The following article is a slightly truncated version of a presentation delivered at the RINA SURV11 Conference, to be hosted in Rotterdam in June 2023. The authors are Emil Jonze (Docksta Varvet, Sweden) and Dr Ronald Pelot / John Dalziel MRINA (Dalhousie University, Canada)
What is the best way to provide the necessary resources to save lives at sea? Ships are expensive to maintain on station, relatively slow and impacted by heavy weather; fixed-wing aircraft have limited time on station and limited rescue capabilities; and helicopters have limited range and time on scene and limited survivor capacity. SOLAS requires national governments to establish, operate and maintain search and rescue (SAR) facilities as are deemed practicable and necessary for their Search & Rescue Regions (SRRs). Some of these SRRs are very large, may have heavy weather conditions and may be remote from bases for rescue resources.
One solution for Remote Region Rescue Response could be stationing on site a high-speed, uncrewed (optionally crewed) seagoing vessel. This vessel could be strategically located remote from other sea rescue resources but near areas of potential incidents. It would require endurance to maintain its location on station, while reserving sufficient fuel to proceed at high speed to the site of an incident, remain on site for the required length of time and then proceed to a safe place of refuge with the survivors. As an uncrewed vessel, its speed of response would not be constrained by health and safety considerations of crew members.
The vessel would require suitable facilities for survivors, giving them life-saving protection until they could be transferred to shore, nearby ships or helicopters. The vessel’s ability to work with helicopters could allow rescue personnel to be deployed onboard, and for survivors to be lifted off. The vessel would also require onboard, remote and autonomous/unmanned control and communication capabilities, plus onboard capabilities to monitor navigational hazards, ensure safe operation in all weather conditions and enable identification and rescue of survivors. It also requires the ability to work with other SAR resources, including ships, aircraft, remotely based UAVs and shore-based services, and would need to be able to proceed at speed to the incident site at 30-40knots, depending on conditions.
One or more vessels of 15-20m, with a rescue capacity of about 20+ survivors, are envisioned, covering a wide expanse of remote regions (possibly several remote regions) with the ability to stand on station for about four or five weeks. The operating system consists of: remote control station, for controlling the vessels; regional, perhaps local or even portable, (wearable) control stations; and the vessels themselves. A satellite-based redundant communication link would be required between the remote station(s) and the vessel(s).
Constructed from aluminum, the LHSRV features a self-righting design, enhancing its safety and survivability in rough seas. The superstructure is designed to minimise ice build-up, making the LHSRV suitable for operations in cold-water environments. The hull is based on the Docksta Interceptor 20 craft design and is strengthened to withstand tremendous forces.
Advanced onboard AI technology assists in identifying and tracking objects of interest in the LHSRV’s vicinity, enhancing situational awareness, improving search efficiency, automating object detection and providing integrated decision support. This AI system allows the vessel to optimise search patterns and prioritise rescue targets effectively. A Docksta-designed man-overboard-retrieval system enables the LHSRV to smoothly recover survivors and bring them onboard.
Additionally, the vessel can deploy life rafts to accommodate more survivors or provide temporary shelter during large-scale emergencies. On-scene rescue/emergency operations utilise both the electrical pod and waterjets for precise control.
(For the full, in-depth article, check out Ship & Boat International May/June 2023)
