That’s a bit marginal ! Chill out - nothing we do can affect the contracts. |
The Baltimore incident will focus the minds of maritime authorities around the World about how to make the navigation of waterways and ports safer.When they do their research,they will learn about Digital Atons guiding the ships under the bridge. |
CM5. Why would everyone be calling SRT ?. It is well established that the bridge had Aton and there was a loss of power on the ship. That sounds like more wishful thinking. |
It is estimated that there are 50,000 bridges over navigable waterways in the US and clearly there are many more around the world. It appears, that at present, the SRT Aton is the only product for this market. However, the market extends way beyond bridges to ports, canals and any location where buoys are located. I suspect that SRT will be receiving numerous enquiries following the Baltimore incident. |
Super
Don't forget that the speed and rate of turn messages in the AIS broadcast are taken from the ship's system so it is not surprisng that it is accurate. All that and much more will be recorded in the black box. |
This video is from the comments on the preceding link:
Worth watching the traffic on the bridge - still going, even after impact... |
 This is a useful analysis of the Baltimore accident. It's clear that AIS was still operating at the time of impact, as I surmised. Unfortunately the information generated didn't go into a system that was capable of interpreting it and taking the appropriate action eg alerting vehicles entering and already on the bridge.
What's new for me in this is the capability of AIS, with supporting systems, to inform the subsequent enquiry and remedial actions.
A few extracts:
At the time of the accident, two pilots [...] from Baltimore were on board. The Dali was broadcasting its position publicly via the automatic identification system (AIS) and was traveling at a speed of over 8.5 knots. It then slowed to around 6 knots in the moments before the crash, according to AIS data.
[...]
Lawyer James Turner of Quadrant Chambers in London specializes in, among other things, ship collisions. He says that there would have been no automated systems on board a merchant ship of this kind able to prevent the impact. Information from radar, AIS, and visual observations would have been available to the crew, however.
[...]
He adds that estimates of the ship’s speed at the time of the incident as recorded by AIS are likely “99.99 percent accurate.” |
cm - thanks - it seems astonishing to me that for a behemoth like this, there's no battery backup for vital safety systems. I don't suppose ST commented on that? |
I sent an email to Simon about the Baltimore bridge and he consented to me posting his reply. (Note the SRT reference)
The bridge had 4 SRT AtoN devices fitted to guide vessels in the right area. The issue was it lost power and steerage and so couldn’t do anything about it.
What it does do is highlight how important navigation aids are - the atons were fitted to stop the many accidents that would otherwise happen. We can now see what happens when a ship hits a bridge. 99.9% of the time having das atons will prevent accidents. Most bridges are yet to be fitted.
He also said that the cause needs to be investigated and it appears the vessel lost power. |
Hi AE
If we assume that series of projects resembles a much bigger version of what Bakamla are getting and with extra bells and whistles, then there was a Norwegian, a German and a French bidder. The IMEMS project was to be financed by a French Treasury loan rather than export credit. I don't think that the buyers' processes differ between the two, but the financing is well different, a soft loan as opposed to export credit which has to meet WTO standards.
Given the size of the overall programme, I think it is safe to assume that all the big players will have been pitching for business. |
If it was a loss of power on the ship, AIS wouldn’t help at all |
UKEF support for future systems contracts around the world will become increasingly important. Obviously M E countries with oil revenue have the necessary funds but many S E Asia and African countries need a line of credit. Although the UKEF contract has taken much longer than SRT had hoped, it has set the ball rolling for other future contracts. Although £145 million is the largest SRT systems contract so far, others in the pipeline are much larger. Another source of finance for fisheries contracts is the World Bank, which understands the SRT system. My understanding is that the World Bank will fund upto 50% of certain fisheries contracts. |
"a less suitable bidder if they have the finance"
well we know what happened when CLS was deemed less suitable but had the finance. Who else would qualify as less suitable? |
Thanks, but what is the source, and how would you interpret it? |
I saw this and found it interesting.
[...]
It seems to be something of a leak and suggests to me that decisions are currently being made on the PCG's budget. Tier 2 (new) projects have to be submitted by 20 April to the budget people and, of course, on the right forms. Foreign assisted projects have a different form to local ones and you can't submit both.
The other thing is that even if you are the preferred supplier the project can be awarded to a less suitable bidder if they have the finance. I know that UKEF have been in discussions over there but our experience to date with them has yet to show an outcome. However, given the very large expenditures envisaged for the APF/PCG modernization plan, finance will count for a lot. |
With a ship that size, they would have had to change course a long way before the bridge, so power must have been lost a fair time before the collision. |
Well, you could automate the process to put warnings on the bridge signs: that would stop vehicles entering and warn those already on it. Yes, it could be done manually, but that costs money, and is not very reliable, particularly for accidents like this that happened overnight. |
Also, the piers of this bridge are already marked with AIS AtoNs. Take a look on marinetraffic.com. Each pier has a marker plus one to either side to mark the navigable channel.
However, in general CM5 is correct, marking fixed structures in the busy marine domains with digital AtoNs is a very good idea. |
I read that the vessel is believed to have lost power ( and therefore steering ) shortly before the collision.
Not much DAS could do about that. |
A major shipping disaster at Baltimore in the US. Major rivers are used as transport arteries in the EU as well as the US. DAS has the potential to revolutionise the navigation of these transport routes. DAS can provide information about height clearance under bridges and details of side currents. DAS also allows ships to view other ships hidden behind bends in the river, both day and night. No doubt there are numerous information feeds that can be transmitted to passing ships via DAS. |
The company has a serious problem with over egging and under delivering CM-SP spikes then falls away, normally with a cash raise in between.We now have a long period of account which one can only assume dispenses with a disastrous warning this month.This after the 23 numbers were apparently skewed by late revenue into 24-now unsure whether received.
How can we follow this from a normal reporting and valuation perspective?
It all hinges on hope and FOMO for me-that’s what binds us in |
The CEO released the price sensitive information about the contract and UKEF support with the RNS in May. However, the market is frustrated about timing of the start date for the contract.
Obviously numerous people (company employees, Nomad, UKEF, Country MOF etc) are aware of events and timings and therefore these people are insiders and unable to trade in SRT shares or pass on such information to others. Likewise, Mr T cannot give a running commentary. |
Does anybody ever get in trouble for anything on AIM? There's not much evidence of it. |
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