Groundhog day, again

Now that people have made millions once again on 'Project Horizon', (which was 'an 11-partner European, 32-month research study, part funded by the EU, that brought academic institutions and shipping industry organisations together, with specialist input from some world-leading transport and stress research experts' to study fatigue at sea once again), it is time for me to recall a 2009 article of mine, I think.

Here it is:
Groundhog day

Don't know about you, but these studies are so tiring. After thirty years, I wish they would do something else- anything else- than study the damn problem.

.

.

Cat vision comes to sea

It has been a long while since I have got excited about new gizmos in the wheelhouse, but the integration of thermal imagery with a conventional marine radar throws up so many interesting possibilities that I wish I am at sea when these systems become commonplace.

The five billion dollar market-cap thermal imagery company FLIR bought the well-known marine electronics outfit Raymarine in the middle of last year; the new Kelvin Hughes’ MantaDigital multifunction display seems to be the first serious result of the union. It consists of two side-by-side displays, either on two displays or a combined display on the same screen; the operator can see a conventional radar screen alongside another screen that shows an image from a thermal camera mounted on the ship. The concurrent viewing of these two can be invaluable- as every navigator knows- in poor visibility; the fact that radar targets can be matched to thermal images of the object in question in real time is what is exciting. The fact that the operator can - through the radar controls- zoom, pan and tilt the camera to follow a selected target automatically is a bonus, as is the system's ability to lock onto the range and bearing marker, zero in on a stationary target- or be manually controlled by the operator. Priceless in poor visibility- or in polar regions, a market that FLIR seems to be targeting first.

Thermal images, or thermograms, are actually visual displays of the amount of infrared energy emitted or reflected by an object. These cameras convert the infrared energy received- which all objects emit under any conditions found at sea- into a visible image. Standalone thermal cameras have been in use for a long time- in night vision goggles and in military operations, for medical purposes and medical imagery, for non destructive testing, fault finding in machinery, installations and construction and, more recently, used extensively by fire-fighters and rescue personnel who even use helmet mounted thermal cameras to locate survivors in smoke or debris.

For marine use, however, FLIR says it will manufacture long-range, gyro-stabilized, thermal imagers that provide high-resolution infrared images in daylight as well as in total darkness. FLIR is already in the market with standalone systems meant for recreational boaters, which allow easier navigation in busy waters under or at night. However, this is the first (that I know of) time that a commercial application has been developed that is integrated with the radar and- equally importantly- meant for shipping on the high seas. And, although the costs of the equipment are bound to be high, at least initially (a high quality thermal camera costs around 6000 dollars; a high quality camera meant for marine use is likely to be more expensive), what is exciting is that a third dimension to the basic 'lookout' navigation function- in addition to visual and radar 'lookout'- is on the horizon. In future, 'all available means' in the Colregs' 'Lookout' rule may well imply the inclusion of thermal imagery and its integrated systems.

Besides poor visibility situations, the new system will have many other uses. Navigation will be easier near unlit objects (including pirate boats) and in darkness, or while approaching port or berthing at night. In certain waters- polar for one, but also in much of the English Channel and North Sea in winter- plagued by persistent fog or ice, this equipment can greatly enhance operational safety and address at least some issues of fatigue and stress on the bridge; anything that lets a navigator 'see' when in dense fog will do that. 

Stirring, these possibilities, but I have some apprehensions too. The primary fear is the near-certainty that too many navigators will not take into account the limitations of this equipment, or correctly interpret its output. Look at it this way- some watchkeepers seem incapable of correctly interpreting radar output or understanding that equipment's limitations, leave alone that of the ARPA; will anything be different this time around? A connected apprehension is that I see looming, on a far horizon, a 'Familiarisation with Thermal Imagery' STCW course.

There is also a possibility that this additional equipment- when it finally becomes commonplace, as I expect it will- will be an additional distraction, especially in conditions when just looking out of the porthole can yield faster and more accurate results. Parallels again with radar usage when in excellent visibility and good weather in daytime here, when a glance out the bridge porthole is often preferable to peering at the radar screen.

Consider this scenario when a ship is making port in daytime in good visibility. The Master, who normally has two eyes, now has a new toy that- when not really required- distracts him. He is keeping an eye each on the radar, steering, engines, the Third Mate, the crew rigging the pilot ladder and everything else, including the woman on the passing beach in a bikini. He is watching too many things, is probably overwhelmed with data and has likely degraded situational awareness; will he switch off thermal imagery for safety?

But as Captain Francesco Schettino of the Costa Concordia found out recently, if you concentrate on your friends on the beach you may be up the creek anyway, and nothing- not even subsequent non-thermal imagery about uncharted rocks - is going to save you or your ship. 

.

.

Al Qaeda plot to use suicide boats against ships in the Med

The Algerian authorities say they have foiled an Al Qaeda plot to ram suicide boats laden with explosives into ships in the Mediterranean.

Told you.

The Moor's next sigh

Capt. Schettino and the night of the long knives

Note to Shipmasters: If you must screw up, then for heaven's sake don't screw up where the cameras can see and record you, because then you will be drawn, quartered, and fed to the lions.

The long knives- and longer pencils- will be then out. Reporters - made instant nautical experts complete with Perry topsiders adorning their feet- will tell the world that you are an incompetent coward. 

Your country will loathe you. The same people who expressed gratitude at your 'touristic navigation' - that was good for business- will want to hang you from the nearest lamppost.

Your contemporaries will disown you, shamed and disgusted. You should never have gone so close to land regardless of commercial pressure. You should never have abandoned the vessel when one or two hundred souls out of four thousand two hundred remained on board, your colleagues will say. None of us would have done that. Never. Ever.

Out of touch ex-Shipmasters, who have forgotten how to steer a ship leave alone command it, will spin fictions on camera and otherwise. They will attribute heroic qualities to ship captains- and to themselves, by extension- in a forlorn attempt at self-aggrandisement. A few moments of evaporating fame paid for with exaggerations and lies.

Your owners will quickly damn you, calling you an idiot and your action inexplicable (They are concentrating with everything at their disposal to limit liability - they need to vilify you). 

The head of your ship's classification society will have to hurriedly resign when he dares to suggest that other factors are also to blame for the screw up, implying that the ship coming close to shore- 'saluting'- has been going on for long, with possible encouragement by many. 

The hype will be built up until it reaches a crescendo. The sad deaths of around thirty people will be forgotten, almost, by the wolves baying for your blood. Headlines will scream- One hundred years after the Titanic! The biggest insurance disaster! Captain was talking to a beautiful woman! Crew did nothing! (Then how were three thousand passengers, many without even basic safety familiarisation, evacuated?) Pigs were flying! 

Your haggard mug shot will flash across TV screens across the world. You will look like the war criminal that you are being treated as; dazed, confused, and incoherent as you come to grips with the trauma of the shipwreck and your role in it. The world needs a devil- you are the chosen one for today.

Tapes will be released by the coast guard of your conversation with them after the sinking. Their official- rested and probably coffe-ed and prepared for the recording, will come across as a decisive hero in those. You, shipwrecked, traumatised and stressed, will come across as the villain they want you to be. The soap opera needs a hero as a counterpoint to you, the villain; it has chosen the coast guard officer for today.

There will be few questions raised about systemic issues that led to the tragedy, largely because the Sperry loafer talking heads are used to sidestepping puddles and do not have a clue which questions need to be asked when a ship goes down. Others do know, but they have the sense not to ask them in public. The owners are powerful, the regulators untouchable and the cruise industry brings in money. The Captain, however, is powerless and pack dogs go after soft targets. Simple as that.

In conclusion, towards the end of this piece, here is another bunch of notes. The first one to active sailors is this: There- but for the grace of God- go you.

To the wider industry, including its out of date sailors and others quick to lynch Capt. Schettino of the Costa Concordia: Wait, please. Demand a fair trial. Capt. Schettino has almost certainly made navigational blunders; he has probably- additionally- failed in his duties post the grounding and blackout. He certainly disregarded or underplayed the accident with coast guard officials and that may have cost lives. Let him be vigorously prosecuted; he should face the legal consequences of his actions, however rigorous they are. And so should Carnival, if there is proven negligence; let the truth come out there too.

To the loafer-ed reporters and sanctimonious television news anchors, many of whom seem somewhat excitable these days: It is time to pick on other bones, I think. Nothing more to see- or hype- here. Move on. You can return, as briefly as possible, in case there is an environmental disaster should oil from the wreck leak.

Meanwhile, consider this: At least half dozen ships have had accidents in the last two weeks across the world. One has gone down without a trace on Christmas day, killing 22 crew. Others have suffered casualties. Most of these incidents were not even reported by the international press; one or two were, almost as footnotes, and quickly forgotten. 

The Costa Concordia incident- terrible and tragic as it is, with around thirty expected casualties- is not grounds for damning Capt Schettino and the crew of the ship like this. Schettino is guilty- even if all the charges against him are true- of many things, maybe even manslaughter. Let him face the music, but for heaven's sake stop reviling him as if this was genocide.

In short, get some perspective. If for some reason you can't do that, then get a life instead.

.

 .