- by Jaime Tetrault, Director – Marine Product Support, CAT Marine

There are limitations in the amount of data that a human can process in a single second.  For example, a human eye has the capability to process one frame per millisecond.  While this enables us to understand vessel operational data live, when we combine multiple datasets, this limitation is significant.  Have you noticed how it is nearly impossible to catch a fly? The primary reason is that a fly can process 20 frames per millisecond and our world appears to move in slow motion to a fly as compared to how we see it.

Imagine if we could process 20 times the data from an operating vessel at a time. How would we use this data and what would we do with the information the data delivers?

Data is only one element of remote monitoring. Advancing the technology to the next paradigm requires the ability to convert the data into information, the information into recommendations, and the recommendations into action. This requires a subset of definitions that are critical to understanding the evolution of remote monitoring. We consider remote monitoring as the ability to monitor and read operational parameters from a remote location. Condition-based monitoring builds on remote monitoring by utilizing the operational parameters to define running conditions. A vast step forward is the ability to convert this conditional data being fed into a centralized location into useful advanced warnings, extended maintenance recommendations, and, ultimately, a lowered cost of operation.

Today we struggle in this area for a variety of reasons, many of which include the limitations of a single source provider to have the capabilities of monitoring vast amounts of data and making any level of useful recommendation. For this reason, we define Advanced Condition Monitoring as the ability to integrate algorithmic capabilities into the data-stream to identify critical parameters with high velocity. Considering the number of monitored assets aboard a merchant vessel today, numerous advancements will need to be made for such a solution to be offered to the marine industry by a single supplier.

As suppliers evolve in their ability to provide open architecture for asset monitoring, an element of the future challenges becomes more transparent:

How can a single supplier monitor all this data and provide value, integrate solutions into the vessel management system, and ultimately partner with the operator in sharing risk?

This is the ultimate value-add offering in remote monitoring and the future for operators who desire to partner with solution providers with the intent to lower operating costs. Arguably, ACM is the solution to this challenge. The first providers to combine a technology derived from algorithmic processes with a commercially viable solution using remote capabilities with localized support will represent the future.

The future of remote monitoring is not limited to the monitoring element alone.  The value chain of solutions will evolve for the “do it myself (DIM)” customer to an operating environment of “do it for me (DIFM)” ship owners. The methodology to achieve this milestone is a combination of technical, commercial, and legal solutions.  Selling solutions moves the suppliers into a proactive mode, partnering with the operators and predictably anticipating operational challenges and preventing them. It includes extending maintenance intervals, optimizing vessel performance and fuel consumption, reducing manpower requirements, and eventually, possibly even changing the owner environment into remote and non-remote engaged operators.  Don’t misinterpret this prediction; there will always be the need for a living operator on the bridge of the ship to anticipate risks and make corrections. However, in the future remote monitoring world, the remote operators will have the advantage of significantly reduced costs and thus can be much more competitive, eventually capturing a leading market share.

If we examine some parallel industries (for example: mining), we begin to see the usage of this data for value messaging, supply chain management and fuel consumption optimization. This capability is creeping into the marine industry, albeit very slowly, as marine vessels are significantly more complex than a mining machine. In addition to the inherent complexity associated with marine vessels, asset suppliers in the marine industry are not wholly comfortable opening up their operational architecture to third party monitoring solutions. The risk of safety, warranty validity, and the eventuality of proprietary knowledge unknowingly entering the open market is unacceptable and represents a significant obstacle that will need to be addressed prior to industry acceptance. Despite the common usage of J1938 / 39 communication architecture, we are far from connecting all assets to a single data bus on board a vessel. It is critical that the vessels being designed today anticipate this challenge and strive to bring all operating assets onto a common bus for eventual communication capability. So are we limited in reaching this ACM goal? How do we enable the next evolution in remote monitoring to take place? As with all future predictions, we need to examine the progress one step at a time.

Step 1: Predictive Component Maintenance 

This sounds much more rudimentary than it actually is today. There are numerous conflicting elements of this step that prevent it from becoming normalized, including:

• The lack of willingness by asset suppliers to share the early indicators for failure.  Most suppliers in the industry provide and promote their own operating and maintenance schedules. Few define a pre-failure predictive protocol for operating machinery.
• Most suppliers profit on the parts business and in theory, outside warranty, a failure of a component is profitable revenue. This challenge must be overcome, and we must challenge asset suppliers to become more willing to share this data and to integrate this data into a series of remote monitored asset solutions. Many operating assets are not installed with an electronic monitoring capability, preventing the ability to link to a common communication bus. Architects have the ability to incorporate this expectation today for most equipment, providing options to the owner to allow them the ability to prepare for a vessel retrofit once the technology advances.

Step 2: Commercialization of the predictive component maintenance solution.

There must be a resounding business case for a single supplier to invest in the technology and knowledge from various suppliers to build a common remote monitoring platform that will meet all the needs of the vessel owner at an affordable price.  Each operator balances on a fine line of risk and reward. No doubt, the reduction of a single off-charter day for a vessel generates significant savings, however, at what return on investment?  Today we have solutions that are targeted to individual assets (example: engines, load management systems, and bridge equipment); however, no single supplier has effectively brought all these assets into a single data system. The naval architects today should anticipate the increasing need to build into the vessel design electronic solutions that will cost effectively allow third parties to access the data-bus and export data from multiple sources at rapid rates at near zero cost. No supplier will likely be able to afford to retrofit an entire vessel in the commercial proposal to a ship operator; therefore, the ships being designed today are an important link in enabling this technology solution for the future.

Step 3: The implementation of an Advanced Condition Monitoring technology

Advanced Condition Monitoring technology can interpret millions of data-points per second for all monitored assets, translate the data into useful information, and allow a limited number of Fleet Managers to immediately make a recommendation or take action.  This milestone requires asset suppliers to be more open with their operating systems, and to allow third parties access to critical operational risk experience databases. This is likely only to be accomplished with pressure from the supplier of the leading cost assets on-board a vessel, either the power management supplier or the engine supplier.  Architects need to partner with these suppliers to select sub-systems that only utilize electronic data communication solutions. The suppliers need to partner to provide the algorithmic solutions that will enable a rapid conversion of data into useful information for the Fleet Managers. This single issue is representative of a multi-faceted challenge that is yet to be overcome.

Step 4: The creation of a vessel health management system

This solution would combine the information output of the ACM system, with a series of remote personnel who can evaluate solutions both on and off-site and make critical operational decisions. We can never fully remove the human value of diagnosing a product health situation. Additionally, we need to understand the operating profile of the vessel.

For example, we should never be in a position to shut down a critical system to protect the asset at the risk of running aground or hitting a fixed bridge structure. A vessel health management system will likely be replicated from existing land-based solutions that are in place today, and is a realistic step once the ACM technology evolves.

Step 5: A continuous improvement process is needed to constantly evaluate lessons learned and remove risk from the client solution. 

The marine industry will continue to evolve, as will the on-board technology. Each new technology presents new risks.

Consider alone the challenges presented by IMO III, and the impacted emissions reduction equipment. How will a vessel health management system balance the need to move cargo with the environmental regulations and operational needs of the ship? Who is empowered to make those rules as related to remote monitoring and what is the impact of a wrong decision?

We need a strong governing body to set limits on vessel health management and the tools utilized to provide value to the shipping company in the future.

The future of remote monitoring is full Vessel Health Management with Advanced Condition Monitoring. These potential solutions are constantly being challenged due to improved and evolving marine technology and operational regulations. We are only at the cusp of this journey in the technology evolution today, with various suppliers introducing new and improved solutions every year. Each has its own value, and each has its own limitations. When a single supplier is able to combine all managed assets into a single data-stream, evaluate the data from multiple vessels at once at very high speeds using ACM, combining a localized solution in a commercially viable vessel health management tool, we will have achieved the vision of this paper.

That future of remote monitoring is not today, but it is realistically achievable by the year 2020.

Jaime Tetrault is a US Merchant Marine Academy graduate and 15-year employee of Caterpillar.  He has 25 years of maritime experience and is currently managing the Caterpillar Marine Power System Product Support Division representing all product health, product support, parts sales and distribution development activities for Cat and MaK brand marine engines.  He is based in Hamburg, Germany.

The combined Australian and New Zealand staff of CTF 150 worked with CMF and other agencies to coordinate maritime security operations to disrupt the activities of extremist terrorist organizations.

The joint Australian effort led by HMAS PARRAMATTA intercepted, boarded and searched the suspected vessel. The boarding was conducted in accordance with International Law as the vessel was of unknown nationality. The search revealed 240 kilograms of amphetamine and heroin concealed in bags of flour and rice. The ships’ boarding team destroyed the illicit cargo.

In describing the success of the mission Commodore Jonathan Mead, Commander CTF 150 stated:

‘This represents the accumulation of many months of hard work, planning and international co-operation. This seizure marks the first interdiction of illicit cargo by a CMF asset in over two and a half years. I am advised that the volume of narcotics signifies a street value of approximately 5 million Australian dollars. The destruction of this illicit cargo is a victory for those who hope to create a lawful and stable maritime environment and is a blow for terrorists who seek to fund their activities through the transportation of narcotics on the high seas.”

HMAS PARRAMATTA has been on task since leaving Sydney in September 2011 and is a highly professional asset and a key player in international maritime security operations. CMF includes participation and contributions from 25 nations. PARRAMATTA is the 27^throtation by a Royal Australian Naval warship to the region since 2001.

Commanding Officer of HMAS PARRAMATTA, Commander Guy Blackburn described the mission as a significant event:

“This was a great day for HMAS Parramatta, a great day for the Combined Maritime Forces and a great day for the Australian forces in the Middle East area of operations. The crew of HMAS Parramatta is very proud of this result as it comes after months of hard work and the persistence of many agencies. Parramatta has been on task since leaving Sydney in September 2011 and is a highly professional, key player in our maritime security operations.”

CMF operates to defeat terrorism, prevent piracy, reduce illegal trafficking of people and drugs, and promote the maritime environment as a safe place for mariners with legitimate business. When called upon, CMF also responds to SOLAS and humanitarian crises.

image courtesy DONG Energy

The £1 billion Walney wind farm, which is a joint venture between DONG Energy (50.1%), SSE (25.1%) and OPW ( 24.8%), is being officially opened by Edward Davey, Secretary of State for Energy and Climate Change. With 102 turbines and a total capacity of 367.2 MW, Walney can supply up to 320,000 households a year with renewable power.

The wind farm, which combines the Walney 1 and 2 projects, has already set a number of industry records, and will create approximately 60 jobs at its new operations centre in Barrow-in-Furness.

DONG Energy managed to construct Walney 2 in the fastest ever time for an offshore wind project, with all turbines and cables installed in just five months and 13 days, setting a record in the sector. It marks an important step for the industry, and DONG Energy’s strong drive towards further industrialising the industry.

Walney is also ground-breaking in its financing, being the first UK offshore wind farm to receive investment from a pension fund service provider and an equity fund before it had even been built. OPW, a consortium of the Dutch pension fund service provider PGGM and Ampere Equity Fund, took a 24.8 per cent stake in the project in December 2010.

The partnership with PGGM and Ampere Equity Fund, which is managed by Triodos Bank’s subsidiary Triodos Investment Management, clearly demonstrates that institutional investors are willing to invest in well-structured offshore wind projects alongside market leading industry participants. DONG Energy has around 30 per cent of the offshore wind market throughout Europe.

Walney is made up of 102 Siemens Wind Power turbines each with a capacity of 3.6 MW.

Edward Davey, Secretary of State for Energy and Climate Change, said:
”Britain has a lot to be proud of in our growing offshore wind sector. Our island’s tremendous natural resource, our research base and a proud history of engineering make this the number one destination for investment in offshore wind.“

”And Walney is the newest, biggest and fastest-built jewel in that crown, providing clean power for hundreds of thousands of households.“

”Opening Walney during my first week in office lets me underline my commitment to continuing the Coalition’s work to make this sector a success story for the British economy, not least with the innovation it is driving and the employment it is creating.”

The inauguration of Walney provides further evidence of DONG Energy’s commitment to developing the UK’s offshore wind resources. With 1GW of offshore wind generation on stream or under construction in the UK, and an investment program totalling around £3 billion in offshore wind alone, DONG Energy is a major investor in the UK.

Anders Eldrup, CEO of DONG Energy, said: “DONG Energy is delighted to have developed this record-breaking wind farm. Not only is it the world’s biggest wind farm but it has been built in the fastest time ever and it marked a new era in terms of financing being the first project in the UK backed by institutional investors. Walney is a landmark in offshore wind and DONG Energy’s strong drive to further industrialise offshore wind power and cut costs. It demonstrates our commitment to invest in the UK.”

Jim Smith, SSE’s Managing Director, Renewables, said: “Today is a great example of what can happen when skilful, innovative companies are focussed on a goal. We are seeing real, low carbon investment and real job creation, proving that offshore wind does have the ability to be a key UK industry. SSE is committed to delivering the low carbon economy, and today proves that not only do we have the will, we also have the necessary skills and expertise to deliver such projects.”

Dennis van Alphen, Director, OPW, said: “We are delighted with the completion of the Walney offshore wind project which is a tremendous achievement and underpins the importance of a strong strategic partner like DONG Energy. This investment in clean energy is aligned with the ESG criteria in the investment policy for our clients and investors and further cements our focus on expanding Renewable Energy as asset class.”

Click here to view the embedded video.

The crew of the 38-foot sailboat Liahona contacted the Coast Guard Cutter Kiska Tuesday at approximately 5:30 p.m via satellite phone. Their sailboat became disabled in seas of 6-to-13 feet and winds of 34 mph. The vessel reportedly suffered damage to its top forestay and its engine overheated. The crew attempted to rig a makeshift sail but completely lost its mast in the extreme conditions.

Coast Guard Joint Rescue Coordination Center Honolulu contacted the 893-foot container ship Horizon Reliance to render assistance under the Automated Mutual Assistance Vessel Rescue System (AMVER). The Horizon Reliance was 149 miles northeast of their Liahona’s location.

At 1:30 a.m. Wednesday morning the Horizon Reliance reached the disabled vessel. As the Horizon Reliance approached the vessel, weather conditions caused the bow of the Horizon Reliance to strike the sailboat.  The Liahona began taking on water and sank, forcing the three passengers into the sea.

The Horizon Reliance maneuvered and lowered a Jacobs’s ladder to reach the survivors. A 29-year-old man was rescued at 2:30 a.m. by the crew of the Horizon Reliance, but the others, a 32-year-old man and 9-year-old boy, drifted away. Both were rescued at 3:20 a.m.

All three sailors are reportedly in good condition.

“We are thankful the Horizon Reliance was in the right place at the right time to come to the aid of these individuals,” said William A. Hamlin, Horizon Lines Senior Vice President of Operations. “We commend Captain Kelleher and his crew for their skilled seamanship in accomplishing a successful rescue despite very adverse weather conditions.”

“No rescue situation can be completely planned for, the sea is ever changing and unforgiving,” said Cmdr. Mark Morin, District Response Manager. “The crew had life jackets with strobe lights on, which was critical in aiding to the Horizon Reliance to keep an eye on them and make the rescue.”

The Liahona was traveling from Puerto Vallarta, Mexico to Oahu, Hawaii.

The Kiska is a 110-foot patrol boat based in Hilo, Hawaii.

AMVER, sponsored by the U.S. Coast Guard, is a unique, computer-based, and voluntary global ship reporting system used worldwide by search and rescue authorities to arrange for assistance to persons in distress at sea. With AMVER, rescue coordinators can identify participating ships in the area of distress and divert the best-suited ship or ships to respond.

For more information about AMVER visit www.amver.com.

The cost of military operations which includes administrative and headquarter operations, military vessels, aircraft, and unmanned aerial vehicles were estimated to be $1.27 billion in 2011. (Photo: U.S. Navy)

Somali piracy cost the shipping industry and governments almost $7 billion in 2011, according to an annual report released today by the nonprofit and nongovernmental organization, One Earth Future Foundation (OEF).

Now in its second year, the study is the result of extensive research conducted by OEF with the collaborative participation of multiple different stakeholders, and includes significant contributions made by commentators, experts, and others impacted specifically by Somali piracy.

Specifically, the report states that the estimated cost of Somali piracy totalled between $6.6 and $6.9 billion in 2011, down from the estimated cost of $7 to $12 billion in 2010, of which the shipping industry bore costs of over 80%.  Meanwhile governments accounted for the remaining 20% of the expenditures associated with counter-piracy measures.

This year’s report, titled “The Economic Cost of Somali Piracy 2011″, identified nine key economic costs associated with Somali piracy. Here is how it breaks down:

Ransoms: In 2011, 31 ransoms were paid to Somali pirates, totaling around $160 million. The average ransom was approximately $5 million, up from around $4 million in 2010. While 2011 saw a lower success rate for Somali pirates, the increased price of ransoms meant that pirates received greater revenue for fewer hijackings.

Insurance: The two major forms of piracy-related insurance are war risk and kidnap and ransom (K&R). This insurance market has evolved throughout 2011 to reflect continued developments in piracy. The ‘war risk’ region was expanded to include the larger Indian Ocean at the beginning of the year, and many shipping companies have received premium reductions for having private armed security on board ships. The total cost of war risk and K&R insurance was approximately $635 million.

Security Equipment and Guards: A notable trend in 2011 was the rapid escalation in the use of private armed security. The total cost of both security equipment and armed guards in 2011 was between $1.06 and $1.16 billion.

Re-routing: In 2011, some ships opted to avoid the piracy high risk area (HRA) by hugging the western Indian coastline. This report assessed the cost of that re-routing for bulk carriers and tankers, and estimated the cost was around $486 – $680 million in 2011.

Increased speed: To date, no ship has been successfully hijacked that was traveling at 18 knots or faster. Therefore, many ships will ‘speed up’ when transiting the HRA. Since more fuel is burned by ships transiting at faster speeds, these increased speeds are a large added cost. This project finds that the extra costs of increased speeds for containerships alone is around $2.7 billion.

Labor: In 2011, 1,118 seafarers were held hostage, and 24 died. Due to this grave risk, many seafarers are entitled to double compensation when they transit the HRA and/or for the duration they are held hostage by pirates. This study estimates that the total cost of this additional compensation was $195 million.

Prosecutions and Imprisonment: 20 countries have arrested, detained or tried Somali pirate suspects. The total cost of prosecutions and imprisonment was around $16.4 million in 2011.

Military Operations: Over 30 countries contributed military forces, equipment, and vessels to counterpiracy activities in 2011. This report estimates the total cost of administrative and headquarter operations, military vessels, aircraft, and unmanned aerial vehicles to be $1.27 billion in 2011.

Counter-Piracy Organizations: A number of new civil society and multilateral initiatives were launched in 2011 with a mission of reducing piracy, and its impact. This report calculates the total cost of funding and operational budgets for these organizations to be approximately $21.3 million.

Download:  The Economic Cost of Somali Piracy 2011 Report

Image courtesy Orient Overseas Container Line

Members of the G6 Alliance announced today that their groundbreaking cooperation in Asia-Europe container shipping will begin operation in the first week of March – one month ahead of schedule.

“We are eager to roll out our competitive products to benefit customers by offering a comprehensive and increased coverage of 40 ports in the Asia-Europe market with more sailing frequency,” the members said in a statement.  “Customer response to the G6 Alliance is strong, the latest economic condition in the trade supports the timing of the launch, and we are ready to meet the market’s expectations.”

The G6 Alliance, serving the Asia-to-Europe-and-Mediterranean market was announced last December.  The G6 Alliance members are the carriers in the Grand Alliance and New World Alliance: APL, Hapag-Lloyd AG, Hyundai Merchant Marine, Mitsui O.S.K Lines, Nippon Yusen Kaisha and Orient Overseas Container Line.

The G6 Alliance will launch six services between Asia and North Europe in the first week of March.  Those serving Japanese ports will commence after completion of consultations with the Japan Harbor Transportation Association and labor unions.

A seventh service will follow when it can be supported by sustainable trade conditions.  The service will provide direct coverage to the Bohai Bay ports in Dalian and Xingang.

The G6 Alliance will continue the existing Asia-Mediterranean Express Service (EUM) and will also launch a new Asia-Black Sea Express service (ABX) in the first week of April.

The base-plan port rotation of the G6 Alliance loops is as follows, subject to the confirmation of berth availability:

Loop 1

Kobe – Nagoya – Shimizu – Tokyo – Hong Kong – Cai Mep – Singapore – Jeddah – Rotterdam – Hamburg – Southampton – Le Havre – Singapore – Hong Kong – Kobe

Loop 2

To be finalized

Loop 3

Shanghai – Ningbo – South China – Singapore – Tangier – Rotterdam – Bremerhaven – Gdansk – Gothenburg – Rotterdam – Jeddah – Singapore – South China – Hong Kong – Shanghai

Loop 4

Ningbo – Shanghai – South China – Singapore – Southampton – Hamburg – Rotterdam – Singapore – South China – Ningbo

Loop 5

Kwangyang – Pusan – Shanghai – South China – Singapore – Rotterdam – Hamburg – Thamesport – Singapore – Kwangyang

Loop 6

Kaohsiung – Xiamen – South China – Hong Kong – Singapore – Colombo – Southampton – Antwerp – Hamburg – Rotterdam – Jebel Ali – Singapore – South China – Kaohsiung

Loop 7

Qingdao – Shanghai – Hong Kong – South China – Singapore – Salalah – Le Havre – Rotterdam – Hamburg – Southampton – Tangier – Salalah – Singapore – South China – Qingdao

ABX Service

Ningbo – Shanghai – South China – Hong Kong – Singapore – Port Said – Ashdod – Istanbul – Constanza – Odessa – Istanbul – Ashdod – Port Said – Singapore – Ningbo

EUM Service

Pusan – Shanghai – Ningbo – South China – Hong Kong – Singapore – Port Klang – Jeddah – Damietta – Genoa – FOS Sur Mer – Barcelona – Valencia – Damietta – Jeddah – Singapore – Hong Kong – Pusan

Rabaul Shipping fleet, image courtesy New Dawn FM 95.3

In heavy weather last week, the passenger vessel, MV Rabaul Queen, owned by Rabaul Shipping, capsized and sank off Papua-New Guinea.  246 people were rescued, yet over 100 passengers are presumed dead.

The Australian Maritime Safety Administration (AMSA) praised the efforts of a number of merchant vessels involved in the high seas rescue.

AMSA would like to thank the merchant vessels, Australia Government and private aircraft, and local PNG helicopters for their assistance in the search.

AMSA commends all of the ships that responded to our distress broadcast over the four days of the incident and which, together, saved 246 people that otherwise almost certainly would have been lost. A list of ships involved is below.

• MOL Summer
• MSC Carole
• Violet
• Zong He
• Cap Scott
• Alcem Lugait
• Kwangtung
• C. Oasis
• Hanjin Duesseldorf
• Lily Fortune
• Coral Ruby
• Vega Fynen
• Bougainville Coast
• Kyowa Orchid
• Goodwill

According to a Bougainville Radio Station however, the 3 remaining vessels owned by Peter Sharp, Chief Executive of Rabaul Shipping, have been seized by excombatants and grieving relatives of the missing.  The Autonomous Bougainville Government (ABG) has fully disassociated itself from the activities of these excombatants and has no part in the holding of these vessels.

Excombatants holding on to three ships owned by Peter Sharp will not release them until all the fate of Bougainville passengers are released to them.  They told the meeting with Bougainville chief administrator that they were not happy with the communication breakdown between the shipping company and the families of those who lost their lives.

An image of the ocean floor in Google Earth before (left) and after a recent update to ocean data. The updated version corrects the grid-like markings once rumored to be evidence of the lost city of Atlantis. Credit: Scripps Institution of Oceanography, Google Earth

The National Ocean Service, has a minor problem they wish to address.  While ‘navigating’ the ocean floor in Google Earth, countless amateur  oceanographers have emailed the service thinking they, by chance,  ‘discovered’ the lost city of Atlantis. Alas, while the strange grid-like patterns they found were in fact created by humans, the patterns were not the result of ancient developers of lost civilizations but, rather, are only made of data. In other words, there are no physical lines on the ocean floor. These lines are artifacts of the ocean floor mapping process.

Thanks to a recent update to ocean data in the Google Earth application, the computer data error has been fixed, the grid lines “erased” and, once again, the city of Atlantis is lost.

NOAA expects fewer inquiries regarding this mysterious, lost, underwater civilization…though we know some of you will still keep looking.

GHANA: Offshore tug boarded by four robbers on 9 February while berthed at position 04:53 N – 001:45 W, Takoradi Port.  The robbers, armed with long knives, threatened duty watchman and stole ship’s stores, and escaped in a waiting canoe.  No crew injuries and incident reported to port authorities. (IMB).

THE CONGO: Container ship boarded on 4 February by an unknown number of robbers while anchored at position 04:46 S – 011:47 E, Point Noire Anchorage.  Duty watchman found wet footprints on deck and padlock to bow thruster room broken.  Crewman informed duty officer, who then noticed a small boat alongside the vessel.  Duty officer raised alarm and mustered the crew.  Upon further inspection, a number of storage lockers were broken into and ship’s stores and spare parts noted stolen.  Small boat escaped.  Ship’s master attempted to report the incident to port authorities, but received no response. (IMB)

ARABIAN SEA: Bulk carrier hijacked on 7 February while underway near position 16:03N – 062:26 E, approximately 520nm NE of Socotra Island, Yemen. UKMTO was first notified about the potential hijacking when the vessel owner informed them that he could not contact the vessel.  The Free Goddess was en route from Adabiya, Egypt to Singapore, carrying 19,475 metric tons of steel cable with a crew of 21 on board. (Press)

INDONESIA: Tanker boarded on 7 February while anchored at 01:06 N – 103:28 E, Karimun STS anchorage.  Duty crewman on rounds sighted three robbers, armed with steel rods, on the aft deck area and immediately raised the alarm.  The robbers escaped without taking anything.  Incident reported to port authorities. (IMB)

Weather Forecast for 9 – 15 FEB 

A. GULF OF ADEN: Moderate conditions will persist throughout the period. Expect easterly winds 13 – 18 knots, decreasing to 8 – 13 knots by 11 Feb and seas from 5 – 7 feet, decreasing to 2 – 4 feet by 11 Feb. EXTENDED FORECAST: Winds and seas will maintain easterly between 8 – 13 knots and seas of 2 – 4 feet.

B. SOMALI COAST: Northeast monsoonal flow off the Somali coast continues to produce moderate to severe impacts in the area.  Expect northeasterly winds of 18 – 23 knots and seas of 6 – 8 feet to decrease to 5 – 7 feet by 10 Feb.  EXTENDED FORECAST: Winds and seas will maintain, northeasterly 18 – 23 knots and seas of 5 – 7 feet through the reporting period.

C. NORTH ARABIAN SEA: Northeasterly winds of 8 – 13 knots and seas between 2 – 4 feet will remain through 13 Feb. EXTENDED FORECAST: Expect northeasterly winds of 8 – 13 knots and seas of 2 – 4 feet, which will probably increase to 4 – 6 feet by 13 Feb.

D. CENTRAL AFRICAN COAST/INDIAN OCEAN: Residual swell waves from the southern Somali Basin region continue to impact area but overall conditions will remain moderate, with northeasterly winds of 13 – 18 knots, decreasing to 8 – 13 knots by 12 Feb and seas of 5 – 7 feet, decreasing to 3 – 5 feet by 11 Feb.  EXTENDED FORECAST: Small boat operations off the Tanzania and Kenyan coast will be marginally impacted as winds will maintain from the northeast 8 – 13 knots and seas of 3 – 5 feet.

E. MOZAMBIQUE CHANNEL: Expect northeasterly winds in the northern channel between 8 – 13 knots and seas of 2 – 4 feet, while in the southern channel, northeasterly winds 10 – 15 knots and seas of 3 – 5 feet. EXTENDED FORECAST: In the northern channel winds will become northwesterly between 8 – 13 knots with seas of 2 – 4 feet, while in the southern channel winds northeasterly winds between 10 – 15 knots will prevail and seas between 3 – 5 feet.

F. SURFACE CURRENTS: Currents within the Somalia Basin, Gulf of Aden, and into the Indian Ocean remain variable with most areas having average speeds of less than 1.5 knots.  An area of increased current speeds exists along the Somali coast, continuing south off the northern Kenya coastline until about 5 degrees south. This northeast to southwest current is moving along the coastline at speeds up to 3 knots. The Mozambique Channel has an average current of 1 – 2 knots.

IMO Secretary-General Koji Sekimizu has pledged IMO’s support for the Philippines in all facets of the country’s maritime development. 

IMO – the International Maritime Organization – is the United Nations specialized agency with responsibility for the safety and security of shipping and the prevention of marine pollution by ships.

Web site: www.imo.org