International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 1
Number 3
September 2007
261
Polish Approach to e-Navigation Concept
A. Weintrit & R. Wawruch
Gdynia Maritime University, Gdynia, Poland
C. Specht
Polish Naval Academy, Gdynia, Poland
L. Gucma & Z. Pietrzykowski
Maritime University of Szczecin, Poland
ABSTRACT: The advantage of the latest technical development in the field of automation, electronics,
telecommunications, informatics, telematics, geomatics and global position fixing techniques, achievement in
data storing, processing, analysing, transferring and visualisation should be taken into account and applied to
the maritime technology. We should build new E-Navigation era using those new technologies. In the paper
the Authors try to discuss the main tasks of the maritime community for the near future in the field of
E-Navigation.
The authors believe it is now appropriate to develop a broad strategic vision for incorporating the use of new
technologies in a structured way and ensuring that their use is compliant with the various electronic
navigational and communication technologies and services that are already available.
The aim is to develop an overarching accurate, safe, secure and cost-effective system with the potential to
provide global coverage for vessels of all sizes. Implementation of this new strategic vision might require
modifications to working methods and navigational tools, such as inner ship’s computer net, charts, bridge
display equipment, electronic aids to navigation, communications and shore infrastructure. At this stage, it is
difficult to be precise about the full extent of the changes that might be necessary to fully deliver this vision.
However, there might need to be changes to a number of regulatory instruments, including the appropriate
chapters in the SOLAS Convention (chapters IV and V mainly). This proposal is not in any way intended to
conflict with the clear principle, as confirmed in the SOLAS Convention, of the master’s authority for the
operational safety of the vessel, and in UNCLOS, of freedom of navigation rights.
1 INTRODUCTION
The common objective shared by all the Member
States of IMO (International Maritime Organization)
is a commitment to deliver safe, secure and efficient
shipping on clean oceans. The co-sponsors of this
submission believe that IMO now has an opportunity
to develop and map out a clear strategic vision for
one common integrating and utilizing all the
navigational technological tools at our disposal to
secure a greater level of safety and incident prevention
which will, at the same time, deliver substantial
operating efficiencies with resulting commercial
benefits, whilst also continuing to respect the
freedom of navigation rights.
It is decide to add a new item on E-Navigation to
the work programme of the IMO Sub-Committee on
Safety of Navigation (NAV) and also to that on
Radio-communications and Search and Rescue
(COMSAR). The aim should be to develop a strategic
vision for the utilization of existing and new
navigational tools, in particular electronic and radio-
communication tools, in a holistic and systematic
manner.
E-Navigation would 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.
262
2 SCOPE OF THE PROPOSAL
The aim is to develop an overarching accurate,
secure and cost-effective system with the potential to
provide global coverage for vessels of all sizes.
Implementation of this new strategic vision might
require modifications to working methods and
navigational tools, such as charts, integration of
bridge equipment, electronic aids to navigation,
communications and shore infrastructure. At this
stage, it is difficult to be precise about the full extent
of the changes that might be necessary to fully
deliver this vision. However, there might need to be
changes to a number of regulatory instruments,
including the appropriate chapters in the SOLAS
Convention. This would therefore entail considera-
tion of the various strands of this policy in the Sub-
Committees on Safety of Navigation (NAV) and
Radiocommunications and Search and Rescue
(COMSAR). This proposal is not in any way
intended to conflict with the clear principle, as
confirmed in the SOLAS Convention, of the master’s
authority for the operational safety of the vessel, and
in UNCLOS, of freedom of navigation rights.
3 DEFINITION
The E-Navigation Committee of IALA’s proposes
the following working definition of E-Navigation as
a starting point: “E-Navigation is the collection,
integration and display of maritime information
onboard and ashore by electronic means to enhance
berth-to-berth navigation and related services, safety
and security at sea and protection of the marine
environment.”
Similar point of view is presented by others
Authors. According to Basker [Basker, 2005]
E-Navigation is the transmission, manipulation and
display of navigational information in electronic
formats to support port-to-port operations. Its main
components will be:
− electronic navigation charts,
− positioning – combined use satellite and
terrestrial radionavigation services,
− vessel information – route, heading, manoeuvring
parameters and other status items,
− communication – ship to shore, shore to ship and
ship to ship,
− integrated displays – on board ship and shore,
− information prioritization and alert capability.
4 AN INITIAL APPROACH TO E-NAVIGATION
E-Navigation is intended to make safe navigation
easier and cheaper.
It is needed:
− to minimise navigational errors, incidents and
accidents;
− to protect people, vessels, cargoes, marine
environment and resources;
− to improve safety and security;
− to reduce costs for shipping and coastal states;
and
− to deliver benefits for the commercial shipping
industry;
− It can be delivered:
− by using satellite positioning and radio-
communication systems;
− by introducing INS/IBS and computer technology
on ships;
− by introducing common format for automatic data
exchange with shore-based monitoring and
intervention capability.
The aim is to develop a strategic vision for E-
navigation, to integrate existing and new
navigational tools, in particular electronic tools, in
an all-embracing system that will contribute to
enhanced navigational safety (with all the positive
repercussions this will have on maritime safety overall
and environmental protection) while simultaneously
reducing the burden on the navigator. As the basic
technology for such an innovative step is already
available, the challenge lies in ensuring the
availability of all the other components of the
system, including electronic navigational charts, and
in using it effectively in order to simplify, to the
benefit of the mariner, the display of the occasional
local navigational environment. E-navigation would
thus incorporate new technologies in a structured
way and ensure that their use is compliant with the
various navigational communication technologies
and services that are already available, providing an
overarching, accurate, secure and cost-effective
system with the potential to provide global coverage
for ships of all sizes.
5 HUMAN ELEMENT
Some observations were made on the human
element issues that need to be addressed when
developing an E-Navigation strategy:
− man/machine interface (i.e., balance between
standardisation and allowing for innovation and
development);
− modes of information display/portrayal;
263
− appropriate communication of situation
awareness; and
− equipment should be designed to engage both the
bridge team, pilot and VTS operator, maintaining
high levels of attention and motivation without
causing distraction.
6 KEY ISSUES AND PRIORITIES
Considering the wide range of options and benefits
that could become part of E-Navigation, the primary
value of E-Navigation is to join the ship’s bridge
team and sea traffic monitoring teams to create a
unified navigation team that would achieve safer
navigation through shared information. For full
implementation of such a system it would need to be
mandatory for SOLAS vessels and scaleable to all
users.
It was suggested that before the primary benefits
and value-added services could be realised, an
architecture comprising three fundamental elements
should first be in place. These are:
− Electronic Navigation Chart (ENC) coverage of
all navigational areas (WEND - Worldwide
Electronic Navigational Chart Database);
− a robust electronic position-fixing system (EPFS),
with redundancy; and
− an agreed infrastructure of communications to
link ship and shore.
Specifications for these fundamental elements are
contained as follow.
6.1 Hydrographic Data (ENCs)
A full coverage of ENCs for navigational waters will
require considerable effort from the world’s
hydrographic community. It has further been noted
that the existence of proprietary updating software in
many ECDIS systems has become a key cost issue
when implementing ENC data. It is thought that if,
through IMO, an open architecture system could be
agreed, this would allow a more competitive
environment in the purchase, and maintenance of
ECDIS systems thus reducing the overall costs of
ENC’s and increasing the global rate of acceptance.
From the seaman‘s point of view there is unsolved
question of responsibility for correction of
information presented by ECDIS and ENC updating.
6.2 Position Fixing
Electronic position-fixing systems, which could be
integrated into e-navigation, can be divided into
Global Navigation Satellite Systems (GNSS), GNSS
augmentations, terrestrial radio-navigation systems
and non-radio positioning systems. There are two
operational GNSS at present (GPS & GLONASS)
and two more planned: European - GALILEO and
The People’s Republic of China - COMPASS. It has
long been recognized that GNSS require augmenta-
tion to achieve the required integrity for safety of life
applications and the accuracy needed for specialized
navigation and positioning. Augmentation systems
fall into two broad categories: Ground Based
(GBAS) and Satellite Based (SBAS). GBAS (IALA)
maritime beacon system has been the standard GNSS
augmentation system for maritime applications.
SBAS is based on two operational (WAAS,
EGNOS) and two planned public service (MSAS,
GAGAN).
There are many high accuracy, local terrestrial
radio-positioning systems provided, mostly on a
commercial basis, for specialized applications.
However, the only terrestrial radio-navigation system
with widespread, regional coverage is Loran-C. The
Far East Radio-Navigation System (FERNS) is
provided under an international agreement between
PRC, Russia, Korea and Japan and extends from the
Bering Straits to the South China Sea. Saudi Arabia
also has a system, covering its own territory and the
Arabian Gulf. Non-Radio Positioning Systems is the
Inertial Measuring Unit (IMU), usually integrated
with GNSS to enhance it and cope with outages.
The problem of fixing position coordinates for
navigational needs considered only in terms of
measurement error seems to have already been
solved in a global scale. Its realization with higher or
lower precision is only a function of the technical
solution adopted. Therefore, other, equally important,
although often omitted, exploitation parameters of
navigation systems become crucial. These are:
availability, integrity, continuity and also reliability.
The following is a list of key elements required
for e-Navigation position fixing:
− appropriate accuracy, availability, continuity, and
integrity (alert limit, time to alarm, integrity risk),
already included in IMO Resolution A.915(22);
− adequate redundancy;
− compatibility between systems; and
− appropriate datums (vertical and horizontal).
There is also necessity to develop a unified theory
of the some navigational criteria (availability,
reliability, continuity, and integrity) under considera-
tion and to determine the relations between them,
because [Specht, 2003]:
− reliability and availability refers to different
functional structures,
− definition of continuity is ambiguous,
264
− lack of mathematical connection between
availability, reliability and continuity,
− vague procedures and methods of determining
each of the criteria,
− measurement of the criteria is based only on
statistic analysis of empirical measurement data.
These and others methodological problems
should be solving as soon as possible, because all
fixing systems characteristics have to be considerate
in the same standardized way. The next important
problems in implementation position systems to
E-navigation are:
− identification of the service provider responsibility
(especially for global and wide area positioning
systems) for accidents caused by non-operation
status,
− to establish international cooperation between
GNSS service providers related to others than
positioning services (Safety of Live, Commercial,
Search and Rescue,…),
− to solve responsibility problem for core naviga-
tional system provider and augmentation signal
deliverer.
Current GNSS has a common weakness in that
they are all subject to accidental or intentional
interference. Hence, alternative and independent
position fixing capabilities need to be considered.
Consideration should be given to independent non-
GNSS Electronic Position Fixing System and
sensors as a potential component of E-Navigation.
E-Navigation systems should enable the electronic
capture of radar ranges, radar and visual bearings,
etc. for position fixing.
6.3 Communications
The following is a list of key communication aspects
required for e-Navigation, relating to both technical
and content:
− autonomous acquisition and mode switching (i.e.,
minimal mariner involvement needed);
− common messaging formats;
− sufficiently robust (e.g., signal strength, resistance
to interference);
− adequate security (e.g., encryption);
− sufficient bandwidth (data capacity);
− growth potential;
− automated report generation;
− global coverage (could be achieved with more
than one technology); and
− the use of a single language (English), perhaps
with other languages permitted as options.
The following communications issues are among
those that will require resolution to achieve the
above:
− it seems likely that a satellite broadband link will
be required to achieve the above requirements,
and consideration must be given to how this will
be achieved; and
− the question of cost and who pays for the
provision of a satellite broadband link must be
resolved early in development of E-Navigation.
The standardization and unambiguous interpreta-
tion of information plays an essential role in the
appropriate accomplishment of navigational infor-
mation acquisition and exchange processes in the E-
Navigation System. The definition of relevant
standards will enable unequivocal interpretation of
the information. Measures taken to unify the above
mentioned standards are aimed at the development
of the navigational information ontology. The
starting point for the creation of this ontology is an
analysis and classification of navigational informa-
tion accounting for its kind and range. This will
allow to sort out the structure of navigational
information, thus the availability and exchange of
information will be extended.
7 NEED OR COMPELLING NEED
There is 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. More
substantial and widespread benefits for states,
shipowners and seafarers can be expected to arise
from the increased safety at sea which is the core
objective of E-Navigation. According to the United
Kingdom’s Marine Accident Investigation Branch,
navigational errors and failures have been a
significant element in over half of the incidents
meriting a full investigation in the last four years.
There are already a great many electronic
navigational and communication technologies and
services available or in development - such as
Automatic Identification System (AIS), Electronic
Chart Display and Information Systems (ECDIS),
Integrated Bridge Systems/Integrated Navigation
Systems (IBS/ INS), Automatic Radar Plotting Aids
(ARPA), radio navigation, Long Range Identifica-
tion and Tracking (LRIT) systems, Vessel Traffic
Services (VTS) and the next modified generation of
Global Maritime Distress and Safety System
(GMDSS) - which can provide automatically the
master and those ashore with the necessary
information they require.
265
In addition to reducing navigational errors and
failures, these technologies can deliver benefits in
areas such as search and rescue, pollution incident
response, security and the protection of critical
marine resources, such as fishing grounds. They can
also offer operational benefits by enabling the
capture of advance information on cargo arrival and
increased throughput capacity in congested ports,
fairways, and waterways, or in poor visibility
conditions.
However, if such technological advancement
remains uncoordinated, there is a risk that the future
development of the global shipping industry will be
hampered through lack of standardization on board
and on land, incompatibility between vessels, and an
increased and unnecessary level of complexity.
By taking a pro-active lead through the
development of a strategic vision, IMO also has the
opportunity to contribute to improvements in the
international organizational structure overseeing
marine navigation, improve international co-operation
and give guidance to other organizations involved,
such as the IHO and IALA and key stakeholders
such as equipment designers, suppliers, navigation
practitioners, shipowners and the port industry.
Furthermore, the strategy has the potential to
contribute positively to the reduction of the burden
on all countries, including developing countries, in
having to maintain physical aids to navigation.
It should also assist separate initiatives such as those
currently under consideration in the Facilitation
(FAL) Committee e.g. the development of electronic
means for the clearance of ships and the submission
of information to a single point (the ‘Single
Window’ concept), which are aimed at reducing the
range of reporting obligations on the ship-owner and
ship master.
8 AN INTEGRATED E-NAVIGATION ACTION
PLAN
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.
The development of E-Navigation system can
include following steps:
1 Identification of the system and theirs subsystems
(Integrated Navigation System INS, Integrated
Bridge System IBS, shore centers with their
specificity), particularly:
− identification of system architecture and their
structures,
− requirements for defined subsystems and
structure,
− defining the kind and range of navigational
information and subsystems interfaces.
2 Developing models of integrated navigation
subsystems (INS) and alert management.
3 Developing models of integrated bridge
subsystem (IBS).
4 Developing models of shore-based centers
subsystems.
5 Developing a model of automated information
acquisition and exchange subsystem:
− elaboration of the concept of automated infor-
mation acquisition and exchange subsystem,
− developing of navigational information ontology
for the information acquisition and exchange in
projected E-Navigation System,
− analysis and choice of specific formal language
for navigational information ontology re-
cording,
− requirement specification for data security.
6 Integration of modeled subsystems into E-Navi-
gation System.
9 PRACTICAL REALISATION OF
E-NAVIGATION SYSTEM
The most important problem during creation of e-
navigation concept is concerned with answer to
following important questions:
− the communication platform and technical means
used for communication, transmission protocols
and data encryption;
266
− structure and basic equipment of shore data
navigation support and data processing centre;
− technical structure of ships data exchange system
and the presentation format of data within the
integrated bridge system.
Due to problems of IBS definition an affords
should be made to standardise and define minimal
subsystems and modules of Integrated Bridge
Systems and such definition will be base for
further e-navigation system definition and creation.
The IBS system is nowadays the integration of
following subsystems: Radar/ARPA, ECDIS/ENC,
VDR/S-VDR, Systems of control HAP/CSAAP,
Gyrocompass, Autopilot/Trackpilot, Logs, Echo-
sounder, GMDSS, SSAS (Ship Security Alert
System), External communication, AIS, DGNSS and
Inertial and mooring support systems. So many
integrated electronic systems and devices under one
system will lead to several problems unknown yet on
the base of experience with less integrated systems.
The following research problems should be then
resolved:
− ensuring reliable and redundant communication
between marine subsystems with use of fast
networks (Ethernet, RS485, CANs) with possible
errors considerations;
− definition of models and algorithms of techno-
logical used by e-navigation with permission of
proper level of navigational safety;
− creating the model of navigational information
circulation and presentation on the integrated
bridge and shore navigation support centre with
use of proposed system;
− definition of model of navigation information
exchange with use of satellite communication,
VHF, WiFi, Internet or GPRS;
− definition of minimal information set, sufficient
for reliable e-navigation system functioning;
− creation of the model of optimal information in
all e-navigation subsystems;
− creation of optimal visualization model of naviga-
tional data on ship equipped with IBS and for
data exchange within e-navigation;
− definition and creation of control and protection
model of e-navigation system.
The prediction of possible development of
e-navigation system is very difficult but it could be
anticipated that the system will be developing in two
main directions:
1 integrated system – where information from ships
will be send to shore data processing centres and
the main decisions about the ship navigation
assist will be made onshore;
2 distributed system – based on development of
ship intelligent self-organising systems which will
be able to exchange the information between the
other ships and will be able to process the
information and to support the decision of
navigators.
Fig. 1. Final development of E-Navigation system
Most likely the final versions of the e-navigation
system will be the combination or above solutions.
In more near future the system will be most likely
developed in two stages:
1 first stage which will be totally based on existing
bridge and communication systems (AIS, ECDIS
and voice VHF) only development of shore
navigation support centres will be necessary;
2 final stage with dedicated system based on
created ship e-navigation support platform where
satellite communication will be applied (Fig. 1).
10 ANALYSIS OF THE ISSUES INVOLVED
The key structural components of a safe and
comprehensive E-Navigation policy are:
− 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 identification data,
passenger details, cargo type, security status etc),
in electronic format;
− transmission of positional and navigational
information: ship-to-shore, shore-to-ship (e.g. by
267
VTS, Coastguard centres, hydrographic offices)
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.
11 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:
1 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;
2 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);
3 agreeing protocols to provide more information to
professional and authorized users, whilst preven-
ting unauthorized access to, dissemination of, or
intervention in safety or security-critical, real-
time data transmissions;
4 developing a shared understanding of the
potential benefits and mechanics of shore support
and oversight, leading to the design and
implementation of shore-based marine E-Naviga-
tion support centres covering coastal and,
potentially, international waters; and
5 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.
12 DO THE BENEFITS JUSTIFY THIS
PROPOSED ACTION?
Considerable sums of money are expended by
shipowners and operators, on top of the substantial
resources deployed by flag, 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 benefit from reducing these costs in the long-term.
The co-sponsors of this submission are convinced
that if action is not taken soon, the disadvantages of
pursuing uncoordinated individual technologies will
outweigh the potential benefits 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 expendi-
ture in providing physical aids to navigation,
whether funded by the public purse or met by the
shipowner through dues levied on port traffic.
Although a great deal has been done by coastal and
port States in reducing such costs - by automation,
by the application of low-maintenance 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 deve-
loping 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 com-
prehensive and integrated E-Navigation strategy
would provide the opportunity for reducing overall
costs whilst fully meeting obligations for the safety
of navigation.
13 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:
268
1 facilitate safe and secure navigation of vessels
having regard to hydrographic and navigational
information and risks (e.g. coastline, seabed
topography, fixed and floating structures, meteoro-
logical conditions and vessel movements).
2 facilitate vessel traffic observation and
management from shore/coastal facilities where
appropriate, for example in harbours and
approaches.
3 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).
4 provide opportunities for improving the efficiency
of transport and logistics.
5 facilitate the effective operation of distress
assistance, search and rescue services and the
storage and later use of data for the purposes of
traffic and risk analysis and accident
investigation.
6 integrate and present information onboard and
ashore in a format which, when supported by
appropriate training for users, maximises
navigational safety benefits and minimises risks
of confusion or misinterpretation.
7 facilitate global coverage, consistent standards
and mutual compatibility and interoperability of
equipment, fitment, systems, operational
procedures and symbology, so as to avoid
potential conflicts between vessels or between
vessels and navigation/traffic management
agencies.
8 facilitate (subject to a local risk assessment) a
phased migration to e-navigation 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.
9 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).
10 be viable as a safety-critical system on a stand-
alone basis having regard to both the onboard and
ashore applications of e-navigation
11 integrate data and communications systems
mandated for other purposes (e.g. security), as far
as practicable, so as to minimise the number of
'stand-alone' systems onboard and ashore
12 be scalable, to facilitate fitment and use, by
smaller vessels (e.g. fishing, leisure vessels).
13 be capable of development/adaptation to integrate
other, value-added functionality, while avoiding
any interference with or degradation of core
safety-related functions.
14 be capable of development/adaptation to facilitate
low cost generational change as new capabilities
and functionality are developed.
15 facilitate effective waterway use for different
classes of vessels.
GNSS &
Loran
Data
Flag State
SAR responders
Other Data
customers, e.g.
Ports, public bodies
‘Accreditation’
Other
Access and Security Protocols
/
Encryption
VTS / AIS / LRIT
Data
Environmental Data
Radar/sonar Data
Ship’s dynamics
Standardised Integrated Bridge System
(Display, communications, data filters, alerts, info prioritisation,
real time data)
VDR
Audio
Supply services, inc. Internet
Quality assurance/’accreditation’
Navigational
Information
ENCs
and updates
Confidence
level /
recovery
Paper charts
and RNCs
(where ENC
not available)
Maritime Agencies / Hydrographic services
Marine Information
Objects (MIOs) e.g.
virtual markers,
Fig. 2. E-Navigation system architecture [NAV 53/13/…]
269
14 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 frame-
work must deliver improved navigational safety for
maritime Authorities, coastal States and the master
of a vessel, without imposing unnecessary burdens
on them.
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