Question 1
You briefly mentioned sensors on subsea cables. Is this something Gatehouse Maritime is working on?

Answer 1
Yes, we are working with partners on the sector to bring DAS data into out data environment.

Question 2
Can I get some sort of alert if for example a vessel with sanctions is entering a specified area?

Answer 2
Yes, filters can be applied to event detectors, allowing you to filter based on both AIS data as well as enhanced data sets like sanctions, ownership, inspections, and more.

Question 3
Will you as a company get access to any data source, that we put into your platform?

Answer 3
Yes, we integrate a host of different data sources, and part of our product package is data mediation. If you are asking about data security or confidentiality, we would never share your data source with other clients.

Question 4
Cable damages have occurred at all times – most of them are by accident (or by neglecting he presence of cables at fishing locations and anchoring locations) – where is the notion coming from that nowadays cable damage is caused all by sabotage (which is certainly not the historic case).

Answer 4
We are cause agnostic. Our main focus is detecting, preventing and alerting when an incident occurs or is about to occur.

Question 5
How do you detect when a dark vessel has crossed a geofence?

Answer 5
By merging additional data sources like e.g. DAS or RADAR, into the data pool, we can tie unidentified targets to and AIS target or vice versa, and trigger events based on the targeting information from RADAR/DAS/SAT Imagery/ETC data.

Question 6
Will there by any legal problems related to direct contact with ships?

Answer 6
Dependent of the local rules and regulations, the way you can contact vessels will differ. An example is a pipeline in the Baltic region. Here it was nessesary to get a permit from a host of nations to allow the owner to send AIS messages. If AIS transmission capabililty is missing, or permit are not allowed, vessels can be automatically contacted using Inmarsat-C terminal messages.

Question 7
How do you determine AIS is turned off vs AIS signal just not being captured due to dense traffic or other reasons?

Answer 7
Without going into too much detail, algorithms determine if we expect the vessel to be within range, and the number of expected received messages.

Question 8
Cable damage caused by vessels activity and their detection has been there for some time (u=insurance issues), but how can we prevent damage up front?

Answer 8
Automatically alerting vessels and/or operators, that can then take action on activities such as fishing, anchoring, drifting, before the cable/pipe/offshore installation is affected can prevent the incident from occurring.

Question 9
Approx., what % of the cable interconnector cuts are from dragging anchors or trawlers fishing?

Answer 9
According to the International Cable Protection Committee (ICPC), damage from ships’ dragged anchors accounts for approximately 30% of cable incidents annually. Additionally, the United Nations’ International Telecommunication Union (ITU) reports that fishing activities and anchoring collectively are responsible for 80% of all recorded submarine cable damages.

Question 10
Do you deliver alerts directly to DMA (Danish Maritime Authorities) MOC or how is coordination with other data sources managed?

Answer 10
No, alerts are delivered to the individual customer or control center.

Question 11
Does Gatehouse Maritime have an in-house support or do customers have to establish it?

Answer 11
Yes, we have in-house support for systems, and services.

Question 12
Given the recent incident involving the Stena Immaculate collision, does this tool have the ability to predict vessel trajectories in real time and anticipate potential collisions? Could an early warning have been issued to prevent this incident?

Answer 12
Our authority clients trust in us to never speculate in on-going investigations or share findings. Therefor we can not comment on the specific incident.

Question 13
Referring to incidents like Karin Hoej and Scot Carrier (2021) and the recent collision involving MC Stena Immaculate (2025), I’m curious why such accidents continue despite existing collision detection and avoidance systems. Is this mainly due to technology limitations, human factors, or gaps in system integration?

Answer 13
Our authority clients trust in us to never speculate in on-going investigations or share findings. Therefor we can not comment on the specific incident.

Question 14
Is there some idea of common different kinds of “Anomalies” are? and is it possible to recover specific data from these scenarios for analysis, etc.?

Answer 14
Yes, and data sets are accumulated, to better detect anomalies in the future. Based on our many years of operation we are familiar with a wide array of “anomalies” and we continually assist our clients in detecting specific patterns to – in some cases – give a predictive recommendation.

Question 15
According your experience on supporting maritime customers that are using your solution, what kind of action do you suggest them to do after having detected a threat against their infrastructure? I mean, real time mitigate action

Answer 15
This again depends on the local laws and regulations. Some areas permit direct contact with vessels, others have Coast Guard on-call access, and others again have none of these.

Question 16
How well are the cables and pipelines surveyed on the seabed to be able to warn a vessel to take corrective action in time?

Answer 16
Generally, we monitor the as-laid position of the cables/pipelines we protect.

Question 17
Do you integrate any satellite imaging Optical or SAR data into the platform?

Answer 17
Yes, if any client has that type of data available, we integrate that data as well.

Question 18
To alert all vessels within a shipping channel that crosses multiple assets (cables, pipelines etc) will be quite challenge. DO you only alert those who are connected to you?

Answer 18
We do not generally alert all vessels going over infrastructure, only vessel that are performing actions that could be damaging to said infrastructure e.g. anchor dragging, fishing, etc.