551
1 INTRODUCTION
Theconceptofasinglewindowunderstoodasapoint
of contact between ships and shore institutions and
services is not a new idea. Maritime rescue co‐
ordination centre (MRCC) and sub‐centre (MRSC)
performthisfunctionforthepurposesoftherescueof
human life at sea (search and rescue‐
SAR)
operations. Maritime assistance service (MAS)
establishedaccordingtotherecommendationsofthe
IMO Resolution A.950(23) adopted on 5 December
2003isapointofcontactforcommunicationbetween
shore institutions and services and ship in danger
other than danger to the human life at sea. Vessel
traffic service (VTS) centre receiving reports
tra
nsmitted by vessels in accordance with
requirementsoftheshipreportingsystem(SRS)and,
inparticular,performingdifferentservicesinorderto
improvethesafetyandefficiencyofnavigation,safety
of life at sea and the protection of the maritime
environment and/or shore area, worksites and
offshoreinst
allationsfrompossibleadverseeffectsof
maritime traffic is a point of contact and source of
informationforvesselssailingintheareacoveredby
thisVTS[ResolutionA.857(20)].
In the IMO documents on e‐navigation may be
found information on the need to establish a single
point of contact, understood as a pla
ce where all
information related to the safety of navigation is
collected and participating in exchange of this
information between ships and shore. Directive
2010/65/EU of the European Parliament and of the
Council of 20 October 2010 on reporting formalities
for ships arriving in and/or departing from ports of
theMemberStatesandrepealingDirective2002/
6/EC
requiresthatvesselsshalltransmitreportsmentioned
in the IMO conventions and codes and European
The Concept of a Single Window in e-Navigation and
According to the EU Regulations
R.Wawruch
GdyniaMaritimeUniversity,Gdynia,Poland
ABSTRACT:Termsinglewindowcanmeanthepoint ofcontactfor communicationinrelation:ship
–
shoreand
shore–ship.Inthissense,itismentionedforexampleintheIMOResolutionA.950(23)“MaritimeAssistance
Service(MAS)”adoptedon5December2003.Itcanalsomeanaserviceorinstitutiononlandthatcollectsall
informationrelatedtosafetyofnavigationbeforesendingthemonships,asdefinedintheIMOdocumentson
e‐navigation. Directive 2010/
65/EU of the European Parliament and of the Council of 20 October 2010 on
reporting formalities for ships arriving in and/or departing from ports of the Member States and repealing
Directive2002/6/ECrequiresthatvesselsshalltransmitreportsmentionedintheIMOconventionsandcodes
andEuropeanUnion(EU)andnationallegislat
ionsonlyoncethroughthenationalsinglewindowestablished
ineachEUmemberstatenotlaterthanon1June2015.Thequestioniswhetherthesedifferent functionsof
above‐mentioned contact points can be implemented by one shore ba
sed institution or service. The article
containsananalysisoftheseissuesandtriestoanswerthesetquestion.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 9
Number 4
December 2015
DOI:10.12716/1001.09.04.12
552
Union (EU) and national legislations only once
through the national single window established in
eachEUmemberstatenotlaterthanon1June2015.
SinglewindowsdescribedintheIMOdocuments
relating to e‐navigation and in the Directive
2010/65/EU do not perform tasks related directly to
the rescue
of human life at sea, so their functions
shouldnotbeperformedbyMRCCorMRSC.Itisan
open question as to what extent they duplicate the
functionsassignedbyIMOresolutionstovesseltraffic
servicesandmaritimeassistanceservicesandwhether
theycanbeimplementedbythoseservices
orrequire
newinstitutionalarrangements.
2 CENTRESOFVESSELTRAFFICANDMARITIME
ASSISTANCESERVICESASSINGLEPOINTOF
CONTACT
Vessel traffic service established according to the
recommendations of the IMO Resolution A.857(20)
“Guidelinesforvesseltrafficservices”adoptedon27
November 1997 may perform following functions
[ResolutionA.857(20)]:
broadcasting information
at fixed times and
intervals or when deemed necessary by the VTS
operator or at the request of a vessel, containing
weather information, forecast and warnings,
navigational warnings, information on waterway
conditions, reports on the position, identity and
intension of other traffic and information on any
otherfactorsthatmay
influencethevessel’stransit
to ensure that essential information becomes
available in time for on‐board navigational
decision‐making(socalledinformationservice);
navigational assistance to assist on‐board
navigational decision‐making and to monitor its
effects;
trafficorganisationtopreventthedevelopmentof
dangerous maritime traffic situation and
to
provide for the safe and efficient movement of
vesseltrafficwithintheVTSarea;and
alliedservicesmeaningservicesactivelyinvolved
in the safe and efficient passage of the vessel
through the VTS area other than those listed
above.
InordertoperforminformationserviceVTS centre
must
receive, store and process information about
current and forecast hydrological, meteorological,
navigationalandtrafficconditionsobtainedfromown
sourcesofdataandother serviceslikehydrographic
office, meteorological service, port authority, etc.
Traffic organisation may include establishing and
operatingasystemoftrafficclearanceorVTSsailing
plans or both in
relation to priority of movements,
allocation of space, mandatory reporting of
movementsintheVTSarea,routestobefollowed,etc.
OneofthesourceofdataonvesselsapproachingVTS
area andwithinthis area are reports transmitted by
them under the ship reporting system established
accordingtorecommendations
oftheIMOResolution
A.851(20) “General principles for ship reporting
systems and ship reporting requirements, including
guidelines for reporting incidents involving
dangerousgoods, harmfulsubstancesand/ormarine
pollutants” adopted on 27 November 1997. VTS
centre is usually a designated shore station of that
system.
To summarize the above information may be
statedthattheVTScentreisaplacethatcollectsand
broadcasts allinformationrelatedto shippinginthe
area of its responsibility provided by other services
likehydrographic,meteorological,port,etc.andacts
asasinglepointofcontactforvesselsinthisarea.
Maritime assistance service (MAS) shall
help the
shipsindangerotherthandangertothehumanlifeat
sea.AssistanceofMASmaybeneededwhentheship
[ResolutionA.950(23),Wawruch2013]:
is involved in an incident (e.g., loss of cargo,
accidental discharge of oil, etc.) that does not
impairitsseakeepingabilitybut
neverthelesshas
tobereported;
accordingtoitsmaster’sassessment,isinneedof
assistancebutnotinadistresssituationrequiring
therescueofpersonsonboard;or
isfoundtobeinadistresssituationandthoseon
board have already been rescued, with the
possible
exception of those who have remained
aboardorhavebeenplacedonboardtoattemptto
dealwiththeship’ssituation.
FirstofallMASisacontactpoint.Accordingtothe
IMO recommendation it shall perform following
functions[ResolutionA.950(23),Wawruch2013]:
receiving reports, consultations and notifications
provided for
by the relevant IMOinstruments in
theeventofanincidentinvolvingaship;
monitoringtheship’ssituationifareportdiscloses
anincidentthatmaygiverisetoasituationwhere
theshipisinneedofassistance;
servingasthepointofcontactbetweenthemaster
andthecoastalstateiftheship’ssituationrequires
exchangesofinformationbetweentheshipandthe
thisstateotherthanadistresssituationthatcould
leadtoasearchandrescueoperation;and
serving as the point of contact between those
involved in a marine salvage operation
undertaken by
private facilities at the request of
the company and the coastal state if this state
considersthatitshouldmonitortheconductofthe
operation.
Instructions and procedures shall indicate to the
organisation performing the MAS functions at a
minimum[ResolutionA.950(23),Wawruch2013]:
the authority or organization to
which it shall
transmittheinformationobtainedfromaship;and
the authority or organization from which it
receivesinstructionsconcerningitsactionandthe
particularstobetransmittedtotheship.
The establishment of MAS does not necessarily
entailthesettingupofaneworganisation.TheMAS
functions
may be discharged by an existing
organisation,e.g.anMRCC,VTScentre,acoastguard
centre,aharbourmaster’sofficeoranotherbody.The
allocationofMASfunctions toan MRCCmaybe an
advantageousandeffective solutionbut will require
the MRCC personnel to be well trained in
distinguishing
betweencircumstancescausingaship
tofinditselfinadistresssituationandcircumstances
placing a ship in a difficult situation but not in
distress of human life at sea as defined in the SAR
Convention and procedures arising there from. The
MRCC concept entails co‐ordination of search and
553
rescue operations, MAS is responsible for receiving
andtransmittingcommunicationsandmonitoringthe
situationonly[ResolutionA.950(23),Wawruch2013].
Other effective solution is allocation of MAS
functions to a VTS which is a point of contact for
ships operating in the area of its responsibility and
cooperateswithMRCCin
theeventofcommencinga
searchandrescueoperation.
MAS,likeVTSshouldbeoperationalona24‐hour
basis.ItshouldbepossiblefortheEnglishlanguageto
beusedincommunicationbetweenashipinneedof
assistanceandMAS.MASshouldbeauthorizedbyits
respective government
to exchange with each other
information concerning reports received and
situations involving ships which may be in need of
assistance.
3 SINGLEWINDOWINE‐NAVIGATION
CONCEPTION
E‐navigation means the harmonized collection,
integration, exchange, presentation and analysis of
marineinformationonboardandashorebyelectronic
means to enhance berth
to berth navigation and
related services for safety and security at sea and
protection of the marine environment [NCSR 1/9,
2014]. Important issues to be addressed by
implementinge‐navigationsystemare,amongothers:
modern and effective radio communication
technology, information systems and an agreed
commonmaritimedatastructure(CMDS).
According to the report of the correspondence
groupone‐navigationaccepted andapprovedon1
st
session of the IMO Sub‐Committee on Navigation,
Communication,Search andRescue(NCSR)in2014,
the e‐navigation strategy implementation plan (SIP)
shallfocusonfiveprioritizede‐navigationsolutions,
two of which relate to improved communications
between ships and ship‐to‐shore and shore‐to‐ship
[NCSR1/9,2014]:
S2:meansforstandardizedandautomatedreporting;
and
S9:improvedcommunicationofVTSServicePortfolio,
includingimprovedandstandardizedshorebased
systemsandservicesavailableforshipping.
These communications include reports and
messages transmitted by ships and various shore
institutions and services in accordance with the
requirementsoftheIMOconventions
andcodes(so‐
called maritime safety information – MSI) described
laterinthisarticleandoperationalcommunicationfor
example associated with the entry of the ship into
port.
Duringtheformalsafetyassessment(FSA)process
conducted by the mentioned correspondence group,
the following risk control options (RCOs) were
identified in
order aid the assessment of the
prioritized e‐navigation solutions S2 and S9 [NAV
59/6,2013,NCSR1/9,2014]:
RCO 4: Automated and standardized ship‐shore
reporting(relatedtosolutionS2);and
RCO6:Improvedshore‐basedservices(relatedto
solutionS9).
InRCO4apotentialfor
reducingworkloaddueto
filling out and delivering reportable information
has been identified. Currently forms are usually
manuallyfilled outand sentindividually toeach
authorityrequestingtheinformationordesignated
to receive reports and messages transmitted by
vesselsandasignificantpotentialforreductionin
paperworkandadministration
exists.Designation
ofonecontactpoint(singlewindow)onshoreon
nationaland/orlocalleveltoreceiveships’reports
and messages in digital form will significantly
reducetheship’screwworkload[NAV59/6,2013,
NCSR1/9,2014].
Correspondencegroupone‐navigationstatedthat
aspertodayinformationfromshore‐based
servicesis
mostly communicated via voice VHF and in paper
form. Information transfer via voice communication
canbetime‐consuminganddistractiveasnavigators
mayneedtomakenotesofinformationreceivedand
possibly consult va rious written documentation on
thebridge.Thevoicecommunication procedurealso
holds a potential for
incorrect transfer and
misinterpretation of information. Implementation of
system for automatic and digital distribution of
information received from shore support services
wouldmakethisinformationmoreavailable,updated
andapplicablefornavigators[NCSR1/9,2014].
VTSs, ports and other shore‐based stakeholders
gather and hold a lot of information regarding
navigational
warnings, incidents, operations, traffic
regulations, chart updates, hydro meteorological
information and warnings, etc., which is often
referred to as the maritime service portfolio (MSP).
Partofthisinformationisdefinedasmaritimesafety
information(MSI).Itmaybebroadcastedusingvoice
communication (preferable in English), or in digital
form for
reconstitution on board the ships by data
processing system (e.g. NAVTEX) and in graphic
form including charts transmitted by facsimile. The
obligationofcollectingandtransmittingthemtoships
is defined in following IMO conventions and codes
[Wawruch,2013]:
1 International Conventionfor the Safety of Life at
Sea(SOLASConvention),
1974,asamended:
Regulation V/4 (Navigational warnings) and
Resolution A.706(17): World‐Wide Naviga‐
tionalWarningService;
Regulation V/5 (Meteorological services and
warnings) and Resolution A.528(13):
Recommendationonweatherrouteing;
RegulationV/9(Hydrographicservices);
RegulationV/11(ShipReportingSystem–SRS)
and Resolution A.851(20): General principles
for
ship reporting systems and ship reporting
requirements, including guidelines for
reportingincidentsinvolvingdangerousgoods,
harmfulsubstancesand/ormarinepollutants;
RegulationV/12(VesselTrafficService–VTS);
RegulationV/31(Dangermessages);
Regulation V/32 (Information required in
dangermessages);
Regulation VII/6 (Reporting of incidents
involvingdangerousgoods);
RegulationVIII/12(Accidentstonuclearships);
Regulation XI/3 (Obligations of Contracting
Governmentswithrespecttosecurity);
554
Regulation XI/4 (Requirements for Companies
andships);
RegulationXI/6(Shipsecurityalertsystem);
RegulationXI/7(Threatstoships);and
Regulation XI/9 (Control and compliance
measures).
2 International Convention for the Prevention of
Pollution from Ships (MARPOL Convention),
1973,asmodifiedbytheProtocolof1978relating
thereto,asamended:
Article 8 (Reports on incidents involving the
discharge or possible discharge of harmful
substances);and
Protocol I (Provisions concerning reports on
incidents involving the discharge or possible
dischargeofharmfulsubstances(inapplication
ofarticle8)).
3 Articles III (a) and (f) (Consultations and
notifications)
of the International Convention
relatingtoInterventionontheHighSeasinCases
of Oil Pollution Casualties, 1969 (Intervention
Convention).
4 Articles 4and5oftheInternationalConventionon
Oil Pollution Preparedness, Response and Co‐
operation,1990(OPRCConvention).
5 Paragraphs29and30oftheInternationalCodefor
the
SafeCarriage of PackagedIrradiatedNuclear
Fuel, Plutonium and High‐Level Radioactive
WastesonBoardShips(INFCode).
MSI comprises wide scope of information:
navigational, hydrographical, meteorological, traffic
related, ship and port security related, etc. It is
collected and transmitted by ships, e.g. danger
message,andmanyshoreinstitutionsand
servicesin
different formats using various means of
broadcasting. Particular types of MSI may be
transmitted from shore by: ship’s flag state
administration, coastal state administration, hydro‐
graphic office, NAVAREA and METAREA co‐
ordinators, different governmental and private
meteorological services, maritime assistance service
(MAS),maritimerescuecoordinationcentre(MRCC),
counter‐piracy
service,coastalandportVTS,security
port service, port authority, harbour master’s office,
etc[Wawruch,2013].
A maritime service portfolio (MSP) defines and
describesthesetofoperationalandtechnicalservices
andtheirlevelofserviceprovidedbystakeholdersin
agivenseaarea,waterwayorport,asappropriate.An
MSP may also be construed as a set of “products”
provided by a stakeholder. Several elements of the
MSP concept could be examples that fit with e‐
navigationSolution9,whichdescribestheimproved
communicationofaVTSserviceportfolio.TheMSPs
could provide potential opportunities for digital
information and communication
services on board
andashore.ThedevelopmentofMSPswillrequirea
communication infra structure capacity that can
provide information services. It was noted that
elements of the MSPs are sometimes organised
differentlyinthedifferentcountries.Inthefutureas
technology and opportunity allows it may for
example be advantageous
to consider combining
some MSP elements such asMSI,hydrographic and
meteorological services. Examples of elements of
MSPsmentionedinIMOdocumentsone‐navigation
include16 itemslistedin documentNav 59/9[NAV
59/6,2013,NCSR1/9,2014]:
(MSP1)VTSinformationservice(IS);
(MSP2)VTSnavigationassistanceservice(NAS);
(MSP3)VTStrafficorganizationservice(TOS);
(MSP4)localportservice(LPS);
(MSP5)maritimesafetyinformation(MSI)service;
(MSP6)pilotageservice;
(MSP7)tugsservice;
(MSP8)vesselshorereporting;
(MSP9)remotemonitoringofshipssystems;
(MSP 10) telemedical maritime assistance service
(TMAS);
(MSP11)maritimeassistanceservice(MAS);
(MSP12)nauticalchartservice;
(MSP13)nauticalpublicationsservice;
(MSP14)icenavigationservice;
(MSP15)meteorologicalinformationservice;
(MSP 16) real‐time hydrographic and environ‐
mentalinformationservices;and
(MSP17)searchandrescue(SAR)service.
Correspondencegroupone‐navigationstatedthat
MSI is essential for enhancing maritime safety and
that there is a particularly high expectation to
improvethedisseminationofMSIanditsintegration
within bridgesystems and shore systems.Asit was
mentionedtoday
therearedifferentonshoreservices
involvedintheproductionofMSIandconsequently
severalMSPwillbeinvolved. Eachoftheseservices
shallcollectprocessandbroadcasttheinformationto
shipsandotherusers.Itwillbemucheasiertodothat
using singlewindow understood as thesinglepoint
of
contactwhichshouldintegratecomputerizedflow
managementsystems[NCSR1/9,2014].
4 SINGLEWINDOWACCORDINGTOTHE
DIRECTIVE2010/65/EU
The purpose of the Directive 2010/65/EU of 20
October 2010 is to simplify and harmonise the
administrative procedures applied to maritime
transport by making the electronic transmission of
information standard and
by rationalising reporting
formalities.ThisDirectiveshallapplytothereporting
formalitiesapplicabletomaritimetra nsportforships
arrivinginandshipsdepartingfromportssituatedin
EU member states. It shall not apply to ships
exempted from reporting formalities. Reporting
formalitiesmeans[Directive2010/65/EU]:
1 Reporting formalities resulting from legal
acts of
theEuropeanUnion:
1 Notificationforshipsarrivinginanddeparting
from ports of the EU member states as
described in the Article 4 of Directive
2002/59/ECoftheEuropeanParliamentandof
the Council of 27 June 2002 establishing a
Community vessel traffic monitoring and
informationsystem
[Directive2002/59/EC].
2 Border checks on persons as required by the
Article7ofRegulation(EC)No562/2006ofthe
EuropeanParliament andoftheCouncilof15
March2006establishingaCommunityCodeon
the rules governing the movement of persons
acrossborders(SchengenBordersCode).
3 Notification of dangerous
or polluting goods
carriedonboardasdescribedintheArticle13
555
of Directive 2002/59/EC of the European
ParliamentandoftheCouncilof27 June2002
establishing a Community vessel traffic
monitoringandinformationsystem.
4 Notificationofwasteandresiduesaccordingto
the Article 6 of Directive 2000/59/EC of the
EuropeanParliament andoftheCouncilof27
November2000
onportreceptionfacilities for
ship‐generatedwasteandcargoresidues.
5 Notificationofsecurityinformationasrequired
bytheArticle6ofRegulation(EC)No725/2004
oftheEuropeanParliamentandoftheCouncil
of 31March2004 on enhancing shipand port
facilitysecurity.
6 Entry summary declaration
mentioned in the
Article 36a of Council Regulation (EEC) No
2913/92 of 12 October 1992 establishing the
Community Customs Code and Article 87 of
Regulation (EC) No 450/2008 of the European
ParliamentandoftheCouncilof23April2008
laying down the Community Customs Code
(ModernisedCustomsCode).
2 FAL
forms and formalities resulting from
international (IMO) legal instruments: general
declaration, cargo declaration, ship’s stores
declaration, crew’s effects declaration, crew list,
passengerlist,dangerousgoodslist(FALforms:1,
2, 3, 4, 5, 6 and 7) and maritime declaration of
health[FAL,1965].
3 Any relevant national legislation; EU member
statesmayincludeinthiscategorytheinformation
which shall be provided by electronic means in
accordancewiththeirnationallegislation.
Subject to specific provisions on notification
provided for in the applicable legal acts of the
European Union or under international legal
instruments applicable to maritime transport and
binding on the
EU member states, including
provisions on control of persons and goods, EU
member states shall ensure that the master or any
other person duly authorisedby the operator of the
shipprovidesnotification,priortoarrivinginaport
situated in a member state, of the above mentioned
informationrequired
underthe reportingformalities
to the competent authority designated by that
memberstateonlyonce[Directive2010/65/EU]:
atleast24hoursinadvance;or
at the latest, at the time the ship leaves the
previous port, if the voyage time is less than 24
hours;or
if the
port of call is not known or it is changed
duringthevoyage, assoon asthis informationis
available.
EUmemberstatesshouldacceptthefulfilmentof
reporting formalities in electronic format and their
transmissionviaasinglewindownolaterthan1 June
2015. This single window, linking
SafeSeaNet, e‐
Customs and other electronic systems, shall be the
place where, in accordance with the Directive, all
information is reported once and made available to
various competent authorities and the EU member
states. Where reporting formalities are required by
legal acts of the European Union and to the extent
necessary
for the good functioning of the single
window, the electronic systems must be
interoperable, accessible and compatible with the
SafeSeaNetsystemestablishedinaccordancewiththe
Directive2002/59/ECand,whereapplicable,withthe
computersystemsmentionedinDecisionNo70/2008/
ECoftheEuropeanParliamentandoftheCouncilof
15 January 2008 on a paperless environment for
customs and trade. Without prejudice to specific
provisions oncustoms and bordercontrolsetout in
Regulation(EEC)No2913/92andRegulation(EC)No
562/2006, EU member states shall consult economic
operators and inform the European Commission of
progress made using the methods
stipulated in
Decision No 70/2008/EC. Additionally EU member
states shall ensure that information received in
accordancewiththereportingformalitiesprovidedin
alegalactoftheEuropeanUnionismadeavailablein
their national SafeSeaNet systems and shall make
relevantpartsofsuch informationavailable toother
EU member
states viatheSafeSeaNet system. States
shall ensure that the received information is
accessible, upon request, to the relevant national
authorities. The underlying digital format of the
messages to be used within national SafeSeaNet
systems shall be established in accordance with
Article 22a of Directive 2002/59/EC. Member states
should provide relevant
access to the required
informationeitherthroughanationalsinglewindow
viaanelectronicdataexchangesystemorthroughthe
national SafeSeaNet systems. They shall, in
accordancewiththeapplicablelegalactsoftheEUor
national legislation, take the necessary measures to
ensure the confidentiality of commercial and other
confidential information exchanged in accordance
with the Directive 2010/65/EU. They shall take
particular care to protect commercial data collected
under this directive.Inrespect of personal data, EU
member states shall ensure that they comply with
Directive95/46/ECandtheEUinstitutionsandbodies
shall ensure that they comply with Regulation
(EC)
No 45/2001. Member states shall ensure that ships
fallingwithinthe scopeofDirective 2002/59/ECand
operating between ports situated in the customs
territoryoftheEU,butwhichdonotcomefrom,call
atorareheadedtowardsaportsituatedoutsidethat
territory,areexempt fromthe
obligationtosend the
information referred to in the FAL forms, without
prejudicetotheapplicablelegalactsoftheEuropean
UnionandthepossibilitythatEUmemberstatesmay
request information in the FAL forms necessary to
protect internal order and security and to enforce
customs, fiscal, immigration, environmental or
sanitarylaws[Directive2010/65/EU].
5 CONCLUSIONS
National single window described in the Directive
2010/65/EUisestablishedinorder toreceivebyport
authorities,customsandborder,securityandsanitary
services oftheport state, electronic reportsrequired
bythe international(IMO), EUandlocal legislations
transmitted by ships engaged on
international
voyages. These reports were previously received by
harbour authoritiesorport VTS centres andmay be
considered as an extension of the information
transmitted within the maritime service portfolio
(MSP) listed in the e‐navigation documents [NAV
59/6, 2013, NCSR 1/9, 2014]. It means, that the
functionofnationalsingle
windowsmentionedinthe
556
EU directives and e‐navigation concept, can be
performedbyoneinstitutionorservice,preferablyby
thenationalcentreofavesseltrafficmonitoringand
informationsystem(VTMIS)establishedaccordingto
requirements of the Directive 2002/59/ EC of the
European Parliament and of the Council of 27 June
2002 as
amended by the Directives: 2009/17/EC and
2009/18/EC of 23 April 2009, 2011/15/EU of 23
February 2011 and 2014/100/EU of 28 October 2014.
The same centre may be designated as a point of
contact required by the IMO Resolution A.950(23)
“Maritime Assis‐tance Services” adopted on 5
December2003.Additionallyit
shallco‐operatewith
MRCC in the event of commencing a search and
rescueoperationandassistMRCCasasourceofdata
onsituation(weathercurrentconditionandforecast,
trafficconditions,etc.)duringthisoperation.
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