(Victor Conceição, 2017)
This parenthetical citation is referring to the 1997 study cited by the author in the "References" section. It would appear that this citation was made in error.
28 Matching Annotations
- Mar 2024
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www.nautinst.org www.nautinst.org
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Visual perception is a vital cognitive skill and technique for professionals in fields such as maritime navigation, aviation, defines, emergency response, and many others. Like any cognitive skill, it takes time and consistent effort to strengthen visual perception, and the effort needed to do so can vary from person to person. While some individuals have a natural talent, others may need more time – but everyone, no matter what their skill level, can benefit from dedicated practice. By harnessing the power of imagination, individuals can enhance their performance, develop their skills, and improve their problem-solving abilities.
In her conclusion, Captain Elsayed comments once more on the importance of training, and the benefits of visualization.
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Overreliance on screens such as ECDIS, Radar, PPU, AIS and optical support equipment can diminish the brain’s ability to process and interpret visual information from the environment and to navigate using traditional navigational aids and landmarks. In addition, constant exposure to digital screens and multitasking can impact attention span and focus.
Given the articles emphasis on physically observing and mentally visualizing the navigational landscape, it is unsurprising that the author is wary of over reliance on technology.
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Sharpen your perception
In this section, Captain Elsayed reinforces the importance of training and provides multiple techniques a mariner could use to hone their skills.
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This renowned maritime passage is known for its complexities.
For further context on the complexities of the Singapore Strait, a report of navigational hazards can be found at https://amti.csis.org/navigation-hazards-as-an-evolving-threat-to-southeast-asias-maritime-security/
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‘Decision making in the navigational context is dynamic and does not consist of discrete isolated events or processes but exists within a workflow and in an environment with multiple moving parts and numerous stakeholders. Situation assessment is an important part of decision-making, and understanding the working context surrounding the decision process is essential’. (M Lutzhoft ,A Elsayed, 2023)
This quotation is from an article co-authored by Captain Elsayed.
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The images below, taken from the collision between HNoMS Helge Ingstad and Sola TS, show the same situation from different viewpoints. The top image is a screenshot of the video recording from the bridge of HNoMS Helge Ingstad, with the Sola TS marked with a yellow circle. Bottom right is a screenshot of the frigate’s radar display, with the Sola TS again marked with a yellow circle. Bottom left is a screenshot of the video recording on the bridge of Sola TS, with HNoMS Helge Ingstad marked with a white circle. Only with practice can the navigator learn how this confusion of images relates to each other, and to reality.
This example provides pictures from an actual collision that occurred in Norway. The report from that collision coincides with implication being made by Captain Elsayed here. The joint report for the collision between HNoMS Helge Insgstad and Sola TS can be found here: https://news.usni.org/2019/11/12/video-report-on-2018-collision-of-norwegian-warship-helge-ingstad
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Even if there is no chart involved, what you are looking at may be quite different from what you actually see. Scale plays tricks: a bigger ship can appear closer than a smaller ship even though it is actually further away; a VLCC in ballast condition will appear larger than the same ship in fully loaded condition. A port entrance or passage between islands may appear very narrow, or even be invisible, as you approach it from the side, and only be apparent as you approach it head on – this is called parallax error. In some ports and in some vessels, it may be necessary to begin a turn before you can actually see the space you are turning into
This article is intended for qualified mariners and maritime navigation experts. The examples used in the paragraph would be highly familiar to the expected audience.
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In reality, four buoys which look identical on the chart may appear very different in reality, due to their design, location and physical conditions (see images, top R).
Here the author provides an excellent example of the situations a mariner might find themselves in. She includes pictures to serve as a visual aide and to better explain the concept that she is discussing.
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Visual perception is the brain’s ability to process and interpret visual information from the environment. In navigation, the ability to discriminate between different shapes and objects is crucial, as is the ability to recognise and recall these forms and picture them in various orientations. This is particularly important for tasks such as recognising landmarks, following specific visual tracks, or identifying hazards and targets.
This paragraph serves as the author's thesis, and she elaborates more in the proceeding paragraphs.
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Capt Aly Elsayed AFNI
The credentials of Captain Elsayed can be found by using the following link: https://uk.linkedin.com/in/aly-elsayed-25193116
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Free Article : Looking and Seeing 19 Dec 2023 Institute News
This article was originally a part of the newsletter sent out by The Nautical Institute. It is published here as a "Free Article" and is available under the resources tab of The Nautical Institute's website ( https://www.nautinst.org/technical-resources/resource-library.html ).
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www.nautinst.org www.nautinst.org
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Training is the best way to be prepared for a jamming and spoofing attack
Training is a common theme in articles that detail how to face the challenges that arise in navigation with the present geopolitical climate. Captain Gahnstrom continues with this section by providing an example of a drill that would increase the applicable crew-member's state of readiness.
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How to detect jamming and spoofing Actions to detect GPS spoofing and jamming should include the use of radar and ECDIS interlay (overlay or underlay). These are by far the best methods to identify jamming and spoofing when land is visible on the radar. Position verification at appropriate intervals. Observing significant difference between DR position (position arrived with gyro course steered and distance by speed log) and GNSS fix. Observing and verifying by using an echo sounder to compare the depths, when sailing in suitable depth areas. Actions if jamming and spoofing is detected Immediate actions: Manually select a secondary position sensor. Select other GNSS input if provided and if it is working. If the secondary sensor is unable to provide a vessel’s position and no other means are available to input position fixing, the navigator must select the DR or EP mode. Start to manually plot ship’s position if near enough to shore and seek greater sea room if possible. The AIS is likely to be affected by a jamming or spoofing attack and should be used with extreme care. This is because other ships’ GNSS input positions are highly likely to be affected as well as own ship. Use the parallel indexing method during coastal navigation to keep safe distances and determine turning waypoints. If unable to ascertain vessel position relative to navigational hazards, then stop the vessel.
These two sections read as if they had been pulled directly from a Standard Operating Procedure (SOP). This tone and language is used to great effect by the author, and his experience as a Harbor Master and Pilot can be clearly seen in the concise and matter-of-fact manner in which he details these actions.
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Some types of GNSS will soon provide Navigation Message Authentication (NMA), which involves a signal consisting of some parts that cannot be generated by a spoofer. An example is Galileo’s Open Service Navigation Message Authentication (OSNMA).
A more detailed description of how this works can be found at the following link: https://insidegnss.com/wp-content/uploads/2018/04/janfeb18-SOLUTIONS.pdf
The author of the above article is careful to imply that Navigation Message Authentication by itself might not be able to counteract spoofing attacks, which contradicts with the claims that Captain Gahnstrom is making.
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Countermeasures
This section lists in bulleted form the various steps that could be taken to counteract the effects of a jamming or spoofing attack.
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o simplify, jamming causes the receiver to die, spoofing causes the receiver to lie.
This is an expert summation and simplification. The author has taken two complicated types of attacks that can appear similar to each other, and differentiated their symptoms in order to create a single sentence that provides all necessary information in the form of a rhyme.
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GNSS signals have low power, which means that a weak interference source can cause the receiver to fail or to produce hazardously misleading information. Complete loss of GNSS is easy to detect, but subtle movements due to the effect of jamming are not – and can appear similar to spoofing, which can be very hard to detect. Jamming does not require expensive tools or expert knowledge.
In this section and the next, the author details what is implied by the terms "jamming" and "spoofing" but an exhaustive description is omitted since a baseline of knowledge is expected from the professional audience.
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Global Navigation Satellite System (GNSS) like GPS for safe navigation. Today several GNSS systems exist beyond GPS such as GLONAS, BEIDOU and GALILEO that all now have global coverage at high precision.
For the remainder of the article, the author chooses to associate all of these systems under the blanket term of Global Navigation Satellite System, abbreviated as GNSS.
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In September 2020, the USA’s Maritime Administration (MARAD) issued a notice warning of multiple instances of GPS interference in various parts of the world, including the eastern and central Mediterranean Sea, the Persian Gulf, and multiple Chinese ports.
This report can be found by accessing the following URL: https://maritime.dot.gov/msci/2020-016-various-gps-interference
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Captain Johan Gahnström AFNI
There is a small paragraph detailing Captain Gahnstrom's qualifications, but for a more detailed look his LinkedIn can be found at the URL listed below.
https://uk.linkedin.com/in/johangahnstrom?trk=public_post_follow-view-profile
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Free Article : Jamming and Spoofing
This article was originally published in the trade journal Seaways which is published monthly by The Nautical Institute for its members. Therefore, the intended audience is mariners and members of the maritime community.
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www.freightwaves.com www.freightwaves.com
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John Gallagher Based in Washington, D.C., John specializes in regulation and legislation affecting all sectors of freight transportation. He has covered rail, trucking and maritime issues since 1993 for a variety of publications based in the U.S. and the U.K. John began business reporting in 1993 at Broadcasting & Cable Magazine. He graduated from Florida State University majoring in English and business
The authors qualifications to report on this subject are broad and appropriate. With previous experience in reporting on the rail industry, the concept of near miss reports would not be a foreign subject to him. Clicking on his name brings you to a page with his other articles that he has written for Freight Waves.
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ensuring confidentiality has been a concern and a hurdle to setting up a program.
More evidence to support this claim would be incredibly beneficial here. It could be implied by members of the maritime community that this confidentiality is being stressed due to foreign investors and fear of reprisal by parent companies, but since this article largely speaks to a general audience, this cultural understanding may be unknown to the reader.
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near-miss databases for the railroad industry and the offshore energy sector, and the Federal Aviation Administration oversees a similar database for commercial aviation.
This highlights that the maritime industry is an outlier in not reporting near misses. The Federal Railroad Administration has a public database that details all types of reports which can be used by individuals and companies to promote a safer workplace. The database can be access by the following link: https://railroads.dot.gov/safety-data/fra-safety-data-reporting/accident-and-incident-reporting/list
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The database will fill a safety gap in the maritime industry that could be used to prevent fatal accidents.
Describing the alleged use of these reporting procedures is important, and the author continues to excel at reporting necessary information in a clear and concise manner. Standardized Near Miss Reports typically conclude with an analysis of the event and actions that could have been taken to prevent it. These analyses are essential to overcoming safety concerns prior to them becoming an casualty inducing event.
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Federal officials are pushing the U.S. maritime industry to submit to the government information on incidents that had nearly resulted in vessel collisions as a way to improve safety.
This summarizes the entirety of the article well. It concisely details who is involved and what is being required.
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Feds call attention to maritime ‘near misses’
The title aptly portrays what this article is providing information on. The author details the supposed structure of reporting procedures, and clearly defines what is actually being discussed when the term "near miss" is used.
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