Tracking ships is only part of the game. Analysts must also figure out who actually owns them, and their cargoes
Save time by listening to our audio articles as you multitaskDespite the sanctions imposed by America and Europe, most of Russia’s energy shipments have remained legal. Outrage over its war on Ukraine, however, has left many firms keen to avoid the reputational risks of dealing with entities or goods of Russian origin. Beyond that, as the pandemic and war have tightened commodity markets, the value of detailed data on shipments has risen.
Marine Digital’s software, for instance, examines a ship’s declared cargo, route, and insurance details, as well as historical navigation patterns in various weather and market conditions. Crime and corruption in different places are also taken into account. The software is even fed port records on how low a vessel sits in the water, revealing the tonnage of cargo aboard.
It is too soon to see how efforts to dodge sanctions on Russia will shape up. But Ioannis Papadimitriou, a Vortexa freight analyst, reckons illicit ship-to-ship transfers will be concentrated in the Baltic Sea and eastern Mediterranean. He also expects ships to meet in those areas and swap transponders, a trick sometimes done near Malaysia to deliver Iranian oil to China.has its shortcomings. Satellites struggle to distinguish signals from crowded ports and littoral waters.
It adds up to a heap of data. Making sense of it, however, can be quite tricky. For one thing, a growing number of ships “spoof”by transmitting bogus data that changes the vessel’s apparent identity or location. TankerTrackers, a firm with analysts in London and Stockholm, monitors more than 40 vessels, some with links to Russia, that visit Iranian and Venezuelan ports. Nearly half, the company says, transmit counterfeitdata. Such spoofing used to require hard-won expertise with fiddly software.
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