using GPS time signals. This allows many vessels to broadcast on the same frequency without interfering with each other. Vessels can then receive the identification and position of all other vessels within range, aiding navigation safety.
The document provides an overview of UiT's autonomous ship program, which aims to develop ship intelligence and autonomous navigation capabilities using machine learning and deep neural networks. It discusses 1) using sensors and deep learning to capture navigator expertise, 2) developing a ship intelligence framework with key components like DNNs and safety systems, and 3) conducting experiments in bridges and at sea to advance situation awareness for autonomous ships.
Rolta Vessel Traffic Management System (VTMS) makes significant contribution to more secure route, efficient traffic flow, and insurance of the environment in confined and busy waterways by active monitoring, provision of information services, traffic management and navigational help to vessels. To achieve above goals Rolta offers accurate components like radar, day/night vision tracking system, AIS, DF, ENC, hydrological and meteorological sensors and many more. Because of these components, VTMS encourages fast and efficient handling of Incidents and crisis circumstances.
This document discusses the digitalization trends transforming the shipping and logistics industry. Key points include:
- Technologies like GPS, smart containers, vessel sensors are improving efficiency by enabling real-time tracking and monitoring of goods and vessel operations.
- Digitalization benefits include optimized transport, reduced waiting times, improved energy efficiency from weather routing and predictive maintenance.
- However, increased data and connectivity also introduce cyber risks if systems are hacked or data is leaked accidentally. Proper security measures are needed to address risks to cargo tracking systems, vessel navigation and more.
- The shipping industry must work closely with software and hardware providers as well as insurers to continuously enhance data security as digitalization increases complexity and exposure to
DMD 2019 - Grafisk design og typografi for maritim kontekstKjetil Nordby
Grafisk design er en kjernekompetanse for utvikling av brukervennlige og lesbare grensesnitt. Her presenteres prinsipper for grafisk design og typografi og hvordan de kan bidra til bedre og sikrere maritime systemer.
Jesper Egemar
DMD 2019 - Bridge Work Environment Design and ApprovalKjetil Nordby
Vi presenterer en gjennomgang av regelverk for design av maritime arbeidsplasser og betydningen av dette på design av nye digitale grensesnitt.
Steven Mallam
Distribuert og åpen datahåndtering for skip og landKjetil Nordby
This document discusses the potential of data platforms and ecosystems to create economic value. It describes barriers like unstructured data that currently limit the worldwide data economy. The Veracity platform aims to overcome these barriers through capabilities like data management, identity/security, and an API marketplace. As of April 2019, Veracity reported over 150,000 activated users, 1.2 million service subscriptions, and data sharing on the platform between 28 service providers and 15,000 registered companies. The document proposes that a "Maritime Data Space" could improve environmental reporting in the maritime industry by connecting assets, devices, and service providers in a decentralized way.
DMD 2019 - Prototyping augmented reality interfaces in the fieldKjetil Nordby
The document discusses the results of a study on the impact of climate change on wheat production. Researchers found that higher temperatures and changing rainfall patterns will significantly reduce wheat yields across major wheat-producing regions by 2050. The study concludes that efforts must be made to develop wheat varieties that can tolerate hotter and drier conditions to ensure future global food security as the climate continues to warm.
How to introduce human centered co-design in ship design processes. Presentation by Etienne Gernez.
Follow us on medium: https://medium.com/ocean-industries-concept-lab
DMD 2019 - Design for maritime augmented reality Kjetil Nordby
The document discusses the results of a study on the impact of COVID-19 lockdowns on air pollution. The study found that lockdowns led to significant short-term reductions in nitrogen dioxide and fine particulate matter pollution globally as human activity declined. However, the improvements were temporary and air quality returned to pre-pandemic levels as restrictions eased and activity increased again.
Ocean Industries Concept Lab (AHO) ønsker velkommen til seminar om design og innovasjon for fremtidens digitaliserte skip. Seminaret vil belyse temaer der menneskesentrert design møter engineering:
- Design av maritime arbeidsplasser
- Samskapning i maritime design
- Nye møter mellom hav og land
- Menneskesentrert standardisering og regulering
- Åpen integrasjon
Follow us on medium: https://medium.com/ocean-industries-concept-lab
CHINA’S GEO-ECONOMIC OUTREACH IN CENTRAL ASIAN COUNTRIES AND FUTURE PROSPECTjpsjournal1
The rivalry between prominent international actors for dominance over Central Asia's hydrocarbon
reserves and the ancient silk trade route, along with China's diplomatic endeavours in the area, has been
referred to as the "New Great Game." This research centres on the power struggle, considering
geopolitical, geostrategic, and geoeconomic variables. Topics including trade, political hegemony, oil
politics, and conventional and nontraditional security are all explored and explained by the researcher.
Using Mackinder's Heartland, Spykman Rimland, and Hegemonic Stability theories, examines China's role
in Central Asia. This study adheres to the empirical epistemological method and has taken care of
objectivity. This study analyze primary and secondary research documents critically to elaborate role of
china’s geo economic outreach in central Asian countries and its future prospect. China is thriving in trade,
pipeline politics, and winning states, according to this study, thanks to important instruments like the
Shanghai Cooperation Organisation and the Belt and Road Economic Initiative. According to this study,
China is seeing significant success in commerce, pipeline politics, and gaining influence on other
governments. This success may be attributed to the effective utilisation of key tools such as the Shanghai
Cooperation Organisation and the Belt and Road Economic Initiative.
ACEP Magazine edition 4th launched on 05.06.2024Rahul
This document provides information about the third edition of the magazine "Sthapatya" published by the Association of Civil Engineers (Practicing) Aurangabad. It includes messages from current and past presidents of ACEP, memories and photos from past ACEP events, information on life time achievement awards given by ACEP, and a technical article on concrete maintenance, repairs and strengthening. The document highlights activities of ACEP and provides a technical educational article for members.
Using recycled concrete aggregates (RCA) for pavements is crucial to achieving sustainability. Implementing RCA for new pavement can minimize carbon footprint, conserve natural resources, reduce harmful emissions, and lower life cycle costs. Compared to natural aggregate (NA), RCA pavement has fewer comprehensive studies and sustainability assessments.
Electric vehicle and photovoltaic advanced roles in enhancing the financial p...IJECEIAES
Climate change's impact on the planet forced the United Nations and governments to promote green energies and electric transportation. The deployments of photovoltaic (PV) and electric vehicle (EV) systems gained stronger momentum due to their numerous advantages over fossil fuel types. The advantages go beyond sustainability to reach financial support and stability. The work in this paper introduces the hybrid system between PV and EV to support industrial and commercial plants. This paper covers the theoretical framework of the proposed hybrid system including the required equation to complete the cost analysis when PV and EV are present. In addition, the proposed design diagram which sets the priorities and requirements of the system is presented. The proposed approach allows setup to advance their power stability, especially during power outages. The presented information supports researchers and plant owners to complete the necessary analysis while promoting the deployment of clean energy. The result of a case study that represents a dairy milk farmer supports the theoretical works and highlights its advanced benefits to existing plants. The short return on investment of the proposed approach supports the paper's novelty approach for the sustainable electrical system. In addition, the proposed system allows for an isolated power setup without the need for a transmission line which enhances the safety of the electrical network
Harnessing WebAssembly for Real-time Stateless Streaming PipelinesChristina Lin
Traditionally, dealing with real-time data pipelines has involved significant overhead, even for straightforward tasks like data transformation or masking. However, in this talk, we’ll venture into the dynamic realm of WebAssembly (WASM) and discover how it can revolutionize the creation of stateless streaming pipelines within a Kafka (Redpanda) broker. These pipelines are adept at managing low-latency, high-data-volume scenarios.
Using recycled concrete aggregates (RCA) for pavements is crucial to achieving sustainability. Implementing RCA for new pavement can minimize carbon footprint, conserve natural resources, reduce harmful emissions, and lower life cycle costs. Compared to natural aggregate (NA), RCA pavement has fewer comprehensive studies and sustainability assessments.
Comparative analysis between traditional aquaponics and reconstructed aquapon...bijceesjournal
The aquaponic system of planting is a method that does not require soil usage. It is a method that only needs water, fish, lava rocks (a substitute for soil), and plants. Aquaponic systems are sustainable and environmentally friendly. Its use not only helps to plant in small spaces but also helps reduce artificial chemical use and minimizes excess water use, as aquaponics consumes 90% less water than soil-based gardening. The study applied a descriptive and experimental design to assess and compare conventional and reconstructed aquaponic methods for reproducing tomatoes. The researchers created an observation checklist to determine the significant factors of the study. The study aims to determine the significant difference between traditional aquaponics and reconstructed aquaponics systems propagating tomatoes in terms of height, weight, girth, and number of fruits. The reconstructed aquaponics system’s higher growth yield results in a much more nourished crop than the traditional aquaponics system. It is superior in its number of fruits, height, weight, and girth measurement. Moreover, the reconstructed aquaponics system is proven to eliminate all the hindrances present in the traditional aquaponics system, which are overcrowding of fish, algae growth, pest problems, contaminated water, and dead fish.
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Sinan from the Delivery Hero mobile infrastructure engineering team shares a deep dive into performance acceleration with Gradle build cache optimizations. Sinan shares their journey into solving complex build-cache problems that affect Gradle builds. By understanding the challenges and solutions found in our journey, we aim to demonstrate the possibilities for faster builds. The case study reveals how overlapping outputs and cache misconfigurations led to significant increases in build times, especially as the project scaled up with numerous modules using Paparazzi tests. The journey from diagnosing to defeating cache issues offers invaluable lessons on maintaining cache integrity without sacrificing functionality.
TIME DIVISION MULTIPLEXING TECHNIQUE FOR COMMUNICATION SYSTEMHODECEDSIET
Time Division Multiplexing (TDM) is a method of transmitting multiple signals over a single communication channel by dividing the signal into many segments, each having a very short duration of time. These time slots are then allocated to different data streams, allowing multiple signals to share the same transmission medium efficiently. TDM is widely used in telecommunications and data communication systems.
### How TDM Works
1. **Time Slots Allocation**: The core principle of TDM is to assign distinct time slots to each signal. During each time slot, the respective signal is transmitted, and then the process repeats cyclically. For example, if there are four signals to be transmitted, the TDM cycle will divide time into four slots, each assigned to one signal.
2. **Synchronization**: Synchronization is crucial in TDM systems to ensure that the signals are correctly aligned with their respective time slots. Both the transmitter and receiver must be synchronized to avoid any overlap or loss of data. This synchronization is typically maintained by a clock signal that ensures time slots are accurately aligned.
3. **Frame Structure**: TDM data is organized into frames, where each frame consists of a set of time slots. Each frame is repeated at regular intervals, ensuring continuous transmission of data streams. The frame structure helps in managing the data streams and maintaining the synchronization between the transmitter and receiver.
4. **Multiplexer and Demultiplexer**: At the transmitting end, a multiplexer combines multiple input signals into a single composite signal by assigning each signal to a specific time slot. At the receiving end, a demultiplexer separates the composite signal back into individual signals based on their respective time slots.
### Types of TDM
1. **Synchronous TDM**: In synchronous TDM, time slots are pre-assigned to each signal, regardless of whether the signal has data to transmit or not. This can lead to inefficiencies if some time slots remain empty due to the absence of data.
2. **Asynchronous TDM (or Statistical TDM)**: Asynchronous TDM addresses the inefficiencies of synchronous TDM by allocating time slots dynamically based on the presence of data. Time slots are assigned only when there is data to transmit, which optimizes the use of the communication channel.
### Applications of TDM
- **Telecommunications**: TDM is extensively used in telecommunication systems, such as in T1 and E1 lines, where multiple telephone calls are transmitted over a single line by assigning each call to a specific time slot.
- **Digital Audio and Video Broadcasting**: TDM is used in broadcasting systems to transmit multiple audio or video streams over a single channel, ensuring efficient use of bandwidth.
- **Computer Networks**: TDM is used in network protocols and systems to manage the transmission of data from multiple sources over a single network medium.
### Advantages of TDM
- **Efficient Use of Bandwidth**: TDM all
3. … og mer følsomt for angrep
Hackers
Misfits/States Economic espionage/attacks
Pirates
Fraud
"Container ship loading" by Stan Shebs.
Smuggling
4. Det er mange digitale systemer på et skip
RADAR Engine Cargo
Cargo Reporting
FW/GW
Process
Layer
Administrative
Layer
AutomationNavigation
Administrative FW/GW
Infotainment
Accomodation
Energy
management
FW/GW
Integrated
Ship Control
(ISC) Layer
Crewing
Performance
monitoring
INS
FW/GW
FW/GW
Fire alarm
Safety
FW/GW
Instrument
Layer
Safety
Management
Owner
Manager
Charterer
Authorities
Systems
FW/GW
Land
Internet
ICS
VHF Data Exchange System - VDES
Kommersielt/person-sensitivt
Sikkerhetsmessig sensitivt
5. … og mange angrepspunkter
RADAR Engine Cargo
Cargo Reporting
FW/GW
Process
Layer
Administrative
Layer
AutomationNavigation
Administrative FW/GW
Infotainment
Accomodation
Energy
management
FW/GW
Integrated
Ship Control
(ISC) Layer
Crewing
Performance
monitoring
INS
FW/GW
FW/GW
Fire alarm
Safety
FW/GW
Instrument
Layer
Safety
Management
Owner
Manager
Charterer
Authorities
Systems
FW/GW
Land
Internet
ICS
VHF Data Exchange System - VDES
6. CySiMS: Cyber Security for Merchant Shipping
2016-2018
• Kongsberg Seatex AS (Prosjekteier)
• Kongsberg Maritime AS
• Kongsberg Defence and Aerospace AS
• DNV GL AS
• SINTEF Digital
• SINTEF Ocean AS
• Navtor AS
• Kystverket
• Sjøfartsdirektoratet
7. CySiMS: Cyber Security for Merchant Shipping
RADAR Engine Cargo
Cargo Reporting
FW/GW
Process
Layer
Administrative
Layer
AutomationNavigation
Administrative FW/GW
Infotainment
Accomodation
Energy
management
FW/GW
Integrated
Ship Control
(ISC) Layer
Crewing
Performance
monitoring
INS
FW/GW
FW/GW
Fire alarm
Safety
FW/GW
Instrument
Layer
Safety
Management
Owner
Manager
Charterer
Authorities
Systems
FW/GW
Land
Internet
ICS
VHF Data Exchange System - VDES
11. Stereotype scenarios
Scenario 1: Navigational Real Time Information to Ship
Scenario 2: Nautical Documents Update to Ship
Scenario 3: Ship reporting to VTS or similar
Scenario 4: Mandatory ship documentation and reports to port
Scenario 5: Nautical advice to ship
Scenario 6: Nautical commands to ship
Scenario 7: Remote control of tugs, etc.
Scenario 8: Operational voyage instructions and reports
Scenario 9: Telemedicine
Scenario 10: Search and Rescue
Scenario 11: Configuration of equipment or system
Scenario 12: Network management
12. 44.44%
11.11%
16.67%
5.56%
22.22%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
80.0%
90.0%
100.0%
Several times a day
(n=8)
Several times a week
(n=2)
Several times a month
(n=3)
Several times a year
(n=1)
Rarer (n=4)
How often does this scenario occur
(per ship) ?
Scenario 1: Navigational real-time information to ship
The ship receives updated navigational information from shore. Examples are weather or ice information and forecast, lists of aids to
navigations that are not working, floating containers, whale observations, wrecks etc. Today this is typically maritime safety
information (MSI) received by NAVTEX or Safety-Net. Wave, tide or virtual aids to navigation received over AIS.
33.33%
55.56%
5.56% 5.56%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
80.0%
90.0%
100.0%
Data changed (n=6) Data lost (n=10) Data overheard (n=1) Data not trusted (sender and
receiver disagrees on data
actually being sent or on the
content of the message) (n=1)
What communication fault is likely to
cause a negative outcome?
13. Scenario 1: Navigational real-time information to ship
The ship receives updated navigational information from shore. Examples are weather or ice information and forecast, lists of aids to
navigations that are not working, floating containers, whale observations, wrecks etc. Today this is typically maritime safety
information (MSI) received by NAVTEX or Safety-Net. Wave, tide or virtual aids to navigation received over AIS.
22.22%
38.89%
27.78%
11.11%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
80.0%
90.0%
100.0%
Individual Injury (n=4) Commercial (n=7) Environmental (n=5) Reputational (n=2)
What type of outcome will you classify
this to be of?
5.56% 5.56%
33.33%
38.89%
11.11%
5.56%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
80.0%
90.0%
100.0%
None (n=1) Negligible (n=1) Moderate (n=6) High (n=7) Critical (n=2) Catastrophic (n=1)
What severity has this outcome?
14. Hovedutfordringer
• Sikkerhet
• Informasjon på avveie
• Falsk mottaker
• Avlytting
• Manipulert informasjon
• Falsk avsender (spoofing)
• Manipulasjon av meldingsinnhold
• Uteblitt informasjon (jamming)
• Tillit
• Hvem sendte hva og når?
• Hva ble faktisk sendt/mottatt?
15. Verktøy for å analysere risiko 1/2
Stereotype Characteristics Data Lost Data manipulatedData stolen Data not trusted
SC 1: Navigational real-time
information to ship
Received “real-time” safety information that can be critical to operations. Maritime
Safety Information (MSI) Highly relevantHighly relevant Relevant Highly relevant
SC2: Nautical document updates to
ship
Updates to documents that are required to be carried by the ship.
Relevant Highly relevant Relevant Relevant
SC3: Ship reporting to VTS,
coastguard or similar
Required short reports in VTS or ship reporting areas.
Relevant Highly relevant Relevant Relevant
SC4: Mandatory ship documentation
and reports to port
Documents from ship or agent to authorities that are mandatory, e.g. for calling in a
port. Failure to provide correct documents can cause detentions, fines or other. Relevant Relevant Relevant Relevant
SC5: Nautical advice to ship
Advice that is the basis for new plans generated on ship based on received and other
navigational information. Relevant Relevant Relevant Relevant
SC6: Nautical commands to ship
Real time commands to ship from VTS or other ships. Master can ignore, but at a
penalty. Relevant Highly relevant Relevant Relevant
SC7: Remote control of ship, tugs or
other port operation
Direct control of own ship or other, e.g. tug.
Highly relevantHighly relevant Highly relevant
SC8: Operational voyage
instructions and reports
Information to or from the ship with commercial and operational importance.
Relevant Relevant Highly relevantRelevant
SC9: Telemedicine. Critical exchange of personal information with shore experts.
Highly relevantHighly relevant Relevant Highly relevant
SC10: Search and Rescue (SAR) Critical coordination of search and rescue operations.
Highly relevantHighly relevant Highly relevant
SC11: Configuration Configuration of bridge equipment from shore or from other locations on ship.
Relevant Highly relevant
SC12: Network management Message exchanges used to coordinate use of network (mostly VDE).
Relevant Relevant Relevant Relevant
Loss Event Types
16. Verktøy for å analysere risiko 2/2
Scenario Main Unwanted Event
Scenario 1: Navigational Real Time Information to Ship Data lost Catastrophic 5 Possible 3
Scenario 2: Nautical Documents Update to Ship Data lost Critical 4 Possible 3
Scenario 3: Ship reporting to VTS or similar Data changed High 3 Likely 4
Scenario 4: Mandatory ship documentation and reports to port Data lost High 3 Always 5
Scenario 5: Nautical advice to ship Data changed High 3 Possible 3
Scenario 6: Nautical commands to ship Data changed High 3 Likely 4
Scenario 7: Remote control of tugs, etc. Data changed Catastrophic 5 Possible 3
Scenario 8: Operational voyage instructions and reports Data changed High 3 Likely 4
Scenario 9: Telemedicine Data changed Critical 4 Likely 4
Scenario 10: SAR Data changed Critical 4 Always 5
Scenario 11: Configuration Data changed Catastrophic 5 Possible 3
Scenario 12: Network management Data changed High 3 Possible 3
Impact Frequency of Impact
Standard Impact Level
18. Viktige utfordringer gjenstår
• Maritime krav
• Skalerbar: 80 000 skip, 171 stater, 110 000 havner
• Internasjonal: Åpen teknologi, Internasjonal konsensus
• Kostnadseffektiv: Skip, flaggstat, havnestat, kommunikasjon, systemer
• Avklaringer
• Hvem tar ansvar for hva?
• Hva koster det?
• Blir det enkelt nok?
19. CySiMS Service Evolution
2019/Q2-2021/Q1
• Kongsberg Seatex AS (Prosjekteier)
• Kongsberg Defence and Aerospace AS
• SINTEF Digital
• SINTEF Ocean AS
• Navtor AS
• Kystverket
• Sjøfartsdirektoratet
20. CySiMS Service Evolution
Demonstrere og operasjonalisere en sikker
kommunikasjonsløsning for maritim sektor,
integrert med IT arkitektur ombord
Implementere en PKI struktur, herunder hardware
og software for sikker informasjonsutveksling
mellom systemer på bro, bak bro og på land
Målet er å tilby den første åpne, integrerte og
kostnadseffektive løsningen for beskyttelse mot
cyber angrep på kritisk sikkerthets- og operasjonell
informasjon
PK
FW
PK
Cyber t
21. Hvordan gjør vi dette?
• Ombord installasjon på 10 skip i Trondheimsfjorden testområde for autonome skip
• Installasjon og operasjon ved Kystverket/Sjøfartsdirektoratet
• Bruk i et utvalgt sett av Real Vessel Services (M2M rapportering, elektroniske
skipssertifikater, automatisk utveksling av ruter og passage plans, etc.)
• Opparbeide gode estimater på kostnad og fordeler ved utvikling, implementering og
operasjon av løsningen
• Økt oppmerksomhet rundt cyber risiko og hvordan denne kan håndteres på en
kostnadseffektiv måte
• Jobbe for internasjonal standardisering
Dette har me jo også høyrd om allerede i dag, og skal sikkert høyre meir om seinare
Både på innsida og i linken mot verden utanfor
CySiMS hadde hovedfokus på meldingssikkerheit
End to end på "meldinger" – uavhengig av transport
Elektronisk signering / kryptering
Satellitt og VDES (datautveksling via VHF)
Kommunikasjon mellom skip og lang og mellom skip og skip
Unngå at vinninga går opp i spinninga – det finns nok av eksempler her på at kostnaden ved tiltak ikkje kan forsvares gjennom effekten av tiltaket. Det er kanskje fleir enn meg som er lei av å måtte ha gjennomsiktig toalettmappe på reise..?
Me må sikra at løysingane er basert på eit reelt behov og at dei er hensiktsmessige å gjennomføre
Både med tanke på dei ulike aktørane som må vera involverte MEN også med tanke på muligheita til å definere sannsynligheit og konsekvens
Korleis kan me konvertere redusert sannsynlighet for uønska hendelsar til kroner og øre?
-Kva er eit menneskeliv verdt? Det finns tal på dette men å bruke tala er ikkje særlig politisk korrekt. Er for eksempel ein frå Filipinane mindre verdt enn ein frå USA..? For det er det tabellane seier
-Kommersielle kostnader knytta til cyber-angrep er noko lettare, for eksempel Maersk og no i det siste, Hydro
Korleis definere kostnadsbildet når kostnaden må fordeles over fleire aktører?
Og tilslutt: Korleis håndtere at visse aktører må håndtere kostnaden mens andre aktører er dei som sitt igjen med fordelane?
Scenarioene representerer ei blanding av timing (real time, direkte og indirekte kommunikasjon), innhold og aktørar
Vi definerte ein spørreundersøkelse i norsk maritim industri der vi tok for oss kvart scenario og stilte følgande spørsmål
Løysinga vi kom opp med i CySiMS knytter seg til ein Public Key Infrastruktur (PKI)
Målet er å legge til rette for sikker, håndterbar og effektiv distribusjon av public keys gjennom digitale sertifikater. Ein PKI omfatter hardware, software, policies og prosedyrer som håndterer opprettelse, håndtering, lagring, distribuering og tilbakekalling av digitale sertifikater basert på Public Key Kryptografi
Public Key Kryptografi brukes for å håndtere autentisering, data integritet og dokumentasjon på meldingsutvekslinga
KLIKK
Her brukes to nøkler: Ein privat nøkkel som er skjult og ein offentlig nøkkel som kan deles. Sammen brukes dette nøkkelparet til å kryptere og dekryptere data samt signere og validere digitale signaturer.
Ein stor fordel her at ein kan bruke samme nøkkelpar til å kommunisere med mange, heller enn å måtte lage spesifikke nøkler per relasjon. Dette simplifiserer håndteringa av nøklene når ein skal opprette sikre kommunikasjonsøkter mellom parter som ikkje nødvendigvis kjenner kvarandre på fohånd
Med utgangspunkt i ein foreslått struktur med IMO som internasjonal autoritet (dei som utsteder og håndterer sertifikatene), er målet å demonstrere eit sub-sett der Norge som flaggstat, tar rollen som utsteder og eigar av PKI-løysinga.
Ved å få besvart sentrale spørsmål knytta til kostnader, kompleksitet og gjennomførbarheit, er målet å gi input til IMO, nettopp med tanke på internasjonal implementering.