SUMMARY REPORT ON E-NAVIGATION CONFERENCE AT

COPENHAGEN 27-29.01.2015

I.TECHNICAL PROGRAMME.

II. WHAT IS E-NAVIGATION - HISTORY,BACKGROUND,DEFINITION.

III. BENEFITS OF IMPLEMENTATION ON E-NAVIGATION.

IV. STRATEGY AND TASKS TO BE DONE.

V.THE NEW IHO S-100 STANDARTS

VI.THE IDEAS OF "MARITIME CLOUD"

VII.VOICE AND TEXT MESSAGING IN SHIP COMMUNICATIONS

VIII.NEW ELECTRONIC IMO-FAL FORMS-HOW AND WHEN?

IX.CONCLUSIONS

Prepared by : 02.02.2015
Capt.Lyubomir Ivanov Varna
I.TECHNICAL PROGRAMME

Technical Programme

The Implementation Phase?

Voyage plan Copenhagen – Oslo – Copenhagen

27 - 29 January 2015
The global e-Navigation community gathers for the 5th time on Pearl Seaways.
At the doorstep of the implementation phase, lots of new challenges and
questions arise, that are certain to spark a lively discussion.

www.e-navigation.net
 Day 1 – The big picture

Chairman: Omar Frits Eriksson, Chairman, IALA e-Navigation Committee

11:00 Check in
12:00 Lunch
13:00 Conference opening / Welcome address
Andreas Nordseth, Director General, Danish Maritime
Authority Michael Card, Deputy Secretary General, IALA

13:20 Setting the scene

Omar Frits Eriksson, Chairman, IALA e-Navigation Committee

13:30 e-Nav Implementation: A Practitioner’s View (Keynote)

Simon Pelletier, President, IMPA

14:00 e-Navigation, what’s next

John Erik Hagen, Director, Norwegian Coastal Administration

14:20 IHO’s underpinning role in e-Nav

Robert Ward, President, IHO

14:40 e-Navigation after MSC94

John Murray, Director, ICS

15:00 Break

15:30 IALA’s e-Navigation committee - reborn

Omar Frits Eriksson, Chairman, IALA e-Navigation Committee

15:50 The “e-Nav Ship Side Coordination Task Group”

Michael Bergmann, President, CIRM

16:10 A flag states perspective on e-Navigation

Alan Blume, Deputy Commissioner of Maritime Affairs,
Republic of the Marshall Islands

16:30 Connecting the testbeds, connecting the Oceans

an update on the Global e-navigation testbed initiative
Jin Hyoung Park, Korea Research Institute of Ships and
Ocean Engineering

16:50 End of day 1

·
 Day 2 – The devil is in the detail

Theme: Testbeds
Session chairman: Nick Lemon, Australian Maritime Safety Authority, Australia

8:30 Voice and Text Messaging in Ship Communication

Thomas Porathe, Norwegian University of Science and
Technology, Norway

8:50 ACCSEAS: Demonstrating e-Navigation in the North Sea Region

Alwyn Williams, General Lighthouse Authorities, UK & Ireland

9:10 e-NOffshore testbed: e-Navigation making offshore Simultaneous

Operations safer
Filipe Modesto da Rocha, PETROBRAS, Brazil

9:30 Break

Theme: Infrastructure
Session chairman: Jin Hyoung Park, Korea Research Institute of Ships and
Ocean Engineering, Korea

10:00 Maritime Cloud, New Standards and “Maritime Android Approach”

Geir L. Olsen, Jeppesen, Norway

10:20 The European Maritime Simulation Network: planned and possible

future uses
Hans-Christoph Burmeister, Fraunhofer, Germany

10:40 Digital Infrastructures for enabling Sea Traffic Management

Mikael Lind, Viktoria Swedish ICT, Sweden

11:00 The roadmap for the Maritime Cloud

Thomas Christensen, Danish Maritime Authority

11:20 Break

11:50 Building the Internet of Things @ Sea - First results from Testbed
Horten-Moss, Oslo Fjord, Norway
Krystyna Wojnarowicz, MARSEC-XL & Capt. Gisle Stava,
Basto-Fosen Ferries, Malta, Norway
 ... Day 2

Theme: The evolution of existing systems

Session chairman: Jin Hyoung Park, Korea Research Institute of Ships and
Ocean Engineering, Korea

12:10 Practical aspects of transition from paper navigation to paperless

with accent to human factor and navigation equipment check
Alexander Yatchenko, ERNC (ElectroRadioNavigational
Chamber), Russia

12:30 The future of ECDIS

Anders Rydlinger, Transas, Sweden

12:50 Lunch

Theme: e-Navigation for the non-SOLAS segment

Session chairman: Alan Grant, General Lighthouse Authorities of the United
Kingdom and Ireland, UK

14:20 Development on the cloud-based navigation support system

Jung Sung Heon, Dong Kang M-Tech, Korea

14:40 Development of a pilot small sea area ship information system

using Maritime Cloud and smart phones
Junji Fukuto, National Maritime Research Institute, Japan

15:00 Group photo

15:10 Break

15:30 Challenges of e-Navigation for leisure boats

Leonardo Roncarolo, M3S srl, Italy
 ... Day 2

Theme: Communicaton & PNT

Session chairman: Alan Grant, General Lighthouse Authorities of the United
Kingdom and Ireland, UK

15:50 What the modernization of GMDSS could bring to e-navigation?

Jean-Charles Cornillou, Centre for expertise and engineering
on risks, urban and country planning, environment and
mobility, France

16:15 Break

16:45 Coordinated enhancement of the maritime PNT system: road map

and guide lines
Jan Reche, Federal Ministry of Transport and Digital
Infrastructure, Germany

17:05 Cyber security for e-navigation

Kwang-il Lee, Electronics and Telecommunication Research
Institute, Korea

17:25 End of day 2

·
 Day 3 – Summing up

Theme: Human factors

9:00 Building e-navigation systems – Human Centred Design in practice
Benjamin Brooks, Margareta Lützhöft, National Centre for
Ports and Shipping, Australia

9:30 Break

10:00 IMO guidance on Human Centred Design, Software Quality

Assurance and Usability Testing
Nick Lemon, Australian Maritime Safety Authority, Australia

10:30 Panel discussion

Facilitator: Michael Bergmann, President, CIRM

11:30 Conclusions

12:00 Announcement of e-Navigation Underway - North America 2015

12:10 Closing remarks

Michael Card, Deputy Secretary General, IALA

12:30 Snack in the conference area

13:00 Conference closes

The conference is organized by

The conference is supported by

II.WHAT IS E-NAVIGATION - HISTORY,BACKGROUND,DEFINITION

HISTORY
E-navigation is a Strategy developed by the International Maritime Organization (IMO), a UN specialized
agency, to bring about increased safety of navigation in commercial shipping through better organization of
data on ships and on shore, and better data exchange and communication between ships and the ship and
shore. The concept was launched when maritime authorities from seven nations requested the IMO’s
Maritime Safety Committee to add the development of an e-navigation strategy to the work programs of the
IMO's NAV and COMSAR sub-committees. Working groups in three sub-committees (NAV, COMSAR
and STW) and an intersessional correspondence group, led by Norway, has subsequently developed a
Strategy Implementation Plan (SIP). Member states of IMO and a number of Intergovernmental and non-
governmental organisations have contributed to the work, including the International Hydrographic
Organization (IHO), Comité International Radio-Maritime (CIRM),the International Association of
Lighthouse Authorities (IALA), the International Chamber of Shipping (ICS), the Baltic and International
Maritime Council (BIMCO) and the International Electrotechnical Commission (IEC)

BACKGROUND
An input paper to IMO’s Maritime Safety Committee’s 81st session in 1985 from Japan, Marshall Islands,
the Netherlands, Norway, Singapore and the United Kingdom and the United States identified that there
was a clear need to equip the master of a vessel, and those responsible for the safety of shipping ashore, with
modern proven tools to make marine navigation and communications more reliable and thereby reduce
errors − especially those with a potential for loss of life, injury, environmental damage and undue
commercial costs.

It also identified that more substantial and widespread benefits for States, shipowners and seafarers could be
expected to arise from the increased safety at sea, which was identified as the core objective of e-navigation.
Also according to the United Kingdom’s Marine Accident Investigation Branch, navigational errors and
failures, including those of the human element, had been significant in over half of the incidents meriting a
full investigation between 2002 and 2005. The input paper also noted that accidents related to navigation
continue to occur despite the development and availability of a number of ship- and shore-based
technologies that improve situational awareness and decision-making. These include the Automatic
Identification System (AIS), Electronic Chart Display and Information System (ECDIS), Integrated Bridge
Systems/Integrated Navigation Systems (IBS/INS), Automatic Radar Plotting Aids (ARPA), radio
navigation, Long Range Identification and Tracking (LRIT) systems, Vessel Traffic Service (VTS) and the
Global Maritime Distress Safety System (GMDSS).

It was therefore proposed to add a new item on e-navigation to the work programme of the Sub-Committee
on Safety of Navigation (NAV) and also to that on Radiocommunications and Search and Rescue
(COMSAR). The aim was to develop a strategic vision for the utilization of existing and new navigational
tools, in particular electronic tools, in a holistic and systematic manner. e-navigation can thereby help
reduce navigational accidents, errors and failures by developing standards for an accurate and cost-effective
system that would make a major contribution to the IMO’s agenda of safe, secure and efficient shipping on
clean oceans.

E-NAVIGATION DEFINITION
At MSC 85, the Committee, taking into account inputs from the industry and other relevant organizations
(e.g., IALA and IHO), approved the Strategy for the development and implementation of e-navigation and
developed the following definition of e-navigation:

E-navigation is the harmonized collection, integration, exchange, presentation and analysis of marine
information on board and ashore by electronic means to enhance berth to berth navigation and related
services for safety and security at sea and protection of the marine environment.
III..BENEFITS OF IMPLEMENTATION ON E-NAVIGATION.

BENEFITS FOR USERS AND STAKEHOLDERS

On a global level e-navigation will:

Standardize bridge design which globally enhances the opportunity to work cross-border, improves
efficiency in training and reduces material cost. Similarities between nations and vessels would also
increase efficiency and improve safety.
Reduce barriers of trade through reduction of local solutions and bureaucracy.
Reduce the risk of accidents and incidents.

For Coastal states, Flag states and Port states e-navigation will:

Improve efficiency in training, certification and supervision;

Improve situational awareness by providing easy access to standard and reliable information;
Improve efficiency in supervision, coordination, control, as well as coordination and information;
Reduce the risk of accidents and incidents through efficient use of VTS services.

For branches, organizations and industry e-navigation will:

Provide flexibility with regards to training and rotation as standardization would lead to a more efficient
market for standardized bridge products;
Simplify reporting and thereby reducing the workload for operations;
Improve safety for own fleet;
Improve situational awareness for bridge personnel and thereby improving the speed and efficiency of
decision making;
Increase navigational safety in VTS regulated areas;
Provide a direction for product development to a wide market;
Provide opportunity for new products and solutions;

For ship borne users e-navigation will:

Simplify daily work and training;

Improve human-machine interface, usability, familiarity and navigational safety;
Improve time-saving and efficiency on board by providing easier access to information, thereby
improving the response time/problem solving abilities of bridge personnel;
Improved navigational safety by reducing the administrative workload;
Improve confidence in the use of navigational equipment;
Enhance the quality, accuracy and reliability of information, thereby improving situational awareness and
navigational safety;
Provide easy access to need-to-know information in a user friendly single window;
Improve familiarity with systems through standardization;
Improve service and safety in VTS-regulated areas by providing easy access to available services and
warnings
Reduce bureaucracy and thereby support more efficient use of bridge resources;
Reduce the risk of accidents;
 IV.STRATEGY AND TASKS TO BE DONE.

E-NAVIGATION STRATEGY

The IMO entrusted Norway and the Norwegian Coastal Administration to coordinate the
work of developing a proposal for an e-navigation strategy implementation plan. Three
sub-committees within the IMO - NAV, COMSAR and STW - established working
groups on e-navigation; each group was chaired by John Erik Hagen of the Norwegian
Coastal Administration. Further, a correspondence group overseen by the Norwegian
Coastal Administration had an ongoing role in gathering input from national maritime
administrations to proposals and decisions related to the process of establishing an e-
navigation Strategy Implementation Plan (SIP).

The work on an e-navigation Strategy Implementation Plan was broken down into several
clear phases:
1.Assessing user needs
2.Constructing an open, modular and scalable architecture
3.Completing a series of studies: a gap analysis, cost-benefit analysis and a risk analysis

At MSC 94 the Strategy Implementation Plan (SIP) was approved

STRATEGY IMPLEMENTATION PLAN (SIP)

So what is the e-navigation concept?

•e-navigation is about harmonised and simplified information exchange between systems
on board and systems on shore and systems between other ships.

The concept is based on 5 solutions prioritised by IMO and represents an integrated and
holistic approach to the concept of exchange of information in providing safe, secure and
effective berth to berth navigation as well as protection of the marine environment

Solution 1
•The first solution, S1, provides a harmonised and user friendly bridge design in order to
ensure that the navigator can immediately recognize all the navigational functions on any
ship.

Solution 2
•The second solution, S2, provides standardised and automated reporting of ships
information for port arrival to the shore side, so that it is not necessary to use many
individual ship reporting systems when arriving in a port, saving time and reducing the
non-navigational workload of the navigator and increasing port efficiency

Solution 3
•The third solution S3 provides improved reliability of bridge equipment and navigation
information in order that the navigator can rely on the continuous update of the ships
situation with regards to navigational awareness.
Solution 4
•The fourth solution S4 provides integration of incoming information on bridge
navigational graphical displays to avoid the need to plot additional information of the
current situation of the ship.

Solution 5
•The fifth solution, S5 makes sure that the shore based information from ports, VTSs and
other service providers to ships is harmonised and standardized around the world.

Communications and the concept of a Marine Electronic Highway

•The e-navigation concept is primarily based on improved digital communications

between ship and shore and ship and ship.
•If the e-navigation solutions are realised then the concept of a Marine Electronic
Highway (MEH) can be achieved.

Marine Electronic Highway

•The Marine Electronic Highway (MEH) was a Demonstration Project of the IMO in the
Straits of Malacca and Singapore which was given the go ahead in June 2006. The overall
objectives of the project were to enhance maritime services, improve navigational safety
and security and promote marine environment protection and the sustainable
development and use of the coastal and marine resources of the Straits' littoral States,
Indonesia, Malaysia and Singapore

Tasks to be done
•For each Solution there are tasks that still need to be carried out in order that they can be
implemented
•These need to be submitted to MSC 95 for approval as new work items
•These will then become IMO planned outputs if approved
•Each needs to be submitted with relevant SMART terms
(Specific Measureable Achievable Realistic & Time bound)

The e-navigation model to achieve S1, an improved, harmonized and user-

friendly bridge design is for:

•Member state(s) via the Organisation to deliver a revised Integrated Navigation System
(INS) performance standard which makes the INS suitable for use in a simplified and
harmonised bridge design
•Industry, when designing a bridge suitable for e-navigation, to use all relevant guidelines
including the Guideline on Software Quality Assurance and Human Centred Design for
e-navigation, and ensure that the revised standards for Bridge Alert Management (BAM)
are implemented and that the revised standards for INS are used.
The e-navigation model to achieve S2, the means for standardized and
automated reporting is for:

•Member state(s) via the Organization to update the Guidelines on ship reporting to
reflect the single window concept, and the automated collection of internal ships data for
reporting. The single window concept includes the standardised and automated
reporting such as the information contained in the IMO FAL forms and national
requirements. The first step in this respect will be national and regional harmonisation.
•Industry to provide the relevant communication links and appropriate software both for
the ship and the shore.

The e-navigation model to achieve S3, the improved reliability, resilience

and integrity of bridge equipment and navigation information is for:

•Member state(s) via the Organization to revise Resolution A.694(17) to include Built In
Integrity Testing (BIIT), especially for navigational equipment , in order that the
navigator can check that the equipment is working correctly and is delivering reliable
resilient and high integrity navigation information
•Industry to use the revised resolution on BIIT as well as the Guideline on Software
Quality Assurance and Human Centred Design for e-navigation when designing
navigational equipment and to improve the relevant industry standards for PNT systems.

The e-navigation model to achieve S4, the integration and presentation of

available information in graphical displays received via communication
equipment is for:

•Member state(s) via the Organization to revise the INS performance standards to
display information received from communications equipment and to complete the
guidelines for the harmonized display of navigation information received from
communications equipment as well as completing the work of the IMO/IHO
harmonization group on data modelling based on IHO S-100 standards
•Industry to use the relevant guidelines including Guidelines on the harmonized display
of navigation information received from communications equipment and the Guideline
on Software Quality Assurance and Human Centred Design for e-navigation and report
on any changes to conventions and regulations that may need to be addressed in the
future
The e-navigation model to achieve S5 (previously S9), the improved
Communication of VTS Service Portfolio (not limited to VTS stations) is for:

•Member state(s), with support from relevant International Organisations, to complete

Guidelines on the Maritime Service Portfolios (MSPs), which will include all the required
database details for standardised and harmonised services world wide from shore based
service providers to ships.
•Member state(s) via the Organisation to prepare and deliver a Resolution on the Maritime
Service Portfolios in order to harmonise MSPs around the world which will refer to the
Guidelines.
•Industry to provide appropriate software based on the MSP guidelines both ashore and on
ships using the Guideline on Software Quality Assurance and Human Centred Design for e-
navigation as well as provide relevant MSP services.

5 Planned Outputs for IMO

•Update the current INS performance standards to make the INS suitable for use in a
simplified and harmonised bridge design and to display information received from
communications equipment
•Update the Guidelines on ship reporting to allow for electronic ship reporting, and the
automated collection of internal ships data for reporting.
•Revise Resolution A.694(17) to include BIIT (Built In Integrity Testing) especially for
navigational equipment.
•Complete the guidelines for the harmonized display of navigation information received
from communications equipment.
•Prepare a draft Resolution on the implementation of Maritime Service Portfolios (MSPs)
after completing Guidelines with relevant International Organizations on the MSPs
V. THE NEW IHO S-100 STANDARTS

S-100 product specifications

IHO: S-101 to S-199

IHO S-101 ENC
IHO S-102 Bathymetric Surface
IHO S-103 Sub-surface Navigation
IHO S-10x Tidal product for surface navigation
IHO S-111 Surface currents
IHO S-112 Real time tidal data transfer
IHO S-121 Maritime limits and boundaries
IHO S-122 Marine Protected Areas;
IHO S-123 Radio Services
IHO S-124 Navigational warnings
IHO S-125 Navigational services
IHO S-126 Physical Environment
IHO S-127 Traffic Management
IHO S-1xx Marine Services
IHO S-1xx Digital Mariner Routeing Guide
IHO S-1xx Harbour Infrastructure
IHO S-1xx (Social/Political)

IALA: S-201 to S-299

IALA S-201 Aid to Navigation Information
IALA S-20x Inter-VTS Exchange Format
IALA S-20x Application Specific Messages
IALA S-20x (Maritime Safety Information)

IOC: S-301 to S-399

Various: S-401 to …
IEHG S-401 Inland ENC
JCOMM S-411 Sea ice
JCOMM S-412 Met-ocean forecasts
VI.THE IDEAS OF "MARITIME CLOUD"
MARITIME CLOUD- a common logical infra-structure for the global e-Navigation testbed

Definition:
A communication framework enabling efficient, secure, reliable and seamless electronic
information exchange between all authorized maritime stakeholders across available
communication systems.

Described in several IMO input papers such as

NAV 59/6 and NCSR 1/INF.21

A prototype has been developed and used in various projects such as Monalisa 1+2 and
ACCSEAS.

The main objects and scope on above mentioned MONA LISA and ACCSEA programs are
building the Sea Traffic Management systems with digitalizing flow of information exchange
between Ship and Shore and Ship-To-Ship,and securing the seagoing link in transportation
and aiming on enhanced safety,better environment and improved efficiency.
Tests have been made on area of Baltic and North Sea in exchanging actual routes Ship-To-
Ship collecting data from AIS and Radar so, as each Navigating Officer was able quickly and
efficiently to determine the correct action in collision avoidance.
VII.VOICE AND TEXT MESSAGING IN SHIP COMMUNICATIONS

One of the main and very practicable toppics was The voice and text messaging in
Ship Communication as a result from many studies showing that misunderstanding or
misinterpratating the messages transmitted via VHF from VTS or other ships, caused by
English Language difficulties,lead to wrong decisions endangering the Safety At Sea.
It was shown a recent study named Texting while piloting:
A simulation study comparing verbal and written navigational instructions in
shore-based deep sea pilotage - done by CHALMERS UNIVERSITY OF TECHNOLOGY
Gothenburg, Sweden, 2013
The study pointed to a number of tendencies, that combined led to the conclusion that the
option of transmitting appropriate parts of the navigational instructions over a text based
medium, when designing a system for shore-based deep sea pilotage, should not be
overlooked.
The idea of shore-based pilotage has thus come into focus and there are now research
projects studying the area, one example being the MONALISA 2.0 project at the Lighthouse
Maritime Competence Centre at Chalmers University of Technology in Gothenburg.
During shorebased pilotage, the pilot is located in a control centre ashore where he or she
can follow the ship’s movements using AIS, radar or other means of positioning and gives
navigational instructions to the ship’s crew. One means of transferring the information
from the pilot to the ship is via VHF radio communication and this is the method used
today (Bruno & Lützhöft,2009). Another method that could be made possible, due to
technological advances such as ECDIS and AIS, is sending the navigational instructions as
text messages to the ship. Even though it currently is possible to send simple text messages
via the ship’s AIS, this function is not very user-friendly and is not intended to be used as a
live two-way chat. A better way of sending these messages would be to present them in some
form of chat window in the display of the ship’s ECDIS. Although such a means of sending
text messages to the ship’s ECDIS is not currently available in the products on the market
now, part of the MONALISA 2.0 project is researching how such a system should be
designed and what features it should have.
The participants in the study compared VHF voice call versus text messages as means to
send navigational advice from shore to vessels in a deep sea piloting scenario.
Comments during the debriefing of the participants -

•One of the participants (VHF) stated that he felt it was easy to miss vital parts of the
message, for example to only hear the word “buoy” when the message was referring to a
“fairway buoy”.
•Another participant (text) mentioned that, due to the fact that the text messages would
remain in the message log, the next officer taking over the watch would not have to rely on
second hand information from the previous officer but could instead read the original
messages himself.
•Three of the participants (text) expressed the feeling of comfort in being able to go back and
read the instructions several times to make sure no part of the message was overlooked or
misinterpreted.
•Three of the participants (VHF) reflected on the necessity of writing down the message when
receiving it over VHF radio in order to remember it. One of the participants commented that
even though the participants in the simulation had pen and paper readily available, this is
not always the case in real life situations and that writing down the message is not necessary
when using the text.
•One of the participants (VHF) reflected on the perceived expectation of the receiver to drop
the task at hand and immediately respond to radio communication.
•Another participant (text) expressed the feeling that it was easier to choose when to read the
text message and for instance finish the task at hand before tending to the communication.

CONCLUSIONS -
•Text based messaging systems to exchange information was found to be a possible
compliment to the traditional voice based VHF radio communication. Professional bridge
officers and 4th year cadets found receiving text based navigational instructions in a land
based deep sea pilotage scenario less stressful that receiving voice calls which they felt was
necessary to attend to immediately. However, for time critical responses VHF was preferred.
•The study found that when using a text based mode of communication for transmitting
navigational instructions there was a lower risk of the receiver misinterpreting the
instructions, a lower risk of the receiver making his or her own unwarranted assumptions
regarding the meaning of the instruction, less need to spend time on repeating the
instructions, a decreased tendency for the receiver to respond to the instructions, and an
increased tendency for the receiver to ask relevant follow up questions in order to clarify a
confusing instruction.

COMMUNICATION IS IMPORTANT
In meta-studies on accident root causes, misunderstanding in voice communication has been
identified. Lee and Parker (2007) identified a number of factors leading to collisions at sea,
among the more prominent factors we find: “Communication problems. The most frequently
made mistakes were lack of communication and misinterpreting information.”

Language problems - In 1996 the crude oil carrier Sea Empress spilled large amount of oil into
the sea outside Milford Haven in the UK. A large Chinese tug boat could not be used due to
language difficulties .
VIII.NEW ELECTRONIC IMO-FAL FORMS-HOW AND WHEN?

Some words were spoken about the electing of new standarts for Ship's Certificates and all
FAL forms which are sent from the Ship to all Shore Authorities during daily or pre-
arrival activities as of below :

AUTOMATED REPORTING FAL 40 - March/April 2016

•To adopt mandatory electronic exchange of information;

•IMO standardised forms (FAL Forms);
•Electronic certificates (equivalent to paper) MSC/MEPC invited to amend list of
certificates to be carried;
•GISIS to include module on electronic certificates;
•Single window - IMO secretariat further development; Wake up call to states,
administrations and industry (vetting and auditing)
IX.CONCLUSIONS AND FINAL THOUGHTS FROM THE CONFERENCE

1.EDCIS WILL BE A CENTRAL ELEMENT OF E-NAVIGATION

2.THE FOCUS OF E-NAVIGATION IN THE NEAR FUTURE HAS TO BE GETTING ACCURATE,USEFUL
AND TIMELY INFORMATION TO THE NAVIGATING OFFICER
3.E-NAVIGATION MUST HAVE CLEAR BENEFITS WHICH HAVE TO BE BETTER COMMUNICATED
4.THERE IS A NEED FOR A FUNCTIONAL RELATIONSHIP BETWEEN INDUSTRY PROVISION AND THE
REGULATORY FRAMEWORK TO REAP THE BENEFITS OF E-NAVIGATION
5.THE MARITIME CLOUD IS MOVING FROM CONCEPTUAL TO DEVELOPMENT PHASE IN VARIOUS
REGIONS THROUGH DEMONSTRATION PROJECTS
6.THE CONFERENCE RECOGNISED THE FIVE MAIN SOLUTIONS FROM SIP AND AGREED THAT THE
FUTURE DEVELOPMENT OF E-NAVIGATION MUST BE
SPECIFIC,MEASURABLE,ACHIEVABLE,REALISTIC,TIME-BASED AND CLEAR TO ALL STAKEHOLDERS
7.SOME MARINERS SHOWED CONCERN ABOUT THE IMPLICATIONS OF INCREASED AUTOMATION
OF NAVIGATION AND FELT THAT E-NAVIGATION SHOULD AUGMENT TRADITIONAL NAVIGATION
METHODS
8.THE RISK OF CYBER SECURITY ISSUES MUST BE CONSIDERED
9.A NATIONAL LEVEL TRAINING AWARENESS MODEL
Final words -Benefits and Difficulties in developing e-Navigation mind on board the Ships and
on the Shore - The future in Navigation is to be digitalized,less stresfull,quick and efficient
exchange of information,reliable communnications aimed at Safety of Lifes at Sea and
Envornmental Protection.The Navigator's equipments will not be only
ECDIS,VHF,AIS,NAVTEX,etc. as a separate moduls,but a fully integrated and sofisticated
mechanism on the Bridge - to integrate navigational information and operational data in
intelligent way.The onboard sollutions allows mariners to monitor and adjust the voyages to
arrive on time,conserve fuel,avoid heavy weather damages and cargo loss,and ensure crew
safety.Furthermore,the onshore solutions allow fleet managers to track ships,monitor arrival
times and analize each voyage to ensure the highest possible levels of safety,efficency and
profitability.

The concept of e-Navigation has already been implemented on various projects,like the
SESAME PROJECT,which stands for "Secure,Efficient and Safe Maritime Traffic Management
in the Straits of Malacca and Singapore".It will optimize traffic flow and provide vessels with
advise on the best speed and route to enable them to arrive ta port on time,or create optimal
transit passage,thus avoiding traffic congestions,reducing fuel consumption and increasing
overall safety and efficiency.

The MONALISA Project -

The main objective of the global project is to contribute to the promotion of the Motorways of
the Sea (MoS) concept in the Baltic Sea by implementing a series of measures of wider benefit,
which are also included in, or fully in line with, the EU's Strategy for the Baltic Sea Region.
The global project as well as the Action will contribute to the development and implementation
of EU´s e-maritime initiative.The global project is a continuation of the wider benefit MoS
actions that was implemented by the Baltic Sea countries (Master Plan Project for
development of the Motorways of the Sea in the Baltic– Decision no. 2005-SE-91406-S) in 2005
– 2007.The MoS concept in the Baltic Sea will contribute to the further development of an
integratedmaritime and land based infrastructure and associated services across the Baltic.
The aim is to facilitate the internal cohesion of the Baltic Sea region and to improve its
maritime access to the central regions of the Community and to reduce the high transport cost
for serving these areas.
Several MONALISA project partners have contributed substantially during the development
process of the new route exchange protocol,IEC-61174 edition 4,which soon will be the new
international standart.Sharing information between different navigational systems requires
all to adhere to the same route exchange protocol and this will be the beginning of a new era
for information exchange at sea.

Same concepts,future plans and developments we can see also at eMIR - it is an initiative of
the German maritime industry for improving safety and efficiency in maritime transport.This
is to say..
Avoiding groundings/collisions/…
Better monitoring and integration of environmental aspects and logistical aspects of the
maritime transport chain.
Development of new e-navigation/e-maritime technologies
Rapid prototyping in simulation environments
Testing in real enviroments

And some words for the EGNOS and Galileo systems which serves as a backbone for a wide-
range of solutions tailored to navigation at sea and inland waterways of commercial and
leisure vessels,search and rescue activities,port operation and environmental protection.

EGNOS plus Galileo -

Once Galileo becomes operational, a portfolio of navigation services will be offered by Galileo
and EGNOS, based on varying user needs:
• Open Service The Galileo navigational signal will be accessible by the general public free of
charge, providing improved global positioning.
• Public Regulated Service Two encrypted signals with controlled access for specific users such
as governmental bodies.
• Search and Rescue Service Galileo will contribute to the international Cospas–Sarsat
international system for search and rescue. A distress signal will be relayed to the Rescue
Coordination Centre and Galileo will inform the user that their situation has been detected.
• Safety-of-Life Service Already available for aviation to the ICAO standard thanks to
EGNOS, Galileo will further improve the service performance.
• Commercial Service Galileo will provide a signal for high data throughput and highly
accurate authenticated data, particularly interesting for professional users. The potential
applications of satellite navigation are virtually limitless. Beyond the safety, efficiency and
comfort that satnav brings to the transport sector, it will become a valuable tool for nearly all
economic sectors. Keeping track of where you are will be as important as knowing the time of
day. Integration of satnav services with other technologies such as mobile communications or
traditional navigation aids will multiply their usefulness.

The TNKC/KLINE Group,as one of the leading word-wide Shipping/Management Companies

will have to start researches,make analyzis and contribute to the new era of Sea Transport,so
as to be up-to-date with the latest technologies,systems and manpower management for
providing even more and more Safety At Sea,Marine Protection and Efficiency.