|
Analysis of the Issues Involved |
-
accurate, comprehensive and
regularly up-to-dated Electronic
Navigational Charts (ENCs),
covering the entire geographical
area of a vessel's operation;
-
accurate and reliable electronic
positioning signals, with "fail-safe"
Performance (probably provided
through multiple redundancy, e.g.
GPS, Galileo, differential transmitters,
Loran C and defaulting receivers or
onboard inertial navigation devices);
-
provision of information on vessel
route, course, manoeuvring parameters
and other status items (hydrographic
data, ship identifi cation data,
passenger details, cargo type, security
status etc), in electronic format;
-
transmission of positional and
navigational information: ship-toshore,
shore-to-ship (e.g. by VTS,
Coastguard centres, hydrographic
offi ces) and ship-to-ship;
-
transmission of positional and
navigational information: ship-toshore,
shore-to-ship (e.g. by VTS,
Coastguard centres, hydrographic
offi ces) and ship-to-ship;
-
accurate, clear, integrated, user
friendly display of the above
information onboard and ashore
(e.g. using IBS or INS);
-
information prioritisation and
alert capability in risk situations
(collision, grounding etc), both
onboard and ashore; and
-
reliable transmission of distress
alerts and maritime safety and
security information with reduction
of current GMDSS requirements
by utilizing newly emerged
communication technologies.
|
| Issues to be Considered |
Contemporary technologies already
provide the capability to deliver much
of the envisaged E-Navigation strategy.
The co-sponsors of this document
propose that the MSC, and its subsidiary
bodies, should focus on creating the right
environment to realize the full potential
of these navigational technologies. This
new work programme item will also
need to tackle a wide range of issues
(extending beyond what is already
being done at IMO), including: |
-
increasing the production, coverage
and interfaces of ENCs; as well as
accelerating the distribution and
promotion of commercially viable
and globally accepted protocols for
ENC production and updating;
-
agreeing standardized controls and
common performance standards
of bridge E-Navigation systems
(including the consideration of such
issues as what information needs
to be captured, how it should be
displayed, how it should be laid
out and what should be shared
with other vessels and shore-based
navigation support centres);
-
agreeing protocols to provide
more information to professional
and authorized users, whilst
preventing unauthorized access to,
dissemination of, or intervention
in safety or security-critical,
real-time data transmissions;
-
developing a shared understanding of
the potential benefi ts and mechanics of
shore support and oversight, leading
to the design and implementation of shore-based marine E-Navigation
support centres covering coastal and,
potentially, international waters; and
-
setting out an orderly and safe
migration plan for E-Navigation
which takes into account the future
role of existing navigational tools, in
different locations and situations.
|
| Do the Benefi ts Justify
This Proposed Action? |
Considerable sums of money are
expended by shipowners and operators,
on top of the substantial resources
deployed by fl ag, port and coastal
State regulators, in seeking to make
marine navigation easier and to reduce
navigational errors and failures. The
E-Navigation strategy would enable
the industry to benefi t from reducing
these costs in the long-term. The cosponsors
of this submission are convinced
that if action is not taken soon, the
disadvantages of pursuing uncoordinated
individual technologies will outweigh
the potential benefi ts that together they
could deliver. Focusing resources on
the co-ordination of improvements
to navigational and communication
tools will bring substantial overall
safety, security, environmental
protection and commercial benefits.
Full analysis of costs will be needed, if
and where these occur over and above
those that have already been considered
by IMO for the range of existing required
navigational and communication
systems. The co-sponsors recognize that
any such new costs may include those
related to the administrative burden on
contracting States as a consequence
of any changes to current national
regulations that may be necessary.
Coastal and port States incur substantial
expenditure in providing physical aids to
navigation, whether funded by the public
purse or met by the shipowner through
dues levied on port traffi c. Although a
great deal has been done by coastal and
port States in reducing such costs - by
automation, by the application of lowmaintenance
equipment and by the use of
renewable energy sources - there will be
continued upwards pressure on the cost
of servicing aids to navigation networks,
given the dependence on skilled labour
and fuel. For developing countries
especially, the establishment costs for
physical aids to navigation or the costs to
affect a transfer to the use of renewable
energy sources or increased automation
can be considerable. A comprehensive and
integrated E-Navigation strategy would
provide the opportunity for reducing overall costs whilst fully meeting
obligations for the safety of navigation. |
| The Core Objectives
Of An Integrated E-navigation
System |
Using electronic data capture,
communication, manipulation and
display, to [NAV 53/13/., 2007]:
Using electronic data capture,
communication, processing
and presentation, to:
|
-
facilitate safe and secure navigation
of vessels having regard to
hydrographic and navigational
information and risks (e.g. coastline,
seabed topography, fi xed and
fl oating structures, meteorological
conditions and vessel movements).
The challenge for IMO is to develop
a framework which accommodates
and builds on existing systems already
furthering the concept of E-Navigation,
such as the World Bank-funded Marine
Electronic Highway project in the Malacca
Straits and the European Union’s projects:
-
facilitate vessel traffic observation and management from shore/coastal
facilities where appropriate, for
example in harbours and approaches.
-
facilitate ship to ship, ship to
shore, shore to ship and shore
to shore communications,
including data exchange as
needed to achieve (i and ii).
-
provide opportunities for
improving the efficiency of
transport and logistics.
-
facilitate the effective operation
of distress assistance, search and
rescue services and the storage
and later use of data for the
purposes of traffi c and risk analysis
and accident investigation
-
integrate and present information
onboard and ashore in a format
which, when supported by
appropriate training for users,
maximises navigational safety
benefi ts and minimises risks of
confusion or misinterpretation.
-
facilitate global coverage,
consistent standards and mutual
compatibility and interoperability
of equipment, fitment, systems,
operational procedures and
symbology, so as to avoid potential
confl icts between vessels or
between vessels and navigation/
traffi c management agencies.
-
facilitate (subject to a local risk
assessment) a phased migration to enavigation
while maintaining physical
aids to navigation and systems
where required to ensure continued
navigational safety, and having regard
to legacy systems, the varying state of
development of aids to navigation and
systems in different parts of the world
and the likely timescales for adoption.
-
demonstrate levels of accuracy,
integrity and continuity appropriate
to a safety-critical system (under
all operating conditions and having
regard to risks of malicious or
inadvertent interference).
-
be viable as a safety-critical system
on a stand-alone basis having regard
to both the onboard and ashore
applications of e-navigation
-
integrate data and communications
systems mandated for other purposes
(e.g. security), as far as practicable, so as to minimise the number of 'standalone'
systems onboard and ashore
-
be scalable, to facilitate fitment
and use, by smaller vessels (e.g.
fi shing, leisure vessels).
-
be capable of development/adaptation
to integrate other, value-added
functionality, while avoiding any
interference with or degradation
of core safety-related functions.
-
be capable of development/adaptation
to facilitate low cost generational
change as new capabilities and
functionality are developed.
- facilitate effective waterway use
for different classes of vessels.
|
| Conclusions |
The co-sponsors of this submission
believe that the time is right to develop a
coherent E-Navigation policy to embrace
the ever-growing and complex set of
technological aids which already exist.
Delivery of this vision requires a clear,
global commitment, articulated through
a viable and coherent framework which
sets out a migration plan (from where
we are to where we want to go) for
Governments and industry to achieve
a common and consistent format for
the use of electronic technologies.
The challenge for IMO is to develop
a framework which accommodates
and builds on existing systems already
furthering the concept of E-Navigation,
such as the World Bank-funded Marine
Electronic Highway project in the
Malacca Straits and the European
Union's projects ATOMOS IV (Advanced
Technology to Optimize Maritime
Operational Safety - Intelligent Vessel)
and MarNIS (Maritime Navigation and
Information Services). The framework
must deliver improved navigational
safety for maritime Authorities, coastal
States and the master of a vessel, without
imposing unnecessary burdens on them. |
References |
Basker, S. 2005. E-Navigation: The way ahead for the maritime sector.
Trinity House, London, September.
IMO MSC 81/23/10, 2005. Work
Programme. Development of an e-
Navigation strategy. Submitted
by Japan, Marshall Islands, the
Netherlands, Norway, Singapore,
the United Kingdom and the United
States, International Maritime
Organization, London, 19 December
IMO NAV 52/17/4, 2006. Any other
business. An approach to E-Navigation,
submitted by Japan. Sub-Committee
on Safety of Navigation, International
Maritime Organization, London, 12 May.
IMO NAV 53/13/., 2007. Development
of an E-Navigation Strategy. Report
of the Correspondence Group on enavigation.
Submitted by the United
Kingom. International Maritime
Organization, London, 20 April.
Mitropoulos, E. 2007. E-navigation:
a global resource. Seaways,
The International Journal of the
Nautical Institute, March.
Patraiko, D. 2007. Introducing the
e-navigation revolution. Seaways,
The International Journal of the
Nautical Institute, March.
Specht, C. 2003. Availability, Reliability
and Continuity Model of Differential GPS
Transmission, Annual of Navigation No 5.
Weintrit, A. 2006. Navitronics and
Nautomatics - New Challenges for
Navigation27. . Proceedings
(Vol.1) of IAIN/GNSS 2006, 12th
International Association of Institutes
of Navigation (IAIN) World Congress
"Navigation in IT Era", and 2006
International Symposium on GPS/
GNSS, organised by Korean Institute
of Navigation, ICC Jeju, Jeju, Korea.
Weintrit, A. & Wawruch, R. 2006.
Future of Maritime Navigation, ENavigation
Concept. Proceedings of 10th
International Conference "Computer
Systems Aided Science, Industry and
Transport" TRANSCOMP'2006,
Zakopane, Poland, 4-7 December. |
| << Previous Page |
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A Weintrit
Gdynia Maritime University,
Gdynia, Poland
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R Wawruch
Gdynia Maritime University, Gdynia, Poland
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C Specht
Naval University, Gdynia, Poland |
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L Gucma
Maritime University
of Szczecin, Poland |
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Z Pietrzykowski
Maritime University
of Szczecin, Poland |
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| June 2007 |
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