VDR and SSAS. (The Ship Security Alert System (SSAS) (The Ship Security…
VDR and SSAS.
The Ship Security Alert System (SSAS)
The Ship Security Alert System (SSAS) is a safety measure for strengthening the ship’s security and subduing acts of piracy and/or terrorism against shipping.
Cospas-Sarsat , with International Maritime Organization’s cooperation, came up with this project of Ship Security Alert System (SSAS).
The basic idea is that in case of an attempted piracy effort, terrorist act, or any other incident which can be defined as a threat to the ship under the maritime security, the ship’s SSAS beacon would be activated, responding to which an appropriate law-enforcement or military forces would be dispatched for rescue.
The SSAS is a type of silent ship security alarm system which, when activated, does not issue any audio-visual signal on the ship or to nearby vessels or security forces.
The alert in most cases is first received by the ship’s owner or an SSAS management third party, then passed to the ship’s flag state, and these receivers are obliged to inform the national authorities of the coastal states where the ship is sailing.
How SSAS works?
When the maritime security staff comprehends probable danger from pirates or terrorists, a Ship Security Alert System (SSAS) alert is triggered
The beacon transmits a specific security alert, with important details about the ship and its location, to the administration and to the owner, or appointed professional SSAS management and monitoring services
Once receiving the signal, the administration will notify the nearest national authorities of the area which will dispatch appropriate military or law-enforcement forces to deal with the terrorist or pirate menace
The responsibility of the Signal Receiver.
The SSAS signal is received by the administration (flag state) and either by the owner or another representative selected by the administration (professional SSAS management and monitoring services)
An email or phone number is dedicated to receiving the SSAS alert and should be continuously monitored by the administration representatives as missing the alert or acting late on it can cause severe harm to the life and property
Once the signal is received, the date and time should not be misunderstood as the local time of the administration or owner’s location.
1 more item...
Legislation on Ship Security Alert System (SSAS).
In December 2002, International Maritime Organization (IMO) adopted some changes within which Ship Security Alert System (SSAS) was determined in SOLAS Chapter XI-2, Regulation 6.
It also required IMO to produce guidance on the implementation and instructions on the handling of covert alerts from SSAS instrumentation.
According to the international requirements regarding the security of ships and of port facilities, following ships must be provided with an SSAS:
4 more items...
The SSAS Button/Switch.
As per the regulation, minimum two security alert buttons must be provided on the ship, one being located on the bridge and the second one should be located in any other prominent position
When the Ship Security Alert System is Activated, following details will be sent to the administration:
The Call Sign of the ship
The Global Navigation Satellite System (GNSS) position of the ship in latitude and longitude
IMO number allotted to the ship
Maritime Mobile Service Identity
Name of ship
Date and time of the alert according to the GNSS position (as per the current time the ship is sailing)
Cospas-Sarsat (COSPAS, Space System for Search of Distress Vessels and SARSAT, Search and Rescue Satellite-Aided Tracking.
Widely Acknowledged as a part of the International Ship and Port Facility Security Code (ISPS code), the Ship Security Alert System (SSAS) complements the International Maritime Organization (IMO)’s attempts to increase maritime vessel security.
Voyage Data Recorder (VDR).
A maritime “black box”. VDR is usually a two-part system consisting of a data collecting unit and a protected storage unit that stores the retrieved data.
The main component of the system is carried inside the ship and is connected to a deck-mounted protective capsule which houses a fixed high-capacity solid state memory block.
The Capsule of the VDR
The capsule is designed to withstand fire, Deepsea pressure, shock, and penetration.
The Information Recorded.
VHF radio communications
Radar – As displayed or AIS (automatic identification system) data if no off-the-shelf converter available for the Radar video.
Audio from the bridge, including bridge wings.
Main alarms – All IMO mandatory alarms
Gyro compass – Heading.
ECDIS – A screen capture every 15 seconds and a list of navigational charts in use every 10 minutes or when a chart change occurs
Seed log – Speed through water.
Echo sounder – Depth under keel
Position, Date and Time using GPS
Hull openings – Status of hull doors as indicated on the bridge
Rudder – Order and feedback response
Hull stress – Accelerations and hull stresses
Engine/Propeller – Order and feedback response
Watertight & fire doors status as indicated on the bridge
Anemometer and weather vane – Wind speed and direction
Thrusters – Status, direction, amount of thrust % or RPM
Purposes of the VDR.
Although the primary purpose of the VDR is for accident investigation after the fact, there can be other uses of recorded data for preventive maintenance, performance efficiency monitoring, heavy weather damage analysis, accident avoidance and training purposes to improve safety and reduce running costs.
The Operation of the VDR.
The unit should be entirely automatic in normal operation. Means should be provided whereby recorded data may be saved by an appropriate method following an incident, with minimal interruption to the recording process.
Continuity of Operation.
To ensure that the S-VDR continues to record events during an incident, it should be capable of operating from the ship’s emergency source of electrical power. If the ship’s emergency source of electrical power supply fails, the S- VDR should continue to record Bridge Audio from a dedicated reserve source of power for a period of 2 h.
At the end of this 2 h period all recording should cease automatically. The time for which all stored data items are retained should be at least 12 h. Data items which are older than this may be overwritten with new data.
The S-VDR and L-VDR
Simplified Voyage Data Recorder (S-VDR)
VDR and S-VDR
The difference between a VDR and a SVDR mainly relates to the number of recording channels and their characteristics. both systems require radar video, Bridge microphones as well as VHF audio, in conjunction with position data, heading and course information, to be recorded for a minimum of 12 consecutive hours.
For a full-fledged VDR system, the additional compulsory #channels to be recorded are expanded to other shipboard systems like echo sounders, propulsion and steering gear, watertight doors, fire and smoke detection, etc.
Light Voyage Data Recorders (L-VDRs)
Light Voyage Data Recorders (L-VDRs) are non-mandatory systems, intended for vessels not required to implement a full VDR or a simplified VDR system by regulations, but in need of responsible documentation of voyage related data.
L-VDRs provide the recording capabilities of a type-approved full VDR system without being connected to a fixed/float-free capsule.
Regulations and Performance Standards.
The original performance standards for VDRs were defined in MSC.163(78) and came into force in 2002. Ten years later the Maritime Safety Committee of the International Maritime Organization (IMO) adopted a revised recommendation on performance standards for VDRs.
The new requirements are defined in MSC.333(90) and apply to all full VDR systems installed on or after July 1, 2014.