Maritime Training Blog
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Cybersecurity is an ever-growing threat to the maritime industry. Just like hackers have managed to infiltrate the computer systems of major retailers, hospitals and even banks, they pose a growing and potentially greater threat to the maritime industry because of the implications surrounding the safety of mariners and the environment as well as economic and national security.
Although technology has advanced at a rapid pace, security and resilience have not kept up with these advancements. The world’s economy depends on the shipping industry, which in turn is equipped and dependent on critical systems and processes, such as electronic navigation. And, right now there simply is not enough emphasis being placed on cybersecurity.
Shipboard systems, such as navigation, dynamic positioning, propulsion, cargo management, and administration are more integrated, complex, and IT-based than ever before. Yet, there are no known global standards and IMO-mandated certifications of shipboard IT-based critical systems. Failure to upgrade systems and create an industry standard has left ships vulnerable and potential targets of cyber intruders.
Integrated critical navigation systems, such as Electronic Chart Display Information Systems (ECDIS) and Automatic Radar Plotting Aids (ARPA), Automated Identification Systems (AIS), and GPS have known vulnerabilities. Cyber disruptions to equipment essential for maintaining a proper lookout and determining if risks of collision exist will be a major problem if not dealt with now.
Blank Rome’s Cyber Security Watch’s recent blog, “Maritime Cyber Security: A Growing threat Goes Unanswered” correctly asserts that our industry is far behind the curve in cyber security. It also recommends that certain guidelines be followed, such the “Framework for Improving Critical Infrastructure Cybersecurity” and “The National Infrastructure Protection Plan”.
The two most important security instructions and resources to the maritime industry are the International Ship and Port Facility Security Code 2003 (ISPS) and the Maritime Transportation Security Act of 2002 (MTSA). Both do not yet provide cybersecurity protocols or security direction, instruction, or guidance to the maritime industry.
As a component of USMRC’s holistic and operational approach to maritime risk mitigation, we are focusing concerted and enduring efforts on understanding and confronting vulnerabilities to maritime cyber resilience. The cyber world is a very difficult dimension to comprehend. It is not only an abstract, or a non-traditional dimension for the mariner, it also is a global phenomenon. This phenomenon is further complicated by innumerable complexities within international trade, maritime operations, and the environment.
It is time to start looking at how we can protect equipment, limit access and respond to threats from hackers should there be a cyber attack. The United States Maritime Resource Center is committed to raising standards to protect the lives of mariners, ships and cargo, and the environment. We have a plan to confront vulnerabilities in maritime cybersecurity and resilience, and we’re taking action.
After completing a nearly four-year analysis and evaluation, along with several detailed studies, Washington State Ferries (WSF) is asking the U.S. Coast Guard to use liquefied natural gas (LNG) as a fuel source.
WSF has sent the U.S. Coast Guard a letter of intent and Waterway Suitability Assessment (WSA) calling for the conversion of six of its Issaquah Class vessels to LNG propulsion. This would entail retrofitting LNG fuel tanks on the top decks. These vessels would be supplied by deliveries from LNG over-the-road tank trucks. The refueling operations would occur at the following WSF ferry terminals: Southworth, Bremerton, Kingston, Clinton and Anacortes.
According to its report, WSF believes that “LNG provides an opportunity to significantly reduce both fuel costs and pollutant emissions.” WSF also believes that the timing is right because the use of LNG as a marine fuel for passenger ferries “has been proven technically and operationally feasible for over a decade.”
By law, the Captain of the Port, Coast Guard Sector Pugent Sound will review and validate the WSA in cooperation with key port stakeholders and issue a letter of recommendation to the State of Washington Department of Transportation regarding the suitability of the waterway for LNG marine traffic.
During this review process, the U.S. Coast Guard is asking for public comments which can be submitted to the online docket via www.regulations.gov, or reach the Docket Management Facility, on or before January 12, 2015. Once the Coast Guard issues a letter of recommendation, WSF would have to seek legislative approval and funding to move forward with its plans.
As North America’s largest ferry operator, WSF reports that it burns nearly 18 million gallons of fuel each year and that in 2012 it’s fuel budget was nearly 30 percent of its entire operating budget. By converting to LNG, WSF has said it will result in substantial savings and could significantly reduce propulsion-related emissions.
Click here to read an updated executive summary of the study and conversion plans.
USRMC’s Maritime Simulation Institute has more than three decades of experience focusing on the Liquefied Natural Gas (LNG) sector. We were the first in the United States to recognize the need for training for LNG as a marine fuel. One of our key goals is to mitigate risk for the maritime industry through training and operations research.
As the demand for LNG grows MSI will continue to work to address the needs of local, state and federal players by being at the forefront of safety and education in the LNG arena. We will continue to follow up on the progress of WSF's efforts and provide updates.
As fears over the deadly Ebola virus continue to grow, the global maritime industry is making sure that every precaution is taken to ensure safety.
British authorities reportedly have begun monitoring vessels heading for the UK that have visited ports in countries where the Ebola virus has been reported. The Maritime and Coastguard Agency reports that if symptoms of Ebola are thought to be present, the ship will be asked to divert to the nearest suitable port where the person thought to have contracted Ebola will be handed in a controlled manner.
Brazil´s health surveillance agency reported that shipments from Ebola-hit countries would undergo thorough inspections.
The U.S. Coast Guard has said it will screen individuals coming into the United States via ships from Ebola hot spots. It put out a safety information bulletin last month referencing symptoms, how the disease is contracted and what to do if someone is suspecting of contracting Ebola.
In September, the authority running the Panama Canal announced it would monitor the last 10 port calls of all vessels arriving there.
Thousands of cases of the deadly disease have been reported in three African countries: Guinea, Sierra Leone, and Liberia. However, as cases begin to be reported in other parts of the world, the maritime industry is stepping up its efforts to prevent it from spreading
It is imperative that the industry has plans in place to make sure that crews are kept safe or, if a case of Ebola is detected shipboard, that every effort is made to contain it to keep everyone else with whom the crew member has come in contact with from contracting the disease.
USMRC is in the business of risk mitigation. Our training teams comprise a range professionals with a wide variety of real-world maritime experience on both sides of the gangway. The risks of Ebola spreading via the gangway need to be assessed and addressed by ports, terminals, vessel owners and crew members as the situation continues to unfold. Any training program developed to reduce this risk should involve outreach, awareness, and the sufficient levels communication between stakeholders.
As of September 10, 2014, the U.S. Department of Energy (DOE) had approved nine applications for permits to export liquefied natural gas (LNG) to non-free trade agreement nations. There are currently 22 pending applications, covering 21 facilities where U.S. businesses are seeking to build and operate terminals to process LNG for sales abroad, according to the American Petroleum Institute. Another nine facilities in the U.S. have already been approved.
Any time a new terminal is constructed, or the design of an existing one is changed, the use of simulation to ensure that the changes/construction are done properly not only can be helpful, but also can result in cost savings.
The Maritime Simulation Institute can develop new geographic databases that can help to ensure that the planned design accounts for issues that may come up once the facility is completed such as making sure there is enough room for a ship to dock properly or turn around in port.
Over the past ten years, the Maritime Simulation Institute has conducted more than 40 highly specialized, real time, man-in-the-loop, full-mission bridge simulation evaluations involving Liquefied Natural Gas (LNG) export/import, tanker, dry bulk and container terminals and marine facilities. In each case, we built the geographic area database model, as well as the ship models and tugs used for escorting/ship assist support.
These computer generated simulation models have been verified by our staff and validated by pilots and vessel masters who have significant experience with the actual ships in the specific port whenever possible.
Our internal verification and external validation process for modeling is highly thorough and comprehensive and the resulting model is one that achieves the desired degree of fidelity. Our clients consistently find great value in the accuracy of the data and subsequent reporting produced from the simulations.
Our port development research capability supports the following general scope of work areas:
- Terminal design evaluation – proof of concept
- Simulation studies and new ship design trials
- Evaluations of berthing layout options
- Dredging plan/turning basin/channel design studies
- Port / terminal/waterway/navigation assessments
- Establish operating limits and tug power requirements
- Familiarization training for harbor and docking pilots
- Emergency and casualty procedures testing and validation
The International Maritime Organization's (IMO) Subcommittee on Carriage of Cargoes and Containers (CCC 1) met September 8-12 to finalize its draft of the International Code of Safety for Ships Using Gases or Other Low-Flashpoint Fuels (IGF Code).
This draft (click here to read) will be forwarded next month to IMO's Maritime Safety Committee (MSC 94) for approval, with possible adoption at MSC 95 in Spring 2015.
The IGF Code is being created to provide mandatory provisions for the arrangement, installation, control and monitoring of machinery, equipment and systems using low flashpoint fuels, such as liquefied natural gas (LNG), to minimize the risk to the ship, its crew and the environment.
The subcommittee agreed that the new IGF Code should apply to new ships and existing ships converting from the use of conventional oil fuel to the use of gases or other low-flashpoint fuels, on or after the date of entry into force of the code.
The code would not apply to cargo ships of less than 500 gross tonnage, but the provisions of the IGF Code could be applied to such ships on a voluntary basis, based on national legislation.
The only items outstanding are square-bracketed text in sections 5.3.3, 5.3.4 and 5.7.1 associated with protective fuel tank and piping location – an issue that was specifically referred to MSC 94 for resolution.
The maritime industry is invited to review the draft and provide comments/input. There is still an opportunity for the U.S. Delegation to raise last-minute substantive issues in the draft to MSC 94.
If you have any issues that you would like considered relative to the IGF Code draft please submit no later than Oct. 1, 2014 to Tim Meyers at the U.S. Coast Guard. email@example.com, or (202) 372-1365.
The Maritime Administration recently released a new study on LNG bunkering that points out the need for regulatory policies and safety standards.
As we have previously stated the increasing popularity of liquefied natural gas use is providing a unique opportunity for maritime training institutes worldwide including MSI.
The study points out that because the use of LNG as a maritime propulsion fuel is a relatively new concept in the U.S., there are significant safety and regulatory gaps as well as challenges related to the development of a national infrastructure for LNG bunkering.
The report states: “Infrastructure development as well as vessel transition to LNG propulsion will be driven by tighter environmental regulations and price differences between conventional fuels and natural gas. Because the development of infrastructure is acutely dependent on the needs of specific ports and stakeholders, there is no single bunkering option.”
Margaret Doyle, vice president of development and LNG solutions at the Maritime Simulation Institute, reviewed the recommendations and agrees that the key to successful implementation of LNG as a marine fuel is developing best practices and infrastructure.
MSI has developed an LNG training course and is already taking the lead on LNG training. We are capable of implementing many of the recommendations that have come out of the report including the following:
- Analyze the types of vessels that utilize ports in the U.S. to determine what bunkering methods will be necessary.
- Identifying ports where LNG bunkering infrastructure would be in the national best interest.
- Develop a methodology for and conduct a quantitative port-wide navigational risk assessment to determine how changes in the type of vessels and frequency/density affect the safety and security of the public, workers, critical infrastructure, and commercial operations.
- Conduct a port risk assessment to identify and quantify alternative strategies to overcome technical barriers and mitigate risk to an acceptable level (as per EN1473 or NFPA 59A).
- Incentivize first movers that establish LNG bunkering infrastructure in ports of the nation’s best interest through an Environmental Ship Index that defines a scale for financial rewards.
- Identify strategic port locations along the U.S. coasts to avoid populated, tourism, military, and protected areas.
- Encourage initial developments that promote flexibility on the LNG supplier for bunkering to different types of vessels.
- Develop an interagency working group to identify and develop management strategies and mitigation opportunities for potential.
- Perform a comparative risk assessment study of the safety aspects for large-scale truck transport to port locations vs. large-scale rail transport to port locations vs. natural gas pipeline and local liquefaction.
- Conduct an optimization study that assesses the optimal infrastructure build-out to provide LNG bunkering for both high-frequency, low volume transfers and low frequency, high volume transfers more efficiently.
- Evaluate LNG bunkering site availability as demand increases for more high frequency, low volume transfers.
- Involve stakeholders throughout the development of LNG bunkering and co-locating LNG bunkering with multimodal uses.
- Assess the effectiveness of mitigation strategies (such as training, gas detection, firefighting capability, and emergency response) against potential incidents arising from co-locating bunkering activities with other uses of LNG.
- Perform a detailed study of potential routes for LNG transportation (truck, rail, and pipeline) that avoid densely populated areas and identify emergency response capabilities along the route.
All of MSI’s LNG course development is in accordance with the draft amendments to Chapter V of STCW Convention scheduled to be approved by IMO in November 2014.
Margaret Kaigh Doyle, our VP of Development, presented on LNG at the 2014 All About Marine Conference on September 4, 2014. For a copy of her slide presentation, please click here or the image below.
The United States Maritime Resource Center recently conducted its second successful LNG Bunkering Persons-in Charge course at its headquarters in Newport County, R.I., also home to the Maritime Simulation Institute.
The five-day course prepares marine and shore-based personnel to serve as persons in charge of LNG bunkering operations for gas-fueled vessels.
One of the reasons our courses have become so popular and successful is because of the growing demand for liquefied natural gas. Given its myriad applications, the focus has shifted quickly to how the industry can accommodate that demand.
The global engineering group Trelleborg published a white paper earlier this year on how infrastructure is evolving to meet the growing demand. The report points out that floating LNG projects are increasingly being considered as the best place for storage and re-gasification. With that comes the need for better and safer docking, mooring, fendering and transfer of the fuel.
The white paper notes that under-deck reinforcement requirements must be simplified as much as possible, while Quick Release Hooks for ship-to-ship mooring will have to comply with designated vessel Class Rules and certification requirements.
The paper also points out that alternative solutions to fixed lasers, used to measure and record berthing speed and the angle of approach, will be required to allow the flexibility needed for open sea berthing and allow for pitch and roll.
When it comes to fenders, “off-the-shelf solutions” are not an option in the LNG arena, writes Scott Smith, regional director, Asia Pacific for Trelleborg.
“This introduction of small-scale LNG facilities at existing terminals will, at the very least, require a full review of the fender systems utilized,” notes Smith, in the white paper.
Compatibility is a key issue for the safe transport of LNG, writes David Pendleton, business development director, oil and gas transfer technology for Trelleborg.
“Small scale LNG transfer and the use of LNG as a marine fuel on the face of it look identical to the large scale industry,” Pendleton writes in the report. “However, this is a much more cost sensitive market and there is a need to strike a balance between the implementation of the compatible systems and safe practices of the large scale industry and the need to make this new market economically viable.
Having the right equipment and the right training is vital to the safe transportation and off-loading of LNG. Subject matter experts with extensive hands-on LNG experience teach our courses, which are being offered ahead of any United States Coast Guard regulations governing LNG bunkering. The course was developed in accordance with the draft amendments to Chapter V of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) that have been approved by the International Maritime Organization (IMO). The course also aligns with recent policy guidance on LNG bunkering issued by the USCG.
One unique feature of the course is a full day of practical, hands-on field exercises addressing various LNG bunkering safety and emergency response scenarios. Participants are outfitted in full firefighting gear and experience LNG emergency situations first hand using actual LNG.
Another highlight of the course is that students will take part in LNG bunkering operations exercises using high-fidelity simulators and will be assessed for competence as a person in charge of LNG bunkering operations.
Click here for a complete overview of our LNG bunkering course.
There have been several recent news reports about the increasing interest in the use of Liquified Natural Gas (LNG) as a source of energy. This increased demand for the fuel will require additional training for its safe storage and transportation.
Oskar Levander, vice president for innovation, engineering and technology at Rolls-Royce Marine, told Marinelink: “I have long held the view that LNG will be the fuel of the future for a growing number of ships. There is no doubt that gas will be available much longer than mineral-based fuels.”
Meantime, Liquefied Natural Gas Limited recently advised that the U.S. Department of Energy has revised procedures that could result in faster approval of applications to export LNG to non-Free Trade Agreement countries.
The company is working to bring mid-scale liquefied natural gas projects to the international energy market through its subsidiary Magnolia LNG.
And, the U.S. Energy Information Administration reports that Hawaii and several U.S. island territories have begun to view imported LNG as a viable option to expand their fuel diversity. Unlike the rest of the U.S., energy consumption in island states and territories is almost entirely petroleum-based. Utilities in Hawaii and industry in Puerto Rico also are now testing the economics of small-scale LNG imports.
LNG’s increasing popularity provides a unique opportunity for maritime training institutes worldwide. USMRC has more than three decades of experience focusing on the LNG sector. We are one of the pioneers in marine operations research and training using real time, man-in-the-loop, full mission ship and tug simulations involving LNG tankers and facilities.
In July USMRC announced that its inaugural LNG Bunkering Person in Charge course was a huge success and our August course also saw more than a dozen participants. The September course is filling up quickly and we anticipate that October will be full as well.
Each year U.S. ports handle more than $1.3 trillion in cargo. These ports rely on information and communication systems, which, in today’s highly technical world, have become susceptible to cyberterrorism.
A recent Government Accountability Office (GAO) report suggests that maritime security policies and plans at three high-risk U.S. ports fail to properly address how to assess, manage and respond to cybersecurity threats.
GAO looked at relevant laws and regulations, analyzed federal cybersecurity-related policies and plans, observed operations at three U.S. ports, which were selected because they are considered high-risk, and interviewed federal and non-federal officials. The audits were conducted between April 2013 and June 2014.
Among the GAO’s findings:
- While the U.S. Coast Guard initiated a number of activities and coordinating strategies to improve the physical security in specific ports, it has not conducted a risk assessment to fully address cyber-related threats, vulnerabilities and consequences. Coast Guard officials have said they plan to conduct assessments in the future, but did not provide further details.
- Maritime security plans required by law and regulation generally did not identify or address potential cyber-related threats and vulnerabilities.
- The degree to which information-sharing mechanisms (i.e. councils) were active and shared cybersecurity-related information varied. Until the Coast Guard improves these mechanisms, maritime stakeholders in different locations are at greater risk of not being aware of, and thus not mitigating cyber-based threats.
- FEMA identified enhancing cybersecurity capabilities as a funding priority for the first time in 2013 and has provided guidance for cybersecurity proposals. However, the agency has not consulted cybersecurity-related subject matter experts to inform the multi-level review of cyber-related proposals. In addition, because the Coast Guard has not assessed cyber-related risks in the maritime risk assessment, grant applications and FEMA have not been able to use this information to inform funding proposals and decisions. As a result, FEMA is limited in its ability to ensure that the program is effectively addressing cyber-related risks in the maritime environment.
The GAO noted that as computer technology has advanced, “the country’s critical infrastructures including power distribution, water supply, telecommunications and emergency services have come to increasingly rely on computerized information systems and electronic data to carry out operations. The security of these systems and data is essential to protecting national security, economic prosperity and public health and safety.”
In its 54-page report, the GAO recommends that the Department of Homeland Security (DHS) direct the Coast Guard to assess cyber-related risks, use this assessment to inform maritime security guidance and determine whether the sector coordinating council should be re-established.
The report also recommends that DHS direct FEMA to develop procedures to consult DHS cybersecurity experts for assistance in reviewing grant proposals and use the result of the cyber-risk assessment to inform its grant guidance.
The U.S. has approximately 360 commercial sea and river ports, and while no two are alike, they share characteristics including size, proximity to metropolitan areas, the amount of cargo being processed and connections to transportation networks. It is essential that our ports not only be made safe from physical security threats, but also those related to cyberterrorism.
While the United States Maritime Resource Center (USMRC) has focused on traditional areas of maritime risk such as environmental protection, crew competency and training, cargo handling safety and navigation safety, we will continue to expand our competencies into the future to address additional needs as demands change.