Norwegian suppliers Framo, Maritime Partner, Norbit Aptomar, and NorLense have come together to create the Oil Spill Recovery Vessel Group to offer a complete oil-spill-response solution. Workers who were likely exposed to dispersants while cleaning up the 2010 Deepwater Horizon oil spill experienced a range of health symptoms including cough and wheeze and skin and eye irritation, according to scientists at the National Institutes of Health (NIH). The Pipeline and Hazardous Materials Safety Administration (PHMSA) is cracking down on smaller violations in the crude oil, petroleum, and hazardous liquid industries to combat a slow rise in the number of pipeline accidents. Natural source zone depletion (NSZD) is the new technical term for naturally occurring biodegradation processes that reduce petroleum, nonaqueous-phase liquids (NAPL) from the subsurface. The appeals court ruled that, while regrettable, the fact that the spill occurred does not mean that ExxonMobil violated pipeline integrity regulations for risk assessment.
Although OSHA does not have a specific standard that covers working in hot environments, the Occupational Safety and Health Act requires places of employment that are "free from recognizable hazards that are causing or likely to cause death or serious harm." OSHA’s efforts to require employers to report occupational fatalities and certain injuries in a timely manner lack “sufficient guidance on how to detect and prevent underreporting,” the Department of Labor Office of Inspector General states in its semiannual report to Congress. To better protect workers exposed to respirable crystalline silica, OSHA has issued two new standards: one for construction and another for general industry and maritime. OSHA will begin enforcing most provisions of the standard for general industry and maritime on 23 June. Millions of workers are exposed to noise in the workplace every day and, when uncontrolled, noise exposure may cause permanent hearing loss.
ConocoPhillips agreed to sell its 30% interest in the Greater Sunrise Fields to the government of Timor-Leste for $360 million. The transaction is expected to close in the first quarter of 2019. The sale gives the government interest in the Woodside-operated Greater Sunrise liquefied natural gas (LNG) project that stalled because of the maritime border dispute between Timor-Leste and Australia. The project received a major boost in March this year when the two governments signed a treaty establishing permanent maritime boundaries as well as a framework to jointly develop the Greater Sunrise gas fields. The fields were discovered in 1974 and hold gross contingent resources of 5.13 Tcf of gas and 225.9 million bbl of condensate, according to Woodside.
The maritime world has been facing difficulty "last mile" logistic dilemmas of natural/manmade access barriers, lack of infrastructure, shallow waters, elevated sea states, adverse weather conditions (e.g., storms, foggy/misty, lightlessness, windy, stormy, or icy/snowy), unknown bathymetry, etc. The industries facing such dilemma have included (1) offshore petroleum exploration/production; (2) offshore mining other than petroleum; (3) marine pollution abatement; (4) humanitarian assistance/disaster relief (HA/DR); (5) offshore firefighting and search and rescue (SAR); (6) offshore energy generation, storage and transmission; and (7) military sectors. A new breed of Autonomous Maritime ISO-Container Vehicles (AMISOC Vehicles) has been invented for effectively solving the above decade-old "last mile" logistic dilemmas. Another dilemma also facing the maritime industries is the ship-to-ship, ship-to-platform or platform-to-ship transfer of cargos at sea. These cargo transfer operations at sea are expensive, difficult to perform and risky which have plagued reliable, efficient and cost-effective sustainment of offshore petroleum exploration/ production platforms under adverse weather periods and/or at elevated sea states (e.g., 3). To be more fully presented in this paper hereinafter, unique and innovative autonomous/unmanned vehicles that are container-box based (or AMISOC vehicles) and their companion technology known as in-situ launch and recovery devices (LRDs) (remotely controllable) have been invented to inexpensively and reliably solve the above critical maritime dilemmas offshore.
The world's oceans are critical to sustaining life, controlling climate, and providing economic wealth. Despite this fact, our understanding of the ocean and its seafloor processes is limited, in part because we lack accurate ocean mapping data. The situation is dramatic in the Arctic, where the physical environment is changing rapidly and where the vast majority of the 15,588,000-square-kilometer Arctic Ocean remains unmapped using modern survey methods. Given current and anticipated increases in vessel traffic, resource exploration and development, and impacts of climate change on coastal areas, the need for bathymetric data in the region is becoming increasingly urgent.
The Nippon Foundation-GEBCO Seabed 2030 Project promises a solution for the Arctic's growing data demand. Launched in 2017, the project aims to produce a definitive and publicly available high-resolution map of the world's ocean floor by 2030. To achieve these goals, the program is advancing three strategies. First, existing data must be identified and the remaining gaps mapped. For the Arctic, apart from the ice covered central basin, an appreciable volume of bathymetric data already exists, but the national governments and private sector companies who hold these data will need to make them available to Seabed 2030, even if at decimated levels. Second, the project looks to crowd sourced bathymetry as an important means of acquiring new datasets. Vessels operating in or passing through Arctic waters can log and contribute bathymetric data from their movements. Finally, even if existing data and crowd sourced bathymetry data contributions are made, there will undoubtedly be a need for a coordinated Arctic Ocean basin mapping campaign by a combination of government, scientific, and private industry survey vessels to fill the remaining gaps in coverage.
This paper will review the need for bathymetric data in the Arctic, the potential for the Seabed 2030 project to deliver these data, and the methods that will be used to ensure its success. It will also discuss the anticipated impacts of Seabed 2030 on Arctic resource development.
The United Nations Convention on the Law of the Sea (UNCLOS) dictates under international law how all offshore maritime frontier waters are to be "divided up" in the world today. All Law of the Sea (LOS) applications, begin with coastlines and/or their related coastal frontages. The United Nations (UN) lists 152 countries (conventional coastal states) as being applicable to the rules of procedures for LOS applications. Additionally, and more recently, we include three coastal countries (landlocked "sea/lake" states) in the Caspian Sea, as well as seven additional coastal (landlocked "lake") states, for the Great Lakes of Africa. Therefore, basic LOS mapping principles, that begins with coastlines and/ or coastal frontages will impact 162 countries in the world today. The accuracies of present-day mapped features that are components of all coastal (and landlocked "sea/lake") states' coastlines', will be used to produce various mathematical applications for the LOS. The offshore Arctic maritime spaces (for five relevant littoral countries), is one of the more complex regions of the world, and, from a current LOS standpoint, basic summaries on the status of LOS and how it directly relates to the oil and gas industry will be reviewed.
Views on unmanned or autonomous ships have evolved tremendously. A few years ago, what we considered utopian is becoming not just a vision but also reality in the form of different development projects. A large publicly funded initiative on autonomous waterborne applications (AAWA) was recently conducted in Finland. This paper will focus on the outcomes of this initiative from the perspective of stability and autonomous ships. The paper will also give a review on the rules and regulation situation regarding autonomous ships and stability.
Walter Mitchell (V), Marla Rosner (V) SparkCognition Unexpected failures can have drastic consequences for ships, and taking a cue from other industries, operators are looking to implement predictive maintenance solutions using sensor data generated by shipboard machinery. One ship operator engaged with artificial intelligence (AI) company SparkCognition to pilot a predictive maintenance solution using historical data to predict failures of two critical assets: generator alternators and propulsion motors. SparkCognition's AI models were able to predict the failures months in advance. KEY WORDS: artificial intelligence; predictive maintenance; operations (shipping); planning; case study; machine learning INTRODUCTION This paper explores the use of artificial intelligence for predictive maintenance on maritime assets, specifically pointing to a case study predicting failures on generator alternatorss and propulsion motors for an operator of very high gross tonnage vessels. THE NEED FOR BETTER APPROACHES TO MAINTENANCE IN THE MARITIME INDUSTRY Any industrial machine--that is to say, any piece of equipment that rotates, creates pressure or temperature, or has flow--is subject to degradation over time.
This paper is an attempt at understanding, bounding, and providing a framework for answering the following questions from the United States Coast Guard: What actions should vessel owners and port entity operators perform to evaluate their cyber safety and security postures (perhaps within the context of MTSA)? How can these steps be validated and who, if anyone, should do so and how often? How can we measure the effectiveness of a compliance regime that requires these types of performance-based protection measures?
Maritime Classification Societies have traditionally been the primary source for verification and validation of ship design, construction, and maintenance. In 1929, they began looking at the aviation industry as a new market for their services. The recent commercialization of aircraft along with similarities in calculations and design elements to ocean-going vessels caused the aviation industry, government entities, and insurance companies to turn to Classification Societies for verification and validation services. These services were to be fulfilled through the development and enforcement of Rule sets as they had done for the maritime industry. These Rules for classing aircraft would have promoted structural integrity, airworthiness, and a culture of safety. Given that these societies had engineers consisting primarily of naval architects and marine engineers instead of those already in aeronautics, Classification Societies' organizational structure did not properly align with the aviation industry's need for verification and validation processes. Maintaining an organizational structure focused around empirically gained maritime knowledge, along with the rapid growth of accessible tools being developed by aircraft designers ultimately cause Classification Societies to leave the industry by 1939 due in large part to the fact that government, not private industry, was taking control of the process. Since this experience, Classification Societies have been hesitant to provide verification and validation services to sectors outside that of ocean structures. Today, Classification Societies have a potential opportunity to provide organizational guidance on verification and validation processes in new industries such as maritime cyber security.