Transportation Disasters Research Articles

Collaborative Scheduling of Mass Rescue Operations at Sea

The continued growth of the global cruise market has posed a major challenge to maritime search and rescue, as available rescue resources are limited compared to the scale of passenger ship disasters. To bridge the gap between the number of passengers in distress and the availability of rescue resources, this paper develops a two-stage Mass Rescue Operation (MRO) decision support model (MRO model) to fully utilize the available multiple rescue resources. Based on the combinatorial optimization theory, in the MRO model we consider the rescue capacity of multiple rescue resources and the synergy between them, the accident types and the marine environment conditions to optimize two objectives (rescue time and number of rescue resources dispatched) in two stages. In the first stage, the objective is to minimize the rescue time by Classical Selection Sort Algorithm. In the second stage, the rescue time and the number of rescue resources are simultaneously optimized by Simulated Annealing Arithmetic (SAA) integrated with Genetic Algorithm (GA). Furthermore, considering the actual role of helicopters in MROs, the MRO model is enhanced to schedule helicopters mandatorily or non-mandatorily. Finally, the MRO model was verified by simulating accidents in the Taiwan Strait. The simulation results show that compared with the first stage, the rescue time in the second stage model is saved by up to 16.18% and the number of rescue resources is reduced by up to 45.16%.

Microplastic abundance, characteristics, and heavy metal contamination in coastal environments of Western Sri Lanka

This study was conducted to assess the abundance of microplastics and associated metal contamination at selected beaches in the Western Province of Sri Lanka. Beach sand samples were collected from four beaches: Modera, Negombo, Mount Lavinia, and Panadura. Microplastics were extracted from dried sand samples using a saturated NaCl solution, followed by sieving. Particles were identified using Fourier Transform InfraRed Spectrophotometer, and associated heavy metals; Cr, Pb, Cu, Zn, and Ni were subjected to acid digestion for 24 h before analysis using Microwave Plasma Atomic Emission Spectrometry. More than half of the extracted plastics (56.31%) were identified as microplastics. The average microplastic abundance in beach sand samples ranged from 42.0 to 91.3 items/kg. The sand collected at Mount Lavinia exhibited the lowest sbundance, whereas those from Panadura beach revealed the highest. Hydrodynamic factors like ocean currents, wave patterns, associated with Southwest monsoon period, and human activities may have caused the variability in microplastic abundances and metal contamination. The majority of the microplastics (52.29%) were polyethylene, followed by polypropylene (35.18%), resembling the records of the most common plastic waste types in the country. Most of the microplastics were found to be fragments (87.95%), while white being the prominent color (53.49%). The toxic trace element concentration ranged from 5.0 × 10−3 to 1.8 × 102 μg/g in beaches. This study establishes a baseline for the west coastline prior to the X-press Pearl Ship Disaster in 2021. Future studies are encouraged to assess the beach microplastic pollution across the- Sri Lankan coastline.

Wat is er gebeurd? Een interpretatie van de scheepsramp van de 18e-eeuwse koopvaarder Queen Anne

What happened? An interpretation of the shipping disaster of the 18th-century merchantman Queen AnneThis paper focuses on the depositional phase of the Queen Anne, a large, three-masted freighter that sank on the Zuiderzee (a shallow bay of the North Sea, in the north-western Netherlands) sometime between AD 1715 and 1720. This depositional phase entails the moments of a shipping disaster and should be taken into consideration in order to fully understand a wreck site. However, as information on most shipping disasters is solely recorded in historical sources and oral traditions, it can be hard to connect the disaster itself to specific a shipwreck, and vice versa. In the case of the Queen Anne, no information has been found in historical records on the ship’s sinking, and oral accounts have disappeared over time. Fortunately, the excavation of the shipwreck revealed several clues that may help to reconstruct the final moments of this vessel.

Assessing vessel transportation delays affected by tropical cyclones using AIS data and a bayesian network: A case study of veronica in northwestern Australia

Tropical cyclones frequently disrupt maritime transportation systems, impacting the normal operation of vessels and causing transportation delays. Analyzing the occurrence and degree of vessel transportation delays under disaster conditions is one of the critical aspects of maritime transportation management. This article, based on Automatic Identification System (AIS) data, examined the real behavioral trajectories of vessels and delay characteristics during tropical cyclones. Taking the example of Tropical Cyclone Veronica, which occurred in the waters off northwestern Australia in 2019, we conducted a comprehensive analysis. This involved numerical simulations of the entire disaster process and the cleaning and matching of trajectory data for all affected vessels in the area. We delved deeply into the relationship between vessel behavior characteristics and tropical cyclones, identified factors contributing to delays, and, based on our findings, constructed a Bayesian network inference model for vessel transportation delays under disaster conditions. This model uses information such as tropical cyclone intensity, vessel basic attributes, behavior choices, and port disaster avoidance measures as its primary nodes. The research results indicate that vessel rerouting, vessel loss of control, and waiting for port entry are the three major sources of vessel delays during disasters. Key influencing factors contributing to these consequences include port closure measures, the duration of vessels being adversely affected by strong winds, vessel tendencies toward loss of control, and risk preferences. To control the extent of vessel delays more effectively, it is crucial to prioritize these sensitive factors and strengthen monitoring and management efforts. This model is driven by real data, providing an objective reflection of real-world scenarios, and its effectiveness has been validated through sensitivity analysis. The research perspective and algorithmic framework presented in this paper offer a novel paradigm and fresh perspective for the study of maritime transportation disasters. The research findings have significant implications for bolstering the resilience of maritime transportation networks, enhancing our comprehension and anticipation of delays, and ensuring the continuity, security, and efficiency of the global supply chain for goods.

Economic Model for Evaluating the Causes and Impacts of Pipeline Transport Disasters in Niger Delta, Nigeria: A Quantitative Analysis

Economic Model for Evaluating the Causes and Impacts of Pipeline Transport Disasters in Niger Delta, Nigeria: A Quantitative Analysis

Microplastics Trophic Transfer in Seafood Varieties Caught from the Coastal Waters off Negombo

Microplastics are a pervasive global pollutant that poses risks to marine organisms including commercially important species and poses threats even to humans. However, the trophic transfer of microplastics is yet to be understood. The present study was to study the occurrence of microplastics in five species used as seafood and in zooplankton, representing different trophic levels and feeding habits caught within coastal waters off Negombo. The Negombo coastal environs are known for high ecological diversity still subjected to massive anthropogenic activities as a major fishing and tourism hub in Sri Lanka. The same area was subjected to contaminating microplastics after the MV X-Press Pearl ship disaster which caught fire and spilled the largest point source of microplastic nurdles pollution in the world. Field sampling was carried out from October to-December 2021 in Negombo, Sri Lanka. The study included zooplankton, some fish (Sardinella gibbosa (n=10), Hemiramphus archipelagicus (n=10), and Ephipphus orbis (n=10)), crustaceans (Scylla serrata, (n=10)) and a bivalve (Perna perna, (n=10)). The samples were subjected to wet peroxide oxidation and acid digestion. Microplastic identification was conducted microscopically and confirmed with Fourier-Transform Infrared (FTIR) spectroscopy, Raman spectroscopy, and Nile red staining techniques. Microplastics were present in all the species studied except zooplankton samples. Four polymer types were identified and confirmed as Polyamide (PA), Polystyrene (PS), Polypropylene (PP), and Polycaprolactone (PCL). According to the literature, this is the first recorded PCL contamination in marine species in Sri Lanka. Fibers were the most abundant microplastic type recorded followed by fragments, films, spheres, and flakes. Red, green, blue, yellow, black, and transparent microplastics were recorded while blue colour was the most prominent. The mean number of microplastics recorded was 0.93±0.29 for S. gibbosa, 0.97±0.17 for H. archipelagicus, 0.53±0.09 for E. orbis, 0.36±0.16 for S. serrata and 1.13±0.29 items/g for P. perna. Investigation of microplastic concentrations at different trophic levels suggests that organisms at lower trophic levels are at greater risk of microplastics. 
 Keywords: Microplastics, Trophic transfer, Marine organisms, Seafood, Negombo

Revisiting Unsinkable Ships: From Titanic to Helge Ingstad, the Long-Standing Issues and Persistent Risks of Ship Disasters

Revisiting Unsinkable Ships: From Titanic to Helge Ingstad, the Long-Standing Issues and Persistent Risks of Ship Disasters

Transportation Disaster Trends and Impacts in Western Asia: A Comprehensive Analysis from 2003 to 2023

This research undertakes a focused analysis of transportation disasters in Western Asia from 2003 to 2023. Utilizing a curated dataset from the EM-DAT database, we delve into the patterns and outcomes of these significant events, categorizing by modality such as air, rail, road, and water. The results highlight a concerning surge in mishaps between 2003 and 2010, followed by a welcome decline. Road-related incidents emerge as a dominant category, but a large portion (73.8%) remains ambiguously categorized as “Unknown”, underscoring potential data gaps or reporting inconsistencies. Turkey stands out, accounting for nearly 45% of all documented incidents, emphasizing its central role in the regional transportation disaster landscape. Advanced ANOVA analyses illustrate variations in fatality rates across years and countries, although differences in injury rates across disaster types did not exhibit statistical significance. The study underscores the importance of continuous safety enhancements, public awareness efforts, and regional cooperation. Ultimately, it underscores the pressing need for strengthened safety frameworks and the value of inter-regional collaboration to uplift transportation safety standards in Western Asia.

Mythenchronologische Inkonsistenzen in den Argonautica? Beobachtungen zum prima navis-Motiv bei Valerius Flaccus

Abstract In Roman literature, the Argo commonly ranks as the first ship. The Flavian poet Valerius Flaccus seems to place himself in this line of tradition too by constantly stressing the Argo’s pioneer status. Yet it has rightly been noted that nowhere in the Argonautica is the Argo explicitly said to be the first ever ship. Her exceptional role is based rather on her status as the first sea-going ship to sail across the open sea from Europe to Asia, opening the seas to global marine trade. From this perspective, the hitherto inadequately explained mentions of ships in the Phlegyas simile (3,124–132) and the Lemnos episode (2,107–114; 285–305) can also be analysed as only apparent inconsistencies. The interpretive effort required here draws the attention of the reader or audience, which is called upon to compare the earlier ships to the Argo. In this, the poet suggests a pessimistic judgement: a consequence of the opening of the seas was shipping disasters and human tragedies. Also, it did not only lead to the expansion of civilising achievements, but also held the danger that rituals and customs of a periphery which is read as barbaric would penetrate into the cultural space of the Mediterranean world.

The X-Press Pearl disaster underscores gross neglect in the environmental management of shipping: Review of future data needs

The X-Press Pearl disaster has the unfortunate hallmarks of other global container ship disasters that are becoming increasingly common and will continue to cause future environmental damage. Port container throughput is ~830 million twenty-foot equivalents (TEUs), projected to grow for the next four decades at minimum, and industry experts predict that ship sizes will continue to grow to 50,000 TEU. Misdeclared content, poor packing, inadequate stowage/lashing, ship-board fires, climate-change-driven intensity of storms, and increasing ship size all ensure increasing environmental damage from container ship maritime disasters. Industry consensus is that the number of containers lost at sea is conspicuously undercounted, and the impact of lost containers is unstudied. This paper reviews specific aspects of the container ship industry that contribute to environmental damage, and then addresses needs for risk, impact assessment and environmental management as pertains to industry operations and container ship disasters such as the X-Press Pearl.

Identification and classification of transportation disaster tweets using improved bidirectional encoder representations from transformers

Social Media today has become the most relevant and affordable platform to express one's views in real-time. The #Endsars protest in Nigeria and the COVID-19 pandemic have proven how important and reliant both government agencies and individuals are on social media. This research uses tweets collected from Twitter API to identify and classify transportation disasters in Nigeria. Information such as the user, location, and time of the tweet makes identification and classification of transportation disasters available in real-time. Bidirectional Encoder Representations from Transformers (BERT) uses a transformer that includes two separate mechanisms, a decoder that produces a prediction for the task and an encoder that reads the text input. It learns contextual relations between words (sub-words) in a text. This research applied BERT with a combination of AdamW optimizers. AdamW is an improved version of stochastic gradient descent that computes an adaptive learning rate for each parameter. Our proposed model produces an accuracy of 82%. It was concluded that our approach outperformed the existing algorithm: BERT having an accuracy of 64%.

Development of the emergency response measures financing in water transport

The article contains the results of a study on predictive risks and ideas for funding emergency measures in water transport. It analyzes the risks of accidents in water transport and prospects for funding related programs in Russia. The purpose of the study was to develop recommendations for financing measures to reduce the number of disasters in water transport. In this context, the authors studied the theory and practice of accidents involving civil water transport, identified their typical causes, and proposed possible approaches to minimize the number of these accidents. They also proposed a modern way of financing to increase the responsibility of the ship's crew and port workers. The object of the study was the risks of civil water transport disasters, and the subject of the study was ways of financing measures to improve sustainability and reduce anthropogenic disasters in water. The work is a continuation of the authors' recent study and contains proposals that can help reduce anthropogenic accidents in Russia.

Ship disaster threatened environmental security and dwindled down the spirit of maritime Sri Lanka

The MV Xpress-Pearl ship disaster was a maritime environmental security threat that occurred on the Southwest coast of Sri Lanka during this decade. The wreck consists of tonnes of nitric acid, several other chemicals, and oils such as tonnes of bunker fuel oil, gas oil, and tanks full of lubricating oil. Also, several containers occupied with plastic nurdles that escaped have affected the west and southern coastal belt of Sri Lanka. Carcasses of dead endangered turtles, dolphins and various other rare marine organisms washed ashore, such as beaches of Uswetakeiyawa, Panadura, Unawatuna, Wellawatte, Moratuwa, and Induruwa. Besides, experts believe that it may take a long term to completely recover from the impacts including safe plastic nurdle-free seafood. Green peace USA has purported a list of conditions to be updated, such as the implementation of the plastic pallet free water act and placing plastics into the hazardous material category. The study used the qualitative content analysis technique to reconcile plastic pollution caused by the disaster as an environmental problem. Since plastic pollution is also a repercussion of two known keystone environmental problems, such as urbanization and human population increase. Bangladesh J. Sci. Ind. Res. 57(4), 199-206, 2022

Impact of the MV X-Press Pearl ship disaster on the coastal environment from Negambo to Benthota in Sri Lanka

In Sri Lanka, the “biggest maritime disaster” occurred on May, 2021. The ship carried 1486 containers of chemicals, including low and high-density polyethene, methanol, sodium methoxide, nitric acid, urea, and lubricant oil. This multi-faceted and complicated disaster involves numerous environmental issues that could have significant consequences. The present study aimed to evaluate chemical contamination in coastal waters from Negambo to Bentota by analyzing water samples, biological samples, phytoplankton, biotoxins, and heavy metals. The research findings revealed that the average nitrate concentration in the study area’s coastal waters ranged from 0–0.19 mg/L. The highest nitrate and phosphate concentrations were recorded near the MV X-Press Pearl ship. The chlorophyll-a concentrations in the coastal belt ranged from 1.8 ± 0.6 to 11.8 ± 1.1 mg/L, and the highest was near the MV X-Press Pearl ship disaster in X2. The most abundant phytoplankton recorded were harmful diatoms; (Nitzcha sp., Amphora sp., Chaetoceros sp. and dinoflagellates; (Gymnodinium sp., Ceratium furca, Prorocentrum sp., Peridinium sp., Dinophysis caudata in the sampling location near the ship and where the highest Saxitoxin concentration was detected (0.230.06 g L−1). It might be due to the release of the high concentration of phosphate and nitrogen, which directly affect the growth of algae, diatom, and dinoflagellates following increasing of chlorophyll-a content. The location, which was extremely close to the MV X-Press Pearl ship, sank and had the highest oil and grease content. Lead (Pb), Zinc (Zn), Copper (Cu), Chromium (Cr), Cadmium (Cd) and Nickel (Ni) were the most common heavy metal pollutants in the study area’s coastal waters. Thus, the results of the present study revealed that the ship disaster had a significant impact on coastal environment water quality which may affect ocean biodiversity, the ocean’s health, fishery resources and the economy of the fishing community and seafood industry.

Observations and Forecasts of Urban Transportation Meteorology in China: A Review

Against the backdrop of intensified global warming, extreme weather events such as dense fog, low visibility, heavy precipitation, and extreme temperatures have been increased and enhanced to a great extent. They are likely to pose severe threats to the operation of urban transportation and associated services, which has drawn much attention in recent decades. However, there are still plenty of issues to be resolved in improving the emergency meteorological services and developing targeted urban transportation meteorological services in modern cities. The present review briefly illustrates the current cutting-edge developments and trends in the field of urban transportation meteorology in China, including the establishment of observation networks and experiments and the development of early warning and prediction technologies, as well as the related meteorological commercial services. Meanwhile, reflections and discussions are provided in terms of the state-of-the-art observation channels and methods and the application of numerical model forecasts and artificial intelligence. With the advantages of various advanced technologies from multiple aspects, researchers could further expand explorations on urban transportation meteorological observations, forecasts, early warnings, and services. Associated theoretical studies and practical investigations are also to be carried out to provide solid scientific foundations for urban transportation disaster prevention and mitigation, for implementing the action of meteorological guarantees, and for the construction of a high-quality smart society.

Contamination and distribution of buried microplastics in Sarakkuwa beach ensuing the MV X-Press Pearl maritime disaster in Sri Lankan sea.

Abundance of buried microplastics in sand profiles and pellet pollution index at Sarakkuwa beach, at west-coast of Sri Lanka was studied as a case study due to the receival of plastic nurdles and debris from the MV X-Press Pearl ship disaster in May 2021. Sand collected at 7 locations to a depth of 2m in different depths for a beach segment of 200×25m2 during October 2021 and sand samples obtained from beach surface during March 2020 from the same location were analyzed for microplastics. Beach was contaminated with 2-5mm sized partially pyrolyzed LDPE fragments and nurdles demonstrating a peak abundance of 13.3702g/kg and1 mm-500μm sized LDPE fragments up to 2.0m depth. High concentrations of Mo and Cr were observed in the sand collected in 2021. Sarakkuwa beach is critically polluted by nurdles, partially pyrolyzed microplastics, and toxic elements from ship disaster.

연안여객선 안전공영제 도입을 위한 정책적 제언

After the Sewol Ferry disaster, various physical and human regulatory framework such as revision of related laws and regulations and innovation of operation manager system have been strengthened and financial support system were prepared to improve the safety of coastal passenger ships. However, despite many of these institutional improvements and financial support decisions, the safe operation of coastal passenger ships is not guaranteed. This study was carried out to find one promising way to ensure the safe operation of coastal passenger ships. As a result of the study, it was concluded that “there is a need for the introduction of Safety Public Service System of Coastal Passenger Ships.” The Safety Public Service System proposed in this study is a system in which the government bears or supports some or all of the costs in order to ‘promote the safety of the people’ and ‘promote the people’s right to move’ using coastal passenger ships. Thus, it is thought that there is a need to enact a separate special law for the Safety Public Service System. The reason for this is first, where relevant individual laws and regulations are revised little by little to make the legal base, there could be a great possibility that the legislative purpose would not clearly come out and it would not work properly in reality. Therefore the process of clearly declaring the legislative purpose and the purpose of the ‘Safety Public Service System’ through enacting a special law is necessary.Second, there are many concepts needing an accurate definition thereof in the ‘Safety Public Service System’. Concepts such as 'safety', 'safety public service system', 'safety cost', etc. can be sociologically explained, but legally, these are terms requiring precise definition. Therefore, unless relevant terminologies are separately arranged in the existing Marine Transportation Act and Harbor Act, etc., when they suddenly appear in individual articles, there is a great risk that they may not be properly interpreted or narrowly reduced in the enforcement decree or ordinance. In particular, in the case of items accompanying the budget, and the scope of the subject is not clearly defined in the law, it is highly likely to become meaningless concept in reality. Thus, it is necessary to clarify the definition of the concept in a separate special law. Third, in the extension of the recent discussion on constitutional amendments, which emphasized the state's constitutional obligations to ensure individuals' right to safety, the National Assembly and the government, which are components of the state, should clearly declare their willingness to ensure safety of the people internally and externally. Furthermore, from the point of view of making it clear that the State is faithfully fulfilling its responsibility for a safe society, it is thought that enacting a special law for the introduction of the ‘Safety Public Service System’ of coastal passenger ships rather than revising individual laws is a more reasonable way. The budget required to implement this system is approximately KRW 24.1 billion per year. By creating the Safety Public Service System it is worth implementing and enforcing in the viewpoint of a single large-scale coastal passenger ship disaster can be prevented. Today, securing the people's right to safety is recognized as a role that should be given the highest priority among the national responsibilities. Therefore, it is thought that the introduction of the Safety Public Service System to promote the safe operation of coastal passenger ships and the national financial support required for its implementation are meaningful in terms of fulfilling the national responsibility for the Sewol Ferry disaster.

Number one crash: vehicle accidents and technological anxiety in the poetry of Polish futurists

ABSTRACT In the history of twentieth-century literature, futurism was one of the most technology-focused experimental movements. By modern technology, one can understand, for example, the object of desire, prosthesis, model, tool, and poesis. This article, however, discusses the curious fascination with transportation disasters and malfunctioning machines (particularly cars, trams, and planes) in the poetry of Polish futurists. The author argues that these images reflect repressed technological anxiety present in discursive practices of the interwar media in Poland. A close analysis of Yeży Yankowski’s “Burning of the Aviator,” Bruno Jasieński’s “Corpses with Caviar,” and Tytus Czyżewski’s “The Flame and the Well” presents diverse strategies of self-exploration for the anxious modern subject and varied approaches to the question of representation. In this poetry, defective machines are not just agents of doom but also, peculiarly, essential elements of the defence mechanism in the psychic apparatus. Drawing from psychoanalysis, the author understands writing as the “talking cure” and frames reading as spectatorship. Consequently, the poems become exercises in losing and gaining agency, thereby enabling the subject to overcome fear of technology.

LASER AND INFORMATION TECHNOLOGIES FOR CONTROLLING DYNAMIC DISPLACEMENTS SPATIAL STRUCTURES OF OBJECTS UNDER THE INFLUENCE OF ACTIVE MAN-MADE AND NATURAL RISK FACTORS FOR ACCIDENTS

At the present stage of science development, for technological and technogenic energy-intensive systems, systematic methods of identification of structure, dynamics, and risk assessment are developed, while for spatial objects this problem is not fully solved. This applies to the construction and operation of such objects with a spatially distributed structure such as bridges, large pavilions, high-rise buildings, aggregate lines on a common foundation for color printing, which are subject to a large dynamic, non-uniform load-capacity, operating over a long period of operation. Their destruction with the combined action of dynamic and static heterogeneous flow factors in time of high power, leads to the accidents and human losses. The main factor that leads to cognitive errors in the design of spatial structures is that experts in the design process do not fully take into account the concepts of physical force, power and physical energy factors with stream random structure. In this aspect, the problem of dynamic structural stability under the influence of factors with a stochastic structure drew attention to Y. P. Dragan, introducing the notion of "stochastic process of finite energy" and "finite power of flows (sequences) of active physical force actions". Under certain conditions, the complex action of force factors leads to the emergence of solitons, that is, the formation of the peak of energy and power at a certain time in the weakest node of the structure that destroys it. If the designer, by virtue of his cognitive abilities and level of knowledge, does not take into account the energetic nature of the factors as destructive forces, then this leads to the destruction of infrastructure objects (cities in Genoa, Italy 2015, built in 1967) devastating floods, fires, transport disasters, tsunami. As for the steel construction bridges in the USA (New York), built on the basis of the methods of vibration calculations by S. Tymoshenko, they are operated for more than 100 years, with appropriate technical service.
 The assessment of the vibrational stability of spatial structures, both existing and new projects, remains a complex control problem that is not resolved to the fullest, and therefore the development of integrated intellectual methods for designing and controlling their state is relevant
 The intensive development of infrastructure, both social and technogenic, results from the impact of transport flows, power plants, harmful emissions, to the growth of force environmental load on spatial structures, corrosion of metal components, and the growth of vibrational effects on elements of objects. Further development of such negative processes leads to a decrease in the strength of structures, their stability, operational reliability and destruction. Reducing the quality of bearing structures, due to neglected negative influences, makes it impossible to forecast the moment of emergency situations. Accordingly, the development of methods for remote control of vibrations of spatial elements of bearing structures is a main problem for various industries.

Vessel Safety Monitoring System (VSMS) Based on LoRA for the Safety of Indonesian Traditional Fishers

Based on data obtained from Indonesian fisheries statistics, over ten years, it is known that 90% of the fishing fleet in Indonesia is dominated by fishing vessels under 30 GT. Generally, these vessels are not equipped with the calculations of the shipping architect or planning drawings. the large percentage of shipping disasters or vessel accidents in Indonesia, including fishing vessel accidents, is caused by several factors: 43.67% due to human error, 32.37% due to nature, 23.94% due to technical factors. Accidents due to bad weather cannot be avoided during fishing operations. However, with the quality of human resources and technical factors that have improved, it is hoped that vessel accidents can be avoided or minimized. According to the Global Maritime Distress and Safety System (GMDSS), vessels with the IMO standard are already based on satellite communications. Vessels required to use the GMDSS standard are vessels with a size of 300 GT and above. We develop a Vessel Safety Monitoring System (VSMS) which has a lower cost, which can be used to determine the vessel’s position and is added by using a distress button system such as the satellite-based GMDSS system. the communication from the coast guard post to the vessel uses the LoRA module based on radio frequency, although without pressing the distress button on the vessel, the device on the vessel will continue to send location, vessel's speed, and rpm to the coast guard station. If the distress button is pressed, the location will still be sent, the buzzer at the coast guard post will turn on, and the vessel's location can be seen on the local web server so that the coast guard post officers can immediately find out the coordinates of the vessel. It can minimize the time to search for the vessel's location because the vessel's coordinates are known. Based on the results of the Vessel Safety Monitoring System (VSMS) test, 10 data transmission from the vessel to the coast guard post can work on the land and the sea it can send nine types of data with 0 - 50 meters distance, it can send 1 type of data with a 0 - 100 meters distance, with an average delivery delay of 5 seconds. The amount of data and the delivery delay affects the working distance of the tool. The distress function or the danger signal requires data transmission for 0-15 seconds manually or automatically until the alarm goes off at the coast guard post since the vessel's danger signal is activated from the vessel to the coast guard post