567
1 INTRODUCTION
Theshippingindustryisconstantlymovingtodigital
world. e‐Navigation is expected to provide digital
information and infrastructure for the benefit of
maritimesafety,securityandprotectionofthemarine
environment,reducing theadministrativeburdenand
increasing the efficiency of maritime trade and
transport[Loginovsky,2016].
Theadv
antageofthelatesttechnicaldevelopment
in the field of marine engineering, nautical sciences,
automation, electronics, telecommunications,
computer sciences, telematics, geomatics and global
position fixing techniques, achievement in data
selection, storing, processing, analysing, transferring
and visualisation should be taken into account and
appliedtothemaritimetechnology.Inthepaperthe
aut
hor tries to discuss a strategic vision of
development e‐Navigation concept using those new
technologies and the main tasks of the maritime
community for the near future in international
standardization of maritime education, training,
scientificresearchandtechnologicaladvancesrelated
to development of e‐Navigation strategy in order to
enhance the cooperation for ma
ritime safety and
securityandprotectionofoceanenvironment.
Theauthorbelievesitisnowappropriatetimeto
developabroadstrategicvisionforincorporatingthe
use of new technologies in a structured way and
ensuringthattheiruseiscompliantwiththevarious
electronic navigational and communication
technologiesandservicestha
tarealreadyavailable.
Implementing technology is like a three‐legged
stool:ifanyonelegisinadequate,thewholesystem
fails.Here,onelegisthetechnologyitself;anotheris
theprocedureforhowtousethetechnology(gained
through testing and experience) and the final one is
ma
ritime education and training, both in the
operation of the technology itself but most
importantly in using the technology with agreed,
e-Nav, Is It Enough?
A.Weintrit
GdyniaMaritimeUniversity,Gdynia,Poland
PolandBranchoftheNauticalInstitute,UK
ABSTRACT:InthepapertheAuthortriestopresentthebackgroundtoe‐Navigationanditsdefinition,thekey
elementswhichinthevisionfore‐NavigationwerecoveredandtheIMOʹsstrengthastheco‐ordinatorofe‐
Navigation,includingstrategyimplementationpla
n.Theunderlyingimportantprincipleswerestated,together
withtheneedtotakeuserneedsintoaccount.Recentpresentationsandcommentsshowedjusthowambiguous
theterm„users‟canbeinthecontextofe‐Navigation.Thisledtoamoreindepthreviewofthecomponentsof
theIMOStrategyImplementationPlan.Theaut
hortriestoanswerthequestionofwhethertheseassumptions,
decisionsandactionstakenwereappropriateandsufficient.Theauthorasksthesimplequestionwhetherthe
mereadoptionandintroductionoftheconceptofe‐Navigationinlifewillbeenoughtomeetallthechallenges
ofthetwenty‐firstcentury.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 10
Number 4
December 2016
DOI:10.12716/1001.10.04.04
568
standardizedprocedurestomakegooddecisions.The
development of well‐balanced and highly qualified
seafarers is possible. It should be one of most
important objectives for IMO member states and
IAMUmembers[Weintrit,2016].
2 E‐NAVIGATION
2.1 Developmentofe‐NavigationConcept
The last decades have seen huge developments in
technology within navigation and communication
systems. Sophi
sticated and advanced technology is
developing rapidly. Seafarers have never had more
technological support systems than today and
therefore there is a need to coordinate existing and
future systems and more use of harmonized
standards.AlthoughshipsnowcarryGlobalSatellite
Navigation Systems (GNSS) and will soon all have
reliable Electronic Cha
rt Displays and Information
Systems(ECDIS)[Weintrit,2009],theiruseonboard
is not fully integrated and harmonized with other
existingsystemsandthoseofotherships andashore.
Atthesametimeithasbeenidentifiedthatthehuman
element, including training, competency, language
skills, workload and moti
vation are essential in
todayʹs world. Administrative burden, information
overloadandergonomicsareprominentconcerns.A
clear need has been identified for the application of
good ergonomic principles in a well‐structured
humanmachineinterfaceaspartofthee‐Navigation
strategy [Patraiko, 2007], [Weintrit, 2013]. The
combinat
ionofnavigationalerrorsandhumanfailure
indicate a potential failure of the larger system in
which ships are navigated and controlled. Maritime
accidents related to navigation continue to occur
despitethedevelopmentandavailabilityofanumber
ofship‐andshore‐basedtechnologiesthatpromiseto
improve situational awareness and decision‐ma
king.
These include radio navigation systems, including
Global Navigation Satellite Systems (GNSS),
Automatic Identification Systems (AIS), Electronic
Chart Display and Information Systems (ECDIS),
Integrated Bridge Systems (IBS), Integrated
NavigationSystems(INS),LongRangeIdentification
andTracking(LRIT)systems,sophisticatedmaritime
radars, Automatic Radar Plotting Aids (ARPA),
Vessel Traffic Services (VTS) and Gl
obal Maritime
Distress Safety Systems (GMDSS) [Patraiko et al,
2010].
The e‐Navigation is a major IMO (International
Maritime Organization) initiative to harmonise and
enhancenavigationsystemsandisexpectedtohavea
significantimpactonthefutureofmarinenavigation.
TheIMOhasmandated that thi
sinitiativebe ledby
‘userneeds’.Itisbelievedthatthesetechnologiescan
reduce navigational errors and failures, and deliver
benefits in areas like search and rescue, pollution
incident response, security and the protection of
critical marine resources, such as fishing grounds.
They may also contribute to efficiencies in the
planning and operation of cargo logist
ics, by
providinginformationaboutsea,portandforwarder
conditions[Patraikoetal,2010].
2.2 Definitionofthee‐Navigation
The e‐Navigation is a current international initiative
thatisintendedtofacilitatethetransitionofmaritime
navigation into the digital era, is a vision for the
int
egrationofexistingandnewnavigationaltools,in
aholisticandsystematicmannerthatwillenablethe
transmission, manipulation and display of
navigational information in electronic format
[Weintrit,2015].TheIMOhasdefinede‐Navigation
asʺtheharmonized collection, integration,exchange,
presentation and analysis of marine information on
boa
rd and ashore by electronic means to enhance
berth to berth navigation and related services for
safetyandsecurityatseaandprotectionofthemarine
environmentʺ [IMO, 2008], [IMO, 2014]. The
e‐Navigation would help reduce navigational
accidents,errorsandfailuresbydevelopingstandards
for an accurate and cost effect
ive shipping. e‐
Navigation is intended to meet present and future
user needs through harmonisation of marine
navigationsystemsandsupportingshoreservices.
TheIMOfurtherdescribesthecompellingneedfor
e‐Navigationasaclearandcompellingneedtoequip
themasterofavesselandthoseashoreresponsiblefor
the safety of shipping with modern, proven tools to
ma
kemaritimenavigationandcommunicationsmore
reliable and user friendly and thereby reducing
errors. However, if current technological advances
continue without proper coordination there is a risk
that the future development of marine navigation
systems will be hampered through a lack of
st
andardisation onboard and ashore, incompatibility
between vessels and an increased and unnecessary
levelofcomplexity.
Figure1.Threemainfaces ofe‐Navigationconcept
2.3 ElectronicNavigationversuse‐Navigation
ThestrengthoftheIMO’se‐Navigationinitiativeis
that it should lead to greater harmonization of
navigation information and communication on an
internationalbasis.Thiswillbeessentialforsafetyat
seaand international trade. Theweakness, however,
is the time it will take to obtain agreement by all
nations and stakeholders, part
icularly in a time of
such rapid technology advancement. Electronic
navigation is with us for decades and is epitomized
nowbyECDISwithGNSS.Electronicnavigationare
formsofnavigationthatshipscanuse,whichrelyon
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technology powered by electricity. Methods of
electronicnavigationinclude:
Satellitenavigation,satellitenavigationsystems,
Radio navigation, the application of radio
frequenciestodeterminingaposition,
Radar navigation, the use of radar to determine
positionrelativetoknownobjects.
We recognize that this is widely relied upon, or
evenover‐reliedupon.Thetrainingrequirementsfor
ECDIS came into force in January 2012 as per the
Manila amendment to STCW [IMO, 2010], and the
first phase of ECDIS carriage requirements
commenced in July 2012. The phased carriage
requirement of Electronic Chart Display and
Information System (ECDIS) is underway
and is
scheduled to be completed by 2018. ECDIS is a
complexsystemandwillbeoneofthemostessential
toolsforsupportingmarinersintheireffortstoensure
thesafetyofnavigationandprotectionofthemarine
environment’. The ability to harness the power of
ECDISandtoavoid
catastropheduetoincompetence
islargelydowntotrainingandfamiliarisation.
ElectronicNavigation≠e‐Navigation
e‐Navigationisaconcepttosupportandimprove
decision‐making through maritime information
management and it aims to [Patraiko, 2007], [IMO,
2008]:
facilitatethesafeandsecurenavigationofvessels
byimprovedtraffic
management,andthroughthe
promotionofbetterstandardsforsafenavigation;
improve the protection of the marine and coastal
environmentfrompollution;
enable higher efficiency and reduced costs in
transportandlogistics;
improve contingency response, and search and
rescueservices;
enhancemanagementandusabilityofinformation
onboard
and ashore to support effective decision
making, and to optimize the level of
administrativeworkloadforthemariner.
2.4 TwoAspectsofe‐Navigation
Therearetwoaspectsofthetitlequestion“e‐Nav,isit
enough?”:narrowandwide.Inthenarrowaspectwe
can really say that abbreviation
e‐Nav is enough,
whenwearetalkingaboute‐Navigation:
e‐Nav=e‐Navigation
In wide aspect the problem is much more
complicated.
3 THEIMOE‐NAVIGATIONSTRATEGY
Itshouldbenotedthattheterme‐Navigationisoften
used in a generic sense by equipment and service
providers.Thisclaimshouldbeseenasanaspiration,
ratherthananindicationofcompliance.
The work conducted by the IMO during the last
yearsleadtotheidentificationofspecificuserneeds
andpotentiale‐Navigationsolutions.
The e‐Navigation Strategy Implementation Plan
(SIP), which was approved in 2014
[IMO, 2014],
contains a list of tasks required to be conducted in
ordertoaddress5prioritizede‐Navigationsolutions,
namely[Weintrit,2013]:
improved, harmonized and user‐friendly bridge
design;
meansforstandardizedandautomatedreporting;
improved reliability, resilience and integrity of
bridgeequipmentandnavigationinformation;
integration and presentation of available
information in graphical displays received via
communicationequipment;and
improvedCommunicationofVTSServicePortfolio
(notlimitedtoVTSstations).
It is expected that these tasks, when completed
during the period 2015–2020, should provide the
industry with harmonized information in order to
start designing
products and services to
meetthee‐Navigation solutions. The ultimate
goal of e‐Navigation is to integrate ship borne and
landbased technology on aso far unseen level. The
e‐Navigation is meant to integrate existing and new
electronic navigational tools (ship and shore based)
intoonecomprehensivesystem
thatwillcontributeto
enhanced navigational safety and security while
reducing the workload of the mariner (navigator)
[Bibik et al, 2010]. The bridge between those two
domains will be broadband communication
technology which is about to arrive in regular
commercial shipping within the next years to come.
Theconstitutingelement
ofthisintegration,however,
is a common maritime data model. The existing
conceptoftheGeospatialInformationRegistrycanbe
adapted to the enhanced scope of a future Marine
Information Registry covering additional maritime
domains by expansion, amendment and moderate
rearrangement. Though the basic philosophy of the
IHO S‐100
Registry prevails, virtual barriers for
maritime stakeholders to associate with the Registry
conceptmustbeloweredbyallmeans.Thisincludes
options to adopt existing register‐ike structures
including identifier systems and stewardship for
selected areas and elements of additional maritime
domainsincontrast tothe possiblydaunting overall
third party
ownership for a wide scientific field by
potential contributors. Besides the recognized
international organizations like, IMO, IHO, IEC and
IALAwhoare currentlydiscussing thefurther steps
in e‐Navigation, a grass root movement may take
place with several stakeholders involved populating
the Marine Information Registry. Such a grass root
movement would truly demonstrate that
e‐Navigation has been understood and accepted. To
allow for the orderly development of that stage of
e‐Navigation in accordance with the IMO defined
goals and aspirations of e‐Navigation, it would be
requiredtoactivatetheappropriateIMOinstruments
alreadyinplacetodefine
thefundamentalprinciples
andstructureof the Marine InformationRegistry, to
assign roles and responsibilities amongst
international organizations and stakeholders, and
thereby facilitate the seventh pillar of e‐Navigation,
its “cement”, namely the Common Maritime Data
Structure(CDMS)[Weintrit,2011].
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Figure2.Conceptuale ‐NavigationArchitecture[IMO,2014]
Forships’navigatingofficers,mastersandpilotsto
make the very best decisions concerning the safe
navigationof avessel, theyneed qualitytools, good
procedures and training that addresses how to use
such tools within the context of making good
decisions.Usersneedtobecompetentandconfident
when using informat
ion from navigation equipment
such as ECDIS, Radar, ARPA, AIS, and electronic
positionfixingsystemsGNSS,inordertousethemas
effectivetools.
4 E‐NAVIGATION–ANUNIVERSAL,
COMPREHENSIVETOOL,PANACEAFORALL
PUEPOSES
4.1 WrongApproach
Unfortunatelye‐Navigationisnotthe“magicword”,
picklock which can open all doors and solve each
navigationalproblem.
Figure3.e‐Navigationisnotamagicwordwhichcanopen
alldoorsandsolveeachnavigationalproblem
Toparaphrasetheancientmaxim“Allroadslead
toRome” we cansay today that in marine shipping
“Allroadsleadtoe‐Navigation”.
Figure4.Toparaphrasetheancientmaxim“Allroadslead
to Rome” we can say today that “All roads lead to e‐
Navigation”
Frankly speaking, today all navigation and
communicationsystemsareconsideredaselementsof
the e‐Navigation without any deeper reflection.
Finally, once again we receive another top secret
ʺblackboxʺwithhiddendetails.
Figure5. Today, all navigation, communication and data
exchange systems are considered as elements of another
completelycovered“blackbox”,commonlyreferredtoase‐
Navigation
We are talking about communication, navigation
anddataexchangesystems,whichaccordingtothee‐
Navigation definition collect, integrate, exchange,
presentandanalysemarineinformationonboardand
ashore by electronic means, but as can we see
everythinggoesintheend toanuniversal, common
chute.
571
Figure6. Little funny, unambiguous image depicting the
current situation in which communication, navigation and
dataexchangesystemscollect,integrate,exchange,present
and analyse marine information on board and ashore by
electronicmeans,butintheendeverythinggoestocommon
dump,commonlyreferredtoase‐Navigation
So it looks like, maybe a little interesting in the
beginning, but we are all invited to a common
e‐Navigationplatform.Itmusteventuallywork.
Figure7. All stockholders with navigation and
communication backgrounds are invited to a common e‐
Navigationplatform
5 INTERNATIONALINITIATIVES
5.1 IMOInitiatives
The IMO as a specialized agency of the United
Nations, which primary purpose is to develop and
maintaina comprehensive regulatory framework for
shippinganditsremitincludessafety,environmental
concerns, legal matters, technical co‐operation,
maritimesecurityandtheefficiencyofshipping and
as
the leading international body for maritime
professionalswillcontinuetousetheresourcesofits
membersstatestopromotetheeffectiveapplicationof
the e‐Navigation concept, of course including
innovativemethodsofeducationandtraining.
5.2 OrganizationalchangesintheIMOandIALA
The IALA approved the road map
for changing the
status of IALA from that of a non‐governmental
organization (NGO) to that of an international
intergovernmentalorganization(IGO).Thisisamajor
stepintheevolutionofthatassociation.
IALAstands ready tocarry out the role that will
bestassistintheimprovementandharmonizationof
aids to navigation worldwide. In the view of the
IALA,thiswillbebestachievedifIALAhasastrong,
international legal framework that ensures
transparency and good governance, that positions
IALA to work in close collaboration with
governments and other intergovernmental
organizations, and that fosters the work of IALA
as
the peak international technical body in the field of
aidstonavigation.
IALA’s aim is to foster the safe, economic and
efficientmovementsofvessels,throughimprovement
and harmonization of aids to navigation worldwide
and other appropriate means, for the benefit of the
maritime community and the protection of the
environment.
IALA will be the international organization that
can assist governments in its area of expertise –
marineaidstonavigation–to[IALA,2013]:
acquire, evaluate and disseminate marine
technologyknowledgeandfacilitateaccesstothat
knowledge,
develop marine technology and infrastructure to
facilitatethetransferof
marinetechnology,
develop human resources through training and
education,
promoteinternationalco‐operationatalllevels.
The IMO has recently amalgamated its Safety of
Navigation(NAV)andSearchandRescue(SAR)sub‐
committees into Navigation, Communication and
Search and Rescue (NCSR) sub‐committee (due to
bettermanageofthe
e‐Navigationstrategy)andatits
recent Symposium on the Future of Ship Safety
recognized the benefits of moving to a goal based
safetyregimeinwhichtechnicalexpertiseisprovided
byarangeofinternationalorganizations.
Both these changes and the continued
developmentofe‐Navigationprovidetheopportunity
forIMO andIALA, with the support of itsNational
Members, to make important and lasting
contributions to the safe, economic and efficient
movementofvessels.
5.3 TheEUe‐MaritimeInitiative
Maritimetransportisamajoreconomicalcontributor
in the EU as well as a necessary component for the
facilitation
ofinternationalandinterregionaltradeon
whichtheEuropeaneconomyisstronglydependent.
The EU e‐Maritime initiative [Pipitsoulis, 2009], is
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seen as a cornerstone for the achievement of the
strategicgoalsoftheEUMaritimeTransportStrategy
2018andrelatedpolicies,recognisingthecriticalrole
of ICT for productivity and innovation, and
anticipatinganeweraofe‐Businesssolutions,based
onintegratedICTsystemsandtools.
Whereas “e‐Maritime”
stands for internet based
interactionsbetweenall thedifferent stakeholdersin
the maritime sector, the EU e‐Maritime initiative is
aimed at supporting the development of European
capabilities, strategies and policies facilitating the
adoption of upgraded e‐Maritime solutions in
support of an efficient and sustainable waterborne
transport system fully
integrated in the overall
Europeantransportsystem.
The EU e‐Maritime aims to promote coherent,
transparent, efficient and simplified solutions based
on advanced information technologies. This would
allow reaching the following three policy objectives
[Lynch,2010]:
Improving the safety and security of maritime
transport services and assets and environmental
protection:
Port and ship security and safety
increasingly require integrated surveillance,
monitoring and control systems, incorporating
adequate‘intelligence’forproactive,remedialand
cross‐borderoperations;
IncreasingthecompetitivenessoftheEUmaritime
transport and logistics industry: Improved
utilisationofadvancedICTwillleadtoinnovation
regardingthequalityofshipping
servicesandwill
facilitate reduction of operational costs and
increased competitiveness of the sector. At the
same time, the performance of the whole EU
transport system can be improved by better
integrating waterborne transport into efficient
door‐to‐door transport services in Europe and
beyond;
Reinforcing the human factor: EU
seafaring and
maritimeprofessionsexperienceaseriousshortage
ofqualifiedpeople.Youngpeopledonotgotothe
seaastheyusedto.Animportantfactoristhelack
ofcontinuingprofessionaleducationofferedtothe
marinersinaflexiblemanneratseaandashore,as
well as difficult reconciliation
of family life and
workinglife.Thee‐Maritimesolutionscansupport
competencedevelopment(improvedlong‐distance
training)andimprovewelfareforseafarers(access
tolong‐distancehealthservices;connectivitywith
families;…).
Ifthemainaimofe‐Navigationwastoenhancethe
navigation capabilities of a ship without
compromising
its efficiency, e‐Maritime aimed to
increase its profitability without compromising its
safety. Due to the cooperation of the European
partners involved, close coordination had been
established between the two initiatives. The EU
e‐Maritime initiative supported the deployment of
e‐Navigation services in Europe, while e‐Navigation
provided a
global perspective for the EU initiative.
The EU’s e‐Maritime and IMO’s e‐Navigation both
makeuseofthesameelectronictechnology,processes
andservice,andtheEuropeanCommissionwantsto
make use of those being developed by IMO for e‐
Navigation wherever possible in the e‐Maritime
conceptdevelopment.
In
summary the e‐Maritime initiative aims at
optimizing maritime related processes and reducing
the administrative burden. This will be done by
identifyingexistingpracticesandregulationsandby
proposingimprovementsandsimplificationsderiving
fromuseofelectronicsystemsandinformation.
5.4 e‐NavigationSpecificTraining
The IMO’s Strategy Implementation Plan
(SIP)
describes the further development of e‐Navigation
andcontainsaplanforenhancingpublicawarenessof
e‐Navigation. The SIP focuses on five prioritized
solutions,asfollows[Weintrit,2013]:
S1:improved,harmonizedanduser‐friendlydesign;
S2:meansforstandardizedandautomatedreporting;
S3:improved reliability, resilience and integrity of
bridgeequipmentandnavigationinformation;
S4:integration and presentation of available
information in graphical displays received via
communicationsequipment;and
S9:improved communication of VTS Service
Portfolio.
The implementation of all prioritized solutions
requirespecifictrainingreferredtotheusedtechnical
methodsand new operational procedures to comply
with the
key messages for all stakeholders listed in
thetable“Examplesofkeymessagestopromote the
benefitsofe‐Navigation”.Adetaileddescriptionand
atablepresentingthestructureoftheSIPareincluded
in[Weintrit,2013].Scrutinizingthesolutionsindetail
itbecomesclearthatthesolutionsS1andS4
address
the equipment and its use on a ship only, while S2
and S9 address improved communications between
ships, ship to shore and shore to ship. Solution S3
addressesbothbridgeequipmentande.g.shore‐ship
informationaspartofthePNTsystem.Consequently
training courses which must developed for
the
solutionsS2 and S9must include new technical and
operational competencies for both users groups, the
seafarersandtheshoresideusers.WithregardtoS9
theSTCWrequirementsandthe“IALAModelCourse
V‐103/1 – Vessel Traffic Services Operator Training”
mustberevised.Apossiblesolutioncouldbe
anIMO
ModelCourse on “OperationaluseofVTS Services”
[ACCSEAS,2015].
5.5 e‐NavigationTrainingProposals
Thee‐Navigationrequiresnewmethodsofmaritime
education and training for cadets and deck officers
[Barsan&Muntean,2008],[Loginovsky,2016].
In this section the author presents the candidate
solutions relating to
education, training and using
simulators. In the Interreg North Sea Region
Programme ACCSEAS were identified in total 14
trainingproposals,describedinthe“BaselineReport”
[ACCSEAS, 2015]. Some were portrayed in detail
including technical specifications and user manuals.
AttheendofACCSEASprojectthesolutionsreached
adifferentstageof
development.Forfurtherworkon
training and use of simulators in e‐Navigation
traininganddemonstrationitisreasonabletogroup
themasfollows:
1 MaritimeServicePortfolios(MSPs),
2 RouteTopologyModel(RTM),
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3 “Maritime Cloud” as an underlying technical
frameworksolution,
4 InnovativeArchitectureforShipPositioning:
MultiSourcePositioningService,
R‐Mode at existing MF DGNSS and AIS
Services,
5 MaritimeSafetyInformation/NoticestoMariners
(MSI/NM)Service,
6 No‐Go‐AreaService,
7 TacticalRouteSuggestionService(shore‐ship),
8 Tactical Exchange of Intended Rout
e (ship‐ship
andship‐shore),
9 VesselOperationsCoordinationTool(VOCT),
10 DynamicPredictor(fortugboatoperations),
11 AugmentedReality/Head‐Up‐Displays(HUDs),
12 AutomatedFALReporting,
13 Harmonized Data Exchange – Employing the
Inter‐VTSExchangeFormat(IVEF),
14 Real Time Vessel Traffic Pa
ttern Analysis and
WarningFunctionalityforVTS.
The majority of mentioned solutions are
thoroughly investigated and ready for developing
trainingarrangementsexceptthelastthreesolutions.
They are in principle recognized, but unfortunately
yetnotreadyfordevelopingtrainingarrangements.
Inaddition,intheauthoropinion,weshouldta
ke
intoaccount thefollowing extra proposals [Weintrit,
2016]:
1 Virtual Aids to Navigation (Virtual ATON) and
AISATON(Real,SyntheticandVirtual),
2 Back‐upArrangementsforECDIS,
3 A robust electronic position‐fixing system with
redundancy,
4 IHO S‐100 Universal Hydrographic Data Model
(explanationanduse).
Firstofallweshouldtea
chourstudentshowto:
avoid common‐mode failures (e.g. GPS/GNSS,
e‐Loran,inertialsystems,integritychecks),
improve situational awareness (target matching,
coherentpresentation),and
preventinformationoverload(alarmmanagement,
essentialinformationonly).
6 CONCLUSIONS
Thanks to advances in information technology, free
communication between ocean and land is now
av
ailableandallmaritimesocietycarryforwardthee‐
Navigation for maritime accident prevention,
transportefficiency,energyconservationandmarine
environment protection purpose. A large‐scale
implementation of the e‐Navigation features is
inevitableinthenearfuture.Theimpactofelectronics
andcomputersontheshipsʹbridgesiswellknownfor
atleast 30 years. Despite thi
s, there are still a lot of
debates regarding the real improvement of safety
based on electronics. Because the future means
e‐Navigation,wehavetostarttoprepareourstudents
tofacethechallengesraisedbyanincreasingam
ount
of navigation information that must be selected,
absorbed,processedandanalysedinaproperway,in
ordertodeterminethecorrectactions.
In order to achieve this goal, to traditional
methods to teach navigation must be added a new
kindofmoduleabletointegratethema ininformation
fromallkindofnavigationalsourcesandsensors.We
have to develop the students habitudes to generate
theirownoverallimageofthesurroundingsituation,
ba
sed on as much information available as possible.
Wealsohavetodevelopnewkindofmaritimesafety
culture of our students for a self‐learning process
when confronted with new types of navigational
equipment and a new layout/configuration of the
int
egrated bridge system. They have to obtain a
properonboardtraining,startingwithenoughtimeto
familiarize and understand the user manuals of the
navigationequipmentinstalledintheINS/IBS.
Itisenvisionedthate‐Navigationwillbea‘living’
concepttha
twill evolve and adaptover a long time
scale to support this objective. During this time
information will change, technologies will change,
political and commercial objectives will change, and
tasks will change, and even our expectations will
change.Howeveritisunlikelythattheneedforsafe
and efficient seaborne tra
nsport will change
significantly. It is also certain that the safe and
efficient transport will continue to rely on good
decisionsbeingmadeonanincreasinglyconstantand
reliable basis. Some decisions may be made with
increased dependence on technology, but at some
level we will always rely on good human decisions
being ma
de and therefore every effort needs to be
made to apply an understanding of the Human
Element at all stages, of design, development,
implementation and operation of e‐Navigation.
Therefore we need new, modified education and
training system dedicated and targeted to
e‐Navigation and well standardised int
ernational
proceduresformarinenavigation.
Although it is not yet fully known in detail how
this idea will be realized, the term e‐Navigation
maybenotdistinctlyenough,butisclearlyvisibleon
thehorizon.
Figure8. Although it is not yet fully known in detail how
thisideawillberealized,theterme‐Navigationmaybenot
distinctlyenough,butclearlyvisibleonthehorizon
Ship transport can be said to be the original
Intelligent Transport System and developments in
this sector should be of interest for ITS research in
othermodes.Thishasbeenrealizedbytheshipping
community and the e‐Navigation (by IMO) and the
e‐Maritime (by EU) initiatives testify to this. Both
init
iativeshaveidentifiedtheinformationarchitecture
as critical for the future development of the ship
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transport area. The development of a maritime ITS
architecture needs to consider legacy systems, the
international nature of shipping, international
legislation and standards as well as highly varying
quality of service on available communication
channels.
Prior to the full realization of the concept of
e‐Navigation, we must make sure,
whether indeed
our ideas, realized projects and test‐beds and the
development of standards are going exactly the
correct direction. Is the concept of e‐Nav is really
enoughforusanditistrulywhatweexpect?
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BarsanE.&MunteanC.,2008.e‐NavigationRequiresNew
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the 9th Annual General
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