The increasing functionality of ecdis holds promise for safer and more efficient navigation, but the key of success lies with reduced complexity and greater harmonisation.
This was one of the many messages from the 7th e-Navigation Underway International Conference that was held in February this year on board the DFDS ferry Pearl Seaways*. In a key presentation, Capt Johan Gahnström, senior marine manager at Intertanko and a former Vessel Traffic Services (VTS) manager, gave qualified support to the latest e-navigation developments. It is imperative that organisations such as Intertanko supported a shared situational awareness between the ship and shore.
However, much more commonality of systems and harmonisation of information displays is needed, if e-navigation was not to add to the complexity of ecdis and navigation. The variations on ecdis displays were not acceptable, said Capt Gahnström. Furthermore, Intertanko had genuine concerns about how much information could be displayed on an ecdis, with graphical layers or information pop-ups. This is “before it stops becoming a useable tool for safe navigation,” he commented. The definition of what an ecdis is, and is not, might have to be revisited by IMO, and Capt Gahnström even raised the possibility of an additional display system as part of a mandatory integrated navigation system, with inevitable cost implications for shipowners.
The International Hydrographic Organization (IHO) is developing an universal hydrographic data model (S-100) that is designed for data interoperability in order to standardise data that is provided in electronic navigational charts (ENCs) for ecdis. In her capacity as chair of IHO’s S-100 working group Julia Powell said that envisaged sea trials with S-100 would help to solve data portrayal issues.
She explained that more harmonised data portrayal had to be achieved, and obscuring layers of information should be avoided. There was an urgent need to provide support for complex data loading scenarios, such as data overlays and replacements, and for a comprehensive hierarchy of data and display priorities.
“The mariner cannot do all this,” she said, “and that is why we spend so much time on completing the S-100 standard.” The work involved by necessity “an iterative process”.
The IHO is developing specifications for the next-generation of navigation products using the S-100 standard. It is addressing a whole array of maritime requirements other than just ecdis as there is progress on e-navigation. By way of example, IHO is working on standards for high-resolution bathymetry (S-102), under keel clearance management (S-129), surface currents (S-111), and marine protected areas (S-122).
Meanwhile, as a rich geospatial data standard, S-100 not only supports a dynamic ecdis but also provides the baseline for the common maritime data infrastructure for e-navigation. The new S-101 standard currently under development for ENCs is based on S-100 but, according to Ms Powell, marks “a major step forward”. It will eventually replace the S-57 for ENCs that are currently loaded into different ecdis models. There may be dual data streams for some time as the IHO’s S-100 working group is looking at utilising a convertor to allow hydrographic offices time to upgrade their chart production systems.
The e-Navigation Underway International Conference showcased testbeds and the development of practical e-navigation solutions, such as tactical route exchange for display on ecdis. For example, the Norwegian-funded SESAME testbed focuses on the shore side element augmenting route planning by ship bridge personnel. The project is concerned with secure, efficient and safe maritime traffic management in the Straits of Malacca and Singapore and aims to develop computer-based (automated) risk prediction tools providing what-if functionality for different sailing options. Anticipated traffic hot-spots are then communicated to the ship for display on ecdis, allowing the master the option of altering the original planned route.
Kongsberg Norcontrol IT’s project manager Todd Schuett highlighted technical aspects related to the need to incorporate the shore-to-ship collaborative element in the route format standard IEC 61174. He also stressed that digital communication for route sharing would need to rely on the emerging, higher data transfer capacity of the VHF Data Exchange System (VDES). They would also be based on new data standards linked to the common maritime data structure for e-navigation and the S-100 framework for data exchange.
A testbed of the Finnish Transport Agency conducted in Finnish coastal VTS centres is similarly concerned with providing an additional, external safety check on route planning through two-way electronic communication (ship-to-shore and shore-to-ship). Ships from several companies that have regular traffic in Finnish ports participate in the Enhanced Navigation Support Information (ENSI) service. The testbed is also used to demonstrate several other e-navigation services, such as weather routeing, navigational warnings, and ice navigation information.
A next phase of the testbed will focus on the integration of these services with other navigational equipment – either ecdis or other dedicated e-navigation displays that are connected with navigation systems. Tuomas Martikainen of the Finish Transport Agency said that feedback from participating shipping companies had been encouraging. However, even though the requirements for online communication were kept to a minimum, the variation in ships’ IT environments and communication methods posed a challenge, with implications for identification, authentication and security.
Mariners gave positive feedback on the ENSI service for real-time ice information in clear graphical format and electronic communication of detailed ice waypoint and route recommendations. Not having to depend on VHF radio communications was a distinct safety benefit.
Meanwhile, the Russian Ministry of Transport is working with the Kronstadt Group and Transas on the Hermitage e-navigation testbed in Russia. In co-operation with other partners, the testbed is scheduled to run over five years, until 2020. It has a budget of Euro5 million and covers sea, river and lake segments, with a transition from the Neva River to the Ladoga Lake.
It involves one coastal VTS at Petrodvorets on the southern shore of the Gulf of Finland and one river VTS at the Ladoga Lake entrance. There are seven sea-going ships and five river vessels participating in the e-navigation tests. The testbed operations integrate Glonass position fixing, shore-based Automatic Identification System (AIS) infrastructure, AIS aids to navigation, portable pilotage units, shipboard AIS and ecdis.
* The e-Navigation Underway International Conference series is hosted by the Danish Maritime Authority on board Pearl Seaways plying the Copenhagen-Oslo-Copenhagen route and co-organised by the International Association of Marine Aids to Navigation.
Port collaboration and decision making group established
Leading governmental and non-governmental maritime organisations are setting up the Port Collaborative Decision Making (CDM) group for establishing the necessary overarching guidelines, processes and procedures for interaction between ships and ports worldwide. This will encourage port synchronised approaches and fast turnaround times for visiting vessels by standardised, safe, and secure communications in real-time.
PortCDM will encourage greater interaction and data exchange between ships and ports to promote efficient just-in-time operations, better situational awareness and planning. The focus of PortCDM is locally driven because port operations may be vastly different between individual ports.
However, ports are hubs within the international maritime trade context and cannot be looked at separately, especially once ships are in the centre of the action. It is essential that a common framework is defined, which allows for customisation of a system to meet each port’s specific needs. However, it should provide enough standardisation that ships can move from port to port and best utilise the different implementations of PortCDM.
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