EVI Safety Technology uses an onboard computer to analyse CCTV footage and alert crew to selected hazards, such as someone entering a restricted area. The supplier says detection and local alerts continue without an internet connection. 3 5
Ship manager Acheon Akti has trialled the technology. Smart Maritime Network reported the pilot results on 5 October, although plans for wider use had already appeared in the operator’s June company magazine. A yacht with CCTV would still need a survey to determine which cameras could support the intended safety functions. 1 2
Equipment and camera access
EVI says it can use existing network cameras and selected thermal cameras. A yacht’s technical team should confirm that its camera models and video formats are supported; compatibility with commonly used Axis camera installations or with access-control and security-center recording systems should not be assumed. 3
The supplier should size the processing unit for the number of camera feeds and selected detection functions. The assessment should establish graphics-processing requirements, along with space, power and cooling needs. Limit camera access to the required feeds, and check the additional network traffic before connecting the system.
EVI says its software does not replace the CCTV recorder. Continuous footage stays in the existing recording system, while EVI retains event clips when needed for investigation. Storage capacity and retention settings therefore need attention in both systems. 5
Getting useful camera coverage
Reusing cabling may reduce installation work, but a camera positioned for general surveillance may not capture enough detail for a particular warning. On a mooring deck, for example, a winch could obscure someone from view. A pan-and-tilt camera may be pointed elsewhere during the operation. The survey should consider these limits, as well as visibility at night or in glare and spray.
Ask the supplier to assess footage from the location and demonstrate the proposed detection in safe test scenarios. This will help establish whether the existing view is adequate or whether a camera needs to be moved or added.
Commissioning should also cover faults. Crew need to know when a frozen video feed or restarted server has interrupted monitoring. The existing CCTV recording should remain available if the analytics system fails; demonstrate this independence in a final acceptance test.
Receiving and acting on alerts
EVI advertises functions for detecting falls and lack of movement, missing protective equipment, and entry into restricted areas. It also lists smoke and fire detection. These are supplier-described capabilities, not evidence that every camera will detect such events reliably aboard a yacht. 4
A warning should identify the location and suspected problem, allowing the assigned crew member to assess it and respond. Agree which alerts should go to the bridge and which to engineering. Check how warnings reach both the people doing the work and those supervising them, so the appropriate response can be initiated.
The trial record should capture false alarms and incidents the software misses. Crew should be able to report these without implying that every alert represents a genuine safety failure. Use the findings to refine camera positions or detection settings.
Crew also need to understand why monitoring is in place and who can view the footage. Agree on retention periods and shore access before introducing it. EVI says controls can restrict shore access to live video and alert images while keeping relevant information available onboard. 5
What the vessel trial tells us
Smart Maritime Network reported an almost 20-fold reduction in bridge near misses aboard the pilot vessel. It also reported that monitored deviation time fell from 8,839 to 2,730 minutes, a reduction of about 69%. These figures are attributed to the operator and vendor, not an independent evaluation. 1
The published account does not explain the measurements or observation periods clearly enough to predict results on another vessel. “Bridge near misses” should not be interpreted as a count of collisions avoided, and the reported reduction does not establish that the software alone caused the improvement.
EVI describes its role as supporting human decisions, not replacing certified control or emergency systems. A yacht trial should retain normal watchkeeping, deck supervision and approved fire detection. 3 6
Before extending coverage, review whether alerts reached crew in time to act. The acceptance record should document the functions demonstrated on each camera and any conditions under which detection was unreliable, so those limitations remain clear after the installer leaves.
References
- Acheon Akti plans wider deployment of safety tech following pilot — Smart Maritime Network, 5 October 2026. Reporting of operator/vendor results.
- Argonaftis, Vol. 5 — Acheon Akti Navigation, June 2026, CEO statement, PDF page 3.
- EVI Safety Technology — Vendor description of onboard architecture, applications and limitations.
- EVI Prevention System — Vendor description of detection functions, alerts and offline processing.
- EVI in Maritime — Vendor description of maritime integration, event storage and control of shore access.
- EVI Action System — Current vendor description of alert delivery and the distinction between AI monitoring and certified control or emergency systems.