Different Types of Fleet in the Maritime Industry

Working at sea can be fraught with various dangers and problems for seafarers, the profession of seafarer attracts many young people. But a job at sea implies a long absence from the shore, away from relatives and loved ones. Some become sailors in order to continue family traditions.

An important factor in choosing a maritime profession for many is the prospect of career growth and, therefore, the opportunity to earn more money in the future. But in order to develop in this field in the future, it is necessary to understand what specialties exist and what specialists are required.

When you are coming to fleet choices, it's important to note that each fleet category includes a wide range of vessel sizes and specifications to suit specific operational requirements. Additionally, advancements in maritime technology and sustainability practices have led to the development of hybrid vessels, electric ferries, and more eco-friendly solutions within the maritime industry.  Consulting with maritime experts can provide valuable guidance to ensure the fleet choice aligns with the specific needs of seafaring operations.. Here are some common types of fleets in the maritime industry and the vessels typically chosen for each category:

Cargo fleet is for transporting goods and commodities by sea, cargo fleets often consist of container ships, bulk carriers, and general cargo ships. These vessels are designed to efficiently carry large quantities of cargo. Examples include Panamax and Post-Panamax container ships, Capesize bulk carriers, and multipurpose cargo ships.

Tanker fleet is involved in transporting various liquid cargoes, such as crude oil, petroleum products, chemicals, and liquefied natural gas (LNG). Tanker vessels are classified into different categories based on their cargo type and size. Common types include crude oil tankers, product tankers, chemical tankers, and LNG carriers.

Passenger fleet is dedicated to providing transportation services for passengers. Passenger fleets include cruise ships, ferries, and luxury yachts. Cruise ships come in various sizes, accommodating a large number of passengers, while ferries serve shorter distances, often transporting vehicles and pedestrians across water bodies.

Offshore fleet support various offshore operations, such as oil and gas exploration, production, and maintenance. Offshore fleet typically consists of offshore supply vessels (OSVs), platform supply vessels (PSVs), anchor handling tug supply vessels (AHTS), and crew boats. These vessels are equipped to transport supplies, personnel, and equipment to offshore installations.

Fishing fleet is involved in commercial fishing activities, including catching, processing, and storing fish and seafood products. These fleets comprise fishing trawlers, longliners, purse seiners, and factory ships equipped with processing facilities.

Research Fleet is dedicated to scientific exploration, oceanographic studies, and marine research. These fleets may include research vessels equipped with advanced scientific equipment, laboratories, and diving facilities to support various scientific missions and data collection.

Demystifying Azimuth Thrusters: maritime navigation at first

Earlier we discussed different types of thrusters in the article “Components of the DP system - Thrusters”. Dynamic Positioning (DP) systems maintains the position and heading of a vessel or offshore floating unit by means of thrusters, without the need for anchors. Thrusters play a crucial role in DP systems by providing the necessary thrust for position and heading control.

Azimuth thruster is capable of rotating 360 degrees. Being able to develop the thrust in any direction, a vessel with azimuth thrusters has good maneuvering characteristics. Azimuth thrusters can be both auxiliary and main source of thrust development, and they may have fixed-pitch propellers or controllable-pitch propellers.

The pod is typically located below the waterline and can be rotated by a hydraulic or electric motor.

By having the ability to rotate the thrust vector, ships equipped with azimuth thrusters can change direction of movement quickly and easily, making them highly maneuverable. This makes them particularly useful for tugboats, offshore supply vessels, and dynamic positioning systems for maintaining the position of floating structures.

The size and power of azimuth thrusters can vary depending on the specific application and vessel size. They are typically electrically or mechanically driven and can range from a few hundred kilowatts to several megawatts in power.

But sometimes the specific tasks require to limit sector of azimuth thruster rotation. For this purpose there are several modes available in the DP System.  

Fixed Azimuth function can be usable when the thruster force is necessary to fix in a particular direction. This function shall be used when the vessel has an azimuth thruster located in the fore-and-aft centre line, usually closer to the bow from the midships and aimed to act against main environmental force, depending on which one is stronger at present moment: wind, current or their interaction. Thus, such an azimuth thruster takes the main load while the others just correct the vessel’s position with the minimum one.

While fixed, azimuth thrusters don’t provide the vessel with such a maneuverability, as a fully steerable azimuth thrusters. But they are still valuable propulsion systems in certain applications, providing additional thrust and maneuvering capabilities to enhance vessel control in specific directions.

Biasing Mode is a mode, when two azimuth thrusters work compensating each other (in opposite directions), e.g. it is used in light environmental conditions to avoid constant thruster spin (hunting for a direction). Thruster Biasing has three main parameters: minimum load, at which azimuth thrusters work against each other (counteract); working sector of azimuth thrusters (Angle factor) and load percentage of the azimuth thrusters, when they exit ‘Biasing Mode’ and start working in the same direction, sharing the load demand (Turn factor). In the neutral condition, therefore, two thrusters work in the opposite direction with the power load, set by the operator. In order to provide sustained direction of forward or aft movement, both azimuth thrusters pivot within the predetermined sector, so that the sum linear vector is developed, while lateral vectors compensate each other. They can increase force making the vessel move faster, but they cannot decrease it lower than the level, set by the operator. In order to provide movement to port or starboard direction, one azimuth thruster develops more force than the other.

The Turn factor determines when to turn a thruster within a group, instead of continuing to counteract the other thruster. The maximum force for each thruster is 10 tones and the idle or bias force is 2 tones.

The Angle factor determines the relative priority of angle against force to satisfy the force demand. The same 10 tones demand ahead is achieved, but more thrust is used with a higher angle factor, than with a lower angle factor.

Essential Courses for Seafarers: Advancing Your Skills

Often shipping companies have their own training requirements that go beyond regulatory mandates. Seafarers may need to attend specific courses mandated by their employers to comply with the company's safety, security, and operational standards.

Many courses are required by international maritime regulations such as the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW). These regulations mandate certain training and certification requirements for seafarers to ensure the safety of life at sea, environmental protection, and the efficient operation of ships.

Courses Skill Enhancement provide opportunities for seafarers to enhance their skills and knowledge in specific areas related to their roles onboard. These courses help them stay updated with the latest industry practices, technological advancements, and best practices in safety and operational procedures.

Obtaining additional certifications and qualifications can open doors to higher-ranking positions and increased responsibilities.

Courses related to safety, firefighting, survival techniques, and medical first aid equip seafarers with the necessary skills to respond effectively in emergency situations. This training ensures the safety of the crew, passengers, and the vessel herself.

Some courses focus on specific areas of maritime operations, such as tanker operations, offshore drilling, dynamic positioning, or electronic systems. Seafarers undergo specialized training to acquire the knowledge and skills required for these specific roles or types of vessels.

Here are some common types of courses for seafarers:

Basic Safety Training (BST): This course covers essential safety procedures and skills, including personal survival techniques, fire prevention and firefighting, elementary first aid, and personal safety and social responsibility.

Advanced Firefighting: This course provides advanced training in firefighting techniques and equipment operation for seafarers responsible for fire safety onboard ships.

Medical First Aid: This course trains seafarers in providing immediate medical assistance and first aid in emergency situations at sea.

Personal Survival Techniques (PST): PST courses teach seafarers how to survive in emergency situations at sea, including the use of life-saving appliances and techniques for abandoning ship.

Here are some common types of courses for seafarers:

Personal Safety and Social Responsibilities (PSSR): PSSR courses cover seafarers' personal safety, safety procedures onboard, and their responsibilities towards fellow crew members and the environment.

Proficiency in Survival Craft and Rescue Boats (PSCRB): Provides training in the launching and handling of survival craft, rescue boats, and related equipment.

Ship Security Officer (SSO): Train seafarers in ship security management, including threat assessment, security measures, and response procedures to prevent security incidents.

Bridge Resource Management (BRM): This courses focus on improving communication, teamwork, and decision-making skills of bridge personnel to enhance navigational safety.

Engine Room Resource Management (ERM): Aim to improve teamwork, communication, and coordination among engine room personnel for effective and safe operation of the ship's machinery.

Electro-Technical Officer (ETO) Training: Provide specialized training for seafarers responsible for electrical and electronic systems on board, covering maintenance, troubleshooting, and repair.

Global Maritime Distress and Safety System (GMDSS): GMDSS courses train seafarers to operate and maintain communication equipment and systems used in distress situations and for general maritime safety.

Tanker Familiarization: Provide specialized knowledge and skills required for seafarers working on tanker vessels, including cargo operations, safety procedures, and pollution prevention.

These are just a few examples of the types of courses available for seafarers. The specific requirements and training programs can vary based on the seafarer's role, experience level, and the type of vessel they are employed on. It's important for seafarers to undergo appropriate training to meet international regulations and ensure safe maritime operations.

The Maritime Transportation System is a comprehensive system of systems. It contains ships, shipping lines, people, ports, intermodal transfers, and inland waterways. Each of these in itself is a system of systems, each of which is a major attack vector by scammers. And then if we just look at vessels, we have the ship's network, the navigation systems, the methods for updating and remote access communication systems that we've discussed, the cruise network, the network backbone. Industrial control systems and loading and stability systems. All of these are potential targets for malign actors.

The older ships have run without computers and without networks, that is no information communication technologies, and a critical part of the maritime transportation systems are the information communication technologies that support storage and transportation of data. Now information and communications technologies are technologies that are used to handle, so modern ships are highly reliant on these information communication technologies to function. Modern vessels are essentially floating computers and networks, and as such are susceptible to vulnerabilities and cyber attack. Maritime cyber attacks are happening more frequently than members of the maritime community believe because of the number of unreported and undetected attacks.

Several types of information communications on ships:

Navigation systems. There needs to be some method for updating the information communications technologies on a ship. Then you have all the communications that are digitized, loading and stability systems  etc. All of these are potential threat factors for a cyber attack on a ship.

If a cyber attack occurs and it brings down one part of the system, then that can have an effect on the system as a whole.

Automatic Identification System (AIS) which is quite unique to the Maritime Transportation System is a safety feature described as foremost a navigational tool for collision avoidance and is mandatory for all ships carrying passengers and any cargo vessels over a certain size. So the actual AIS system is simply a transponder that transmits course speed, type, of vessel, type of cargo whether it's at anchor or under way, and other information for safety purposes. And unfortunately, the AIS system is neither encrypted nor authenticated.

Specific of information is broadcast in these AIS messages, there's static information and it includes things that don't change, such as the maritime mobile service identity number, the call sign, the ship name, the size and the type of the ship. There's also navigational information, which is sourced primarily from electronic navigational systems on board the ship, and this information includes course over ground, speed over ground, the heading and rate of turn. In terms of cyber attacks, the one that's most relevant to the automatic identification system are the navigational information attacks, which could influence information flowing to and from the ship on course. Speed, heading, navigational status and rate of turn.

There are solutions that would include being able to encrypt and authenticate these AIS messages, but that would require the installation of new hardware on hundreds of thousands or millions of ships.

The cargo ship transmits the AIS message to an AIS capable satellite every few seconds, which then relays that message to an AIS base station, which is terrestrial based. That means it's on land and then that's sent to the vessel tracker service. Additionally, ships have the capability of sending AIS messages directly to other ships in order to avoid collisions, but now we have a malign actor that has the capability to spoof messages, which can then be sent to the AAS base station, which is then transmitted to other ships as well as to the vessel tracking service.

If the malign actor is able to spoof in AIS message sending it to, let's say, an AIS base station and the AIS message contains false information, the latitude, the longitude and the course of the cargo ship, then that cargo ship may appear to other parts of the system receiving those messages, As being located here. In this instance, the malign actor is going to create a spoofed ghost ship, and so the malign actor creates all the necessary information for an AIS message for a ship that doesn't even exist. However, every vessel and entity, including the air space station and the vessel tracker service receiving these AIS messages will see that ghost ship.

There is such a thing as spoofing when it comes to navigational satellite transmissions. GNSS spoofing alters the data associated with the GNSS to produce different positions, navigation or actual timing information.

Spoofing does it tricks the GPS receiver, which can be a system aboard a ship, these signals are unencrypted and are not authenticated. When spoofing occurs, it effectively replaces the real GPS signals with a fake signal. So GPS spoofing used to be very complicated, now, it's easy to gain access to such a transmitter.

To avoid or mitigate the impact of a cyber attack on a ship, it is important to implement robust cybersecurity measures.

Here are some steps you can take to enhance the cyber security of your vessel:

- Assess the cyber security risks specific to your ship and its systems. Identify potential vulnerabilities and threats that could be exploited by cyber attackers.

- Create a comprehensive cyber security plan that outlines procedures, policies, and technical measures to protect your ship's systems and data.

- Provide cyber security awareness and training programs to all crew members. Train them on best practices for secure use of onboard systems, recognizing phishing attempts, and handling suspicious emails or removable media.

- Ensure that all onboard systems, networks, and devices have strong, unique passwords. Enforce the use of multi-factor authentication (MFA) for critical systems. Limit access privileges to only those who require it for their job responsibilities.

- Regularly update and patch the ship's operating systems, firmware, and software applications.

- Deploy firewalls to monitor and control network traffic, and install reputable antivirus software to detect and mitigate malware threats.

- Implement secure network configurations and segment your ship's network to isolate critical systems from less critical ones.

- Implement a regular backup strategy to ensure critical data is backed up frequently and stored securely.

- Establish a clear incident response plan that outlines the steps to be taken in case of a cyber attack. Define roles and responsibilities, including reporting procedures, containment measures, and recovery processes.

- Keep up to date with the latest cyber security threats and trends in the maritime industry. Stay informed about security advisories, alerts, and best practices provided by industry organizations, cybersecurity agencies, and relevant authorities.

Сyber security is an ongoing process, and it is important to regularly review and update cyber security measures to adapt to new threats and vulnerabilities. Consider seeking assistance from cybersecurity professionals with expertise in the maritime sector to assess and improve your ship's cybersecurity posture.

Understanding System Thrusters in maritime vessels

A dynamic positioning vessel typically requires a specific number of thrusters to ensure effective positioning and maneuverability. The number of thrusters is determined based on several factors, including the vessel's size, shape, intended operations, and environmental conditions. 

Having multiple thrusters, the vessel gains redundancy. If one thruster fails or requires maintenance, the remaining thrusters can compensate and maintain position or safely terminate the task. Redundancy improves the overall reliability and safety of DP operations.

The number of thrusters is determined based on the total thrust required to maintain the vessel's position in different environmental conditions. By distributing the thrust among multiple thrusters, the vessel can achieve the necessary force to counteract external forces effectively. This helps prevent excessive wear and tear on thrusters, extends their lifespan, and reduces maintenance requirements.

Thruster types of dynamic positioning vessels are: 

Main propellers and rudders. Such thrusters are also called “main engines” and, depending on the kind of propeller, there are two types of them: Controllable-Pitch Propeller (CPP) and Fixed-Pitch Propeller (FPP). The difference between these two types is that the blades of the Controllable-Pitch Propeller are able to change the pitch angle (to turn). Thus, the change of the produced thrust is achieved by altering the blade direction (changing the angle of attack of the propeller blades). When the thrust is not required, blades are set to zero pitch and turned to one plane

Advantage of the Controllable - Pitch Propeller is that it is possible to keep the engine at the constant revolutions during maneuvers and there is no need for reversing the engine – in order to develop thrust astern, the direction of the blades is just changed accordingly. Fixed-Pitch Propeller, however, lacks such an option, as its blades do not change the angle of attack (the propeller is solid) and the thrust force can be controlled by increasing or decreasing revolutions per minute (RPM) only, while the engine is working at variable RPMs.

Characteristics, discussed above, are applied to all thrusters, where propeller is used. When the thrusters are controlled by the DP system, then DP system defines and controls the blade pitch and rudder angle to be made for keeping the vessel in position.

In order to avoid affecting one thruster by another (on the vessels with two or more azimuth thrusters), DP operator can activate function “Prohibited Azimuth Zone”. Pivoting 360°, azimuth thruster does not enter a particular sector. Prohibited sectors are usually set in the direction of the other thruster, so that they do not create the wash against each other, or in the direction of hydroacoustic systems (echosounder, HPR) to prevent interference. 

Retractable azimuth thruster - such a thruster is hidden in the hull of the vessel during her passage and is retracted when it is necessary to improve her maneuverability (berthing) or to improve ability of the vessel to keep her position (DP operation). One shall remember that when this thruster is active, the draught of the vessel is increased by its length – particular caution is required in shallow waters and ports.

Azipod – is a variation of the azimuth thruster, with its electrical motor being mounted in the thruster itself (in the pod) and a propeller, connected directly to its shaft.

Tunnel thrusters can be fitted in forward and aft part of the vessel. It is quite simple and reliable equipment. The tunnel of the thruster is located athwartships with the propeller inside – it can be either a controllable-pitch or a fixed-pitch one with the same characteristics and principles, intrinsic to already mentioned propellers.

Tunnel thrusters are rather effective in maneuvering at a slow speed and position keeping, as they develop the side thrust. However, these thrusters lose their efficiency at the speed higher than 3 knots and pitching.

Waterjet and Gill jet thruster – belongs to a waterjet type of thrusters, where the propeller functions as a pump injecting the water to the channel through a pipe, located in the bottom part of the vessel’s hull.

Voith-Schneider thruster – is a laterally rotating cylinder with vertically installed and controllable blades, pivoting about their axis.

The first three types of thrusters, such as Main propellers and rudders, Azimuth thrusters, Tunnel thrusters are more common ones among those, described above. The regulations, however, do not contain any requirements as for the type of the thrusters to be fitted on board. They are the following:

The job of a DP operator is an exciting and important role within the maritime industry. As a DP operator, you will be responsible for operating and maintaining dynamic positioning systems on vessels or offshore platforms. These systems utilize advanced technology to automatically control the position and heading of the vessel or structure, eliminating the need for traditional anchoring.

To excel in this role, it is essential to have a comprehensive understanding of the dynamic positioning system. This knowledge can be acquired through a specialized DP operator book like “Principles of Dynamic Positioning”, which serves as a valuable reference guide. The handbook provides detailed information about the equipment, software, operational procedures, and best practices associated with the specific dynamic positioning system installed on your vessel or platform.

When seeking a job as a DP operator, you may come across vacancies in various sectors of the maritime industry. Oil and gas companies, offshore wind farms, research vessels, and other industries often require skilled DP operators to ensure the safe and efficient operation of their assets.

To become a DP operator, you will need to undergo thorough training and obtain a certificate that validates your competence in operating dynamic positioning systems. The training programs typically include theoretical and practical components, covering topics such as system operation, safety procedures, emergency response, maintenance, and troubleshooting. These courses are designed to equip you with the necessary skills and knowledge to excel in your role as a DP operator.

Upon successful completion of the training course/program, you will be awarded a certificate that serves as proof of your competency as a DP operator. This certificate is highly regarded within the industry and is required for employment as a DP operator. It showcases your proficiency in operating dynamic positioning systems and assures employers of your ability to effectively and safely manage vessel or platform positioning.

In summary, the job of a DP operator involves operating and maintaining dynamic positioning systems, utilizing the knowledge and skills obtained through training and certification. The DP operator handbook “Principles of Dynamic Positioning” serves as a valuable reference guide, and job vacancies can be found in various sectors of the maritime industry. Through comprehensive training and certification, you can become a competent DP operator and contribute to the safe and efficient operations of vessels and offshore structures.

DP Operator job

Constituent elements of the DP system shall be called as components and systems, as besides the unit itself (sensor, generator, thruster), there are wires, switches, piping, valves, etc. That is why the unit and everything required for its functioning shall be referred as a ‘component’, where the word ‘system’ shall be used for the DP system and power management system.

DP class 1 system does not require power redundancy. DP class 2 system is provided with it, that is why the Power system is divided into two buses,. It shall be divided in such a way, to supply enough power for position keeping in case of the worst-case failure. Meanwhile, the power system(s) may be run as one system during operation, if the bus-tie breaker is fitted, that will separate the buses in case of a failure (overload or short circuit).

There is a compulsory requirement for DP class 3 system, that the bus-tie breaker shall be open during DP operation. Thus, a fault on one bus will not affect operation of the other one, and, at least, one bus is still serviceable. The whole system can be divided into two or more buses. Two buses are usually enough. However, the separated part of the power system shall be protected with a fireproof (A.60 class) and watertight bulkhead. As it was mentioned before, this watertight bulkhead is necessary, if the power system is located below the waterline (that is a common situation).

In the event of blackout, there is an Uninterruptable Power Supply, that will provide the operation of the controller, console, sensors and position reference systems with the power for a minimum of 30 minutes. DP class 2 system has got two UPSs, while DP class 3 system has got three. To provide redundancy, each UPS supplies power to an individual console, controller, group of sensors and position reference systems, without being dependent on other UPS.

It is necessary to mention, that there are no requirements for the installation of the Power Management System (PMS) on board according to Circular 645. However, if such a system is installed, it shall be reliable and shall comply with the requirements of the Administration.  Indeed, the power management system is installed on many DP class 2 and DP class 3 vessels built before 2017, as it was required by the Classification Societies. Circular 1580 contains the requirement for DP class 2 and DP class 3 vessels to have power management system on board.

Power management system supplies power, when it is necessary, and prevents blackout on the vessel. Power management system includes such equipment as engines, generators, switchboards and control panels along with the automation equipment that performs the calculation algorithms.

Power Management System objectives:

• Controlling the load and preventing overload (Blackout Prevention function);
• Reducing the load and disconnecting some particular consumers, when it is necessary, e.g. providing thrusters with the extra power needed for position keeping by switching off the vessel’s air conditioner (Preferential Tripping function);
• Controlling the load of individual generators and overall power capacity;
• Sharing the load equally among generators (Share Load function);
• Monitoring available power at present (spinning reserve) and, whether it is necessary, to connect more generators for starting a heavy consumer (Heavy Consumer Blocking function);
• Starting generators and thrusters automatically after a full or partial loss of power on board (Blackout Recovery function).

While projecting power management system, it is necessary to consider power characteristics of the system components, including critical equipment failure and to provide constant protection of other systems despite of these malfunctions.

Components of the DP system - Power

There are several types of maritime security training programs.

Maritime Security Awareness Training:

This training program is typically targeted at personnel who work on vessels or in ports and provides them with an understanding of the potential security threats and risks they may encounter. It covers topics such as piracy, terrorism, stowaways, smuggling, and suspicious activities;

Ship Security Officer (SSO) Training:

SSO training is designed for individuals who are responsible for implementing and maintaining the ship's security plan as per the International Ship and Port Facility Security (ISPS) Code. It covers risk assessment, security measures, security drills, and reporting procedures;

Port Facility Security Officer (PFSO) Training:

PFSO training is aimed at individuals responsible for the security of port facilities. It covers threat assessment, security planning, access control, security equipment, and emergency preparedness;

Vessel Security Officer (VSO) Training:

VSO training is similar to SSO training but focuses on security responsibilities specific to a particular vessel. It involves developing security plans, conducting security inspections, coordinating security measures, and managing security incidents;

Anti-Piracy Training:

This type of training is designed to equip seafarers with knowledge and skills to prevent, deter, and respond to pirate attacks. It includes tactics for piracy avoidance, emergency procedures, crew training, and the use of physical and non-lethal countermeasures;

Maritime Law Enforcement Training:

This training is targeted at maritime law enforcement agencies and personnel involved in enforcing laws and regulations at sea. It covers topics such as maritime legal frameworks, vessel boarding procedures, evidence collection, search and seizure techniques, and interagency cooperation;

International Ship and Port Facility Security (ISPS) Code Training:

ISPS Code training provides an understanding of the regulatory framework for maritime security and the requirements for ships and port facilities. It covers the identification and assessment of security risks, the implementation of security measures, and compliance with international standards;

Crisis Management and Incident Response Training:

This training focuses on preparing personnel to effectively respond to maritime security incidents, such as hijackings, hostage situations, terrorist attacks, or natural disasters. It includes crisis communication, emergency planning, incident command, and coordination with relevant authorities.

These are just a few examples of maritime security training programs, the content and duration of the training can vary.

What are the responsibilities for safety at sea, what are their essence, here are some of them.

Maritime security duties training encompasses a range of skills and responsibilities that individuals must possess to effectively perform security-related tasks in the maritime domain.

Threat Awareness and Risk Assessment: Training focuses on developing an understanding of potential security threats in the maritime environment, such as piracy, terrorism, smuggling, illegal fishing, and unauthorized access to vessels or port facilities;

Security Procedures and Regulations: Provides knowledge of relevant international and national security regulations, guidelines, and best practices;

Access Control and Security Screening: Training covers procedures for controlling access to vessels, port facilities, and restricted areas. Includes identification checks, verification processes, and the use of security screening equipment;

Surveillance and Monitoring: May involve instruction on effective surveillance techniques to detect and monitor suspicious activities or behaviors. Use of CCTV systems, radar, automatic identification systems (AIS), and other monitoring technologies;

Emergency Response and Crisis Management: Guidance on responding to security incidents, emergencies, or threats to maritime assets. Covers emergency procedures, evacuation protocols, communication protocols, and coordination with relevant authorities, including maritime law enforcement agencies, coast guards, and search and rescue organizations;

Security Equipment and Technologies: Familiarization with security equipment and technologies used in maritime environments. Can include instruction on the operation and maintenance of security systems, alarms, access control devices, video surveillance systems, and other security-related technologies;

Communication and Reporting: Includes guidelines for accurate incident reporting, proper documentation, chain of custody procedures, and communication protocols with relevant stakeholders, emphasizes effective communication skills for reporting security incidents, suspicious activities, or breaches;

Security Drills and Exercises; Practical simulate security incidents or emergency situations to assess the preparedness and response capabilities of individuals and teams. Exercises can involve scenario-based simulations, tabletop exercises, or full-scale drills;

Legal and Human Rights Considerations; Training may cover legal frameworks governing maritime security operations, including human rights considerations, use of force regulations, rules of engagement, and protocols for detaining suspects or conducting searches;

Cultural Awareness and Sensitivity; Training often includes cultural awareness and sensitivity to foster effective communication and cooperation with diverse crews, passengers, port personnel, and law enforcement agencies from different backgrounds.

Is that possible to conduct maritime security training online?

Many organizations now offer online maritime security training programs. Online training provides several advantages, including flexibility, cost-effectiveness, and accessibility. Here are some:

• Web-Based Course
• Virtual Classrooms
• Simulations and Case Studies
• Multimedia Resources
• Online Assessments and Certifications
• Discussion Forums and Collaboration Tools
• Mobile Learning.

Online maritime security training can be effective, it is important to ensure that the training program meets industry standards and regulatory requirements. Organizations should verify the credibility and quality of the online training provider and ensure that the training content aligns with relevant international guidelines such as the International Maritime Organization (IMO) regulations and the ISPS Code.

Enhancing Safety Culture

Maritime safety officer training plays a vital role in cultivating a strong safety culture within the maritime industry. By equipping safety officers with comprehensive knowledge and skills, they can effectively promote and enforce safety standards, creating a safer working environment on board vessels. A strong safety culture not only reduces accidents and incidents but also fosters a positive safety mindset among crew members.

Compliance with International Standards

The maritime industry operates in a global context, and adherence to international safety standards is crucial. Maritime safety officer training ensures that safety officers are well-versed in international regulations, such as the International Maritime Organization's (IMO) conventions, codes, and guidelines. By complying with these standards, safety officers contribute to the overall safety and security of vessels, passengers, and crew members.

Emergency Preparedness

In the event of emergencies, such as fire, collision, or natural disasters, a trained safety officer can be a valuable asset. Maritime safety officer training provides individuals with the necessary skills to assess risks, develop emergency response plans, and execute effective evacuation procedures. Their expertise can significantly minimize the potential loss of life, damage to property, and environmental pollution.

Promoting Environmental Protection

With increasing concerns about environmental conservation, maritime safety officer training also emphasizes the importance of environmental protection. Safety officers are trained to identify potential environmental hazards, implement pollution prevention measures, and ensure compliance with environmental regulations. By prioritizing environmental stewardship, safety officers contribute to sustainable practices within the maritime industry.

Duties and Responsibilities of a Safety Officer on Board

Risk Assessment and Management

One of the primary responsibilities of a safety officer on board is to conduct comprehensive risk assessments. This involves identifying potential hazards, evaluating their severity and likelihood, and implementing measures to mitigate or eliminate risks. Safety officers collaborate with other crew members, conducting regular inspections and audits to ensure compliance with safety protocols and regulations.

Safety Training and Education

Safety officers are responsible for organizing and delivering safety training programs for crew members. These programs cover topics such as personal safety, fire prevention, emergency response, and occupational health. By ensuring that crew members are well-trained and informed, safety officers contribute to the overall safety awareness and preparedness on board.

Incident Investigation and Reporting

When incidents occur, safety officers play a crucial role in investigating the root causes and contributing factors. They analyze incidents to identify trends, patterns, and systemic issues, allowing for targeted corrective actions. Safety officers also prepare detailed incident reports, which contribute to organizational learning and the prevention of future incidents.

Safety Equipment and Maintenance

Safety officers are responsible for ensuring that all safety equipment on board is in good working condition. This includes conducting regular inspections, maintenance, and testing of safety equipment, such as fire extinguishers, life-saving appliances, and communication devices. Safety officers also coordinate drills and exercises to test the effectiveness of safety systems and procedures.

Regulatory Compliance

Safety officers act as a liaison between the vessel and regulatory authorities. They monitor changes in safety regulations and ensure that the vessel remains in compliance. Safety officers assist in the preparation of safety management

What is Maritime Security?

Many people understand maritime security to be the role of the military to protect our seas and oceans, but this is not always the case. All of us depend on the seas and oceans, not just as an abundant food supply, but safe, secure and clean seas and oceans ensure our prosperity and peace.

Air transportation can be prohibitively expensive or logistically impossible for the movement of some items. So we rely on ships to transport these goods and foodstuffs, just as in other methods of transportation. Criminal organizations look for any security vulnerabilities in the supply chain and seek to exploit them for their own gain. This leads to acts of piracy, armed robbery, hostage taking and other criminal activities. It is through adequate security that we can maintain the rule of law in areas beyond national jurisdiction and protect strategic maritime interests.

Who provides maritime security?

The seas and oceans are so vast because seas and oceans account for 70% of the Earth's surface, that it is literally impossible for governments to provide security for the whole area, to patrol literally millions of square miles of ocean would take legions of planes and warships to protect it, this is quite clearly impossible to achieve. The most effective option is to employ the services of what are referred to as privately contracted maritime security companies, which provide a team of armed guards, usually three, to stay on board the ship when it is transiting through high-risk areas.

Maritime security in the past decade. Maritime terrorism, piracy, armed robbery, and kidnapping were for hundreds of years limited to isolated criminal incidents around the world. The big change for maritime security came with the rise of piracy off the coast of Somalia between 2008 and 2011, what started as an attempt by local fishermen to protect their local fishing rights against foreign commercial fishing operations over some years developed into well-organized and well structured criminal gang activities funded by influential and powerful organizations.

Piracy emerging from Somalia has decayed intensely. In 2012 The International Maritime Bureau (IMB), part of the International Chamber of Commerce, reported that there were 75 attempted and real piracy occurrences in that year by Somali pirates, but only 15 and 2013 in the past five years. The hotbed of maritime criminal activity has shifted from East Africa to West Africa, in particular in the Gulf of Guinea Gog. In that region, there have been many occurrences of criminal activity, but with more emphasis on the stealing of property, rather than a long-term hostage-taking strategy that was so prevalent in the East African area in the South China Sea. Criminal activity has been on the increase in the past decade, as politically motivated groups seek to take hostages, both for financial and political gain.

The International Maritime Organization.

IMO is the organization which is responsible for trying to make trading and traveling on the sea as secure and safe as possible, for any possible security threats, which jeopardized security. The organization developed suitable guidance and regulations to lower and manage risks through the Maritime Safety Committee and with contributions from the Legal Committee and Facilitation Committee. The IMO developed provisions designed to address maritime security matters within the International Ship and Port Facility Security or ISPS code, which includes many instructions and forms of guidance for all countries who are part to the Convention.

The aim of the ISPS Code is to ensure that the applicable port facilities and ocean-going vessels of IMO Member States are implementing the highest possible standards of security. The ISPS code is divided into two sections. Part of a series of guidelines on how to meet those requirements in a non-mandatory, Part B and detailed security-related requirements for shipping companies, port authorities and governments in Part A which is mandatory, to counter the tactics used by Somali pirates. A booklet was collectively published by the shipping industry called BMP 4, which stands for Best Management Practices.

It suggests 3 fundamental principles:

1st. Register with Michelle or Maritime Security Centre, Horn of Africa

2nd. Report to Yukito or United Kingdom Marine Trade Operations and

3rd. Implement Ship Protection Measures or SPM.

These BMP tactics appear to have been extremely effective in deterring and preventing pirate attacks and vessels being targeted who used at least three evasion measures have dependably been able to evade boarding by pirates. Many merchant vessels, however, did not use sufficient evasion measures. In fact, in nearly half of the cases attributed to East African pirates. The vessels did not report using any evasion tactics.