Activity 3.3. Integrated report on the State-of-the-art and best practices for monitoring the management of DGs in the logistic navigation chain

Transcription

1 Activity 3.3 Integrated report on the State-of-the-art and best practices for monitoring the management of DGs in the logistic navigation chain Organisation: ALOT Authors: Guido Piccoli, Marco Popolizio Location: Brescia (Italy) Date: 29/06/2012

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3 DOCUMENT CONTROL SHEET Project Code Document Title Nature Available languages Dissemination level Version SEE MARINER - SOUTH EASTERN EUROPE MARINE AND RIVER INTEGRATED SYSTEM FOR MONITORING THE TRANSPORTATION OF DANGEROUS GOODS Integrated report on the State-of-the-art and best practices for monitoring the management of DGs in the logistic navigation chain Final integrated report English All Partners Final document Date 29/06/2012 Number of pages 264 Archive name Authors Contributors Revision SEE_Mariner_report_3.3_alot doc Guido Piccoli Marco Popolizio All Partners Keywords Final output of activity 3.3 Page 3 of 264

4 Table of contents Annexes... 7 List of Abbreviations Introduction Scope of the document Structure of the document Background information Overview on information systems Questionnaires collected Best practises on Dangerous goods monitoring Introduction Albania Introduction Best case: QNOD MOIC VTMIS Austria Introduction Best case: Do-RIS system Bulgaria Introduction Best case: SafeSeaNet Bulgaria Croatia Introduction Best Case: CVTMIS Greece Introduction Vessel Traffic Management Information System (VTMIS) Hungary Introduction Best case: PannonRIS system Best case: VIHAR system Best case: Dispatcher Centre for Inland Navigation Italy Introduction Best case: LOGIS System description Best case: HACPACK Best case: UIRNET Montenegro Introduction Best case: VTMIS description Romania Introduction Best case: SAFESEANET System Best case: RORIS system Serbia Introduction Best case: RIS services in Serbia Page 4 of 264

5 3.12 Slovakia Introduction Best case: Slovak AIS infrastructure Slovenia Introduction Best case: TINO sw application Ukraine Introduction Best case: RIS Center Legal framework System description Other information on Inland navigation in Europe Introduction Austria Belgium (Flanders) Bulgaria Hungary Slovakia The Netherlands Safety message in River Information Services (Inland AIS) Calamity abatement support inputs in the PIANC No Best cases outside SEE states Introduction AIS systems Stockholm AIS UK ShipAIS AIS Norway Baltic Integrated system (HELCOM) North Sea AIS VTS Cyprus VTMIS TSVTS Turkey VMS Iceland I-Track Singapore VTS Los Angeles Long Beach Best Practice: Vessel Traffic Management System(VTMS) of the Suez canal SafeSeaNet Oil spill monitoring systems CleanSeaNet Best Practice: ARCOPOL Environment / coastal pollution monitoring systems Ocean-Going Vessel Emission Reduction Other systems developed under EU projects TOSCA MARCOAST SHOAL project (Robotic Fish) Page 5 of 264

6 4.6.1 EROCIPS project AEM MED Conclusions Page 6 of 264

7 Annexes The present document contains the following annexes: No Document Title Published by List of Abbreviations Abbreviation ADR ADN AIS DG DGR EC ECDIS EDI EMSA ENC ERI ETA EU FAL FI GIS GMES GNSS GPRS GPS GSM HW IATA IMO IMDG IRIS ISPS IT Explanation European Agreement concerning the International Carriage of Dangerous Goods by Road European Agreement concerning the International Carriage of Dangerous Goods by Inland Waterways Automatic Identification System Dangerous Goods Dangerous Goods Regulations European Commission Electronic Chart Display and Information System Electronic Data Interchange European Maritime Safety Agency Electronic Navigational Charts Electronic Reporting International Estimated Time of Arrival European Union Facilitation of International Maritime Traffic Fairway Information Geographic information system Global Monitoring for Environment and Security Global Navigation Satellite Systems General Packet Radio Service Global Positioning System Global System for Mobile communications Hardware International Air Transport Association International Maritime Organization International Maritime Dangerous Goods Implementation of River Information Services International Ship and Port Facility Security information technology Page 7 of 264

8 Abbreviation ITS LMS LRIT MARES MARNIS MoU NAPA NtS PCS PMIS RID RIS RFID SAR SEE SOLAS SMS TVCC T&T TBD TTI UMTS VHF VPN VTS VTMIS WS WWW XML Explanation Intelligent Transport Systems Lock Management System Long Range identification and tracking Mediterranean AIS Regional Exchange System Maritime Navigation and Information Services Memorandum of Understanding North Adriatic Port Association Notices to Skippers Port Community System Port Management Information System International Carriage of Dangerous Goods by Rail River Information Services Radio Frequency IDentificatio Search and rescue South East Europe International Convention for the Safety of Life at Sea Short message service Closed-circuit television Tracking & Tracing To Be Determined; To Be Defined Tactical Traffic Image Universal Mobile Telecommunications System Very High Frequency Virtual Private Network Vessel Traffic Service Vessel Traffic Management Information System WorkStation World wide web Extensible Markup Language Page 8 of 264

9 1 Introduction 1.1 Scope of the document The present document provides an overview of the best practises relevant to the South East Europe area (from Adriatic See to Black See) for monitoring of dangerous goods, based on information collected through the questionnaires. 1.2 Structure of the document The document has the following structure: Chapter 1 contains the scope of document and the structure of the document; Chapter 2 includes the background information, such as an overview of the existing systems on dangerous goods monitoring, a list of questionnaires collected; Chapter 3 provides a summary of the main best practises on dangerous goods monitoring available in the SEE states and summary for every SEE states; Chapter 4 describe best practice existing in other regions outside SEE states. Chapter 5 is relevant to main conclusions. Page 9 of 264

10 2 Background information 2.1 Overview on information systems The main relevant information systems dealing with monitoring of goods in the selected area and to be considered as background information for the SEE MARINER project are the following: VTS/VTMIS, that stands for Vessel Traffic Management Information System, it is an Integrated Maritime Surveillance System, at port level and National level (Coastial VTMIS), that can incorporate various telematics and information systems developed to enhance the safety and effectiveness of the maritime traffic; VTMIS are implemented usually in every Member State according to Directive 2002/59/EC; RIS. River Information Services, that is a traffic management infrastructure on inland waterway network; RIS are implemented at national level, according to Directive 2005/44/EC; PCS, Port Community System, a software tool implemented at Port level, for improving, developing and managing a Community System aimed at pursuing high levels of efficiency, improving services, strengthening knowledge supports and containing costs, integrated with VTMIS; MARES Mediterranean AIS Regional Exchange System (Italy is the member state responsible for the integration and maintenance), is related to the implementation of a common Mediterranean AIS network; SafeSeaNet, provided by EMSA at EU level, is a European Platform for Maritime Data Exchange between Member States' maritime authorities CleanSeaNet, provided by EMSA at EU level, is a near-real-time satellite-based oil spill and vessel monitoring service. 2.2 Questionnaires collected The following questionnaires relevant to best cases was collected: Albania Austria Bulgaria Croatia Greece Hungary Italy Montenegro Romania Serbia Slovakia Page 10 of 264

11 Slovenia Ukraine Other best cases existing in other regions outside SEE states and related to inland navigation, AIS systems, VTS, Oil Spill monitoring systems, environmental / coastal pollution monitoring systems, and other systems developed under EU project, has been collected as a reference. Page 11 of 264

12 3 Best practises on Dangerous goods monitoring 3.1 Introduction The present document provides a summary of the main best practises on dangerous goods monitoring available in the SEE states and summary for every SEE states. The document aims to identify and analyse in depth specific good examples and the Stateof-the-art of integrated systems for the monitoring the handling, storage and transport of dangerous goods (DG). Based upon the outputs of the diagnostic research activity 3.1, a detailed analysis has been undertaken through interviews at the transnational project s level of the relevant identified organizations aiming to analyse in depth specific best practices, and successful tools that advance the monitoring of the management of dangerous goods in the logistic chain of navigation. The activity has been performed at national, regional and international levels concerning the planning and the application of various information technologies and environment systems capable of providing value added information and services for the monitoring of DG in order to permit a critical overview of existing mechanisms and tools. The research has been focused on strategies, policies and measures, mechanisms and procedures, the legal framework, etc. Page 12 of 264

13 3.2 Albania Introduction As an example of best practices in Albania are chosen the following: 1. Establishment by Decision of Council of Ministers (DCM) No. 954 dated of the Maritime Operational Inter-institutional Centre (MOIC-QNOD). The centre is an Integrated System for the Surveillance of the Albanian Maritime Area which acts as/on behalf of national competent authorities, aiming to assure a better organization, planning and commanding of maritime operations, in accordance with the international and national maritime legislation providing so interrelation among governmental entities having responsibilities and interests in maritime area management. The Centre covers the surveillance of maritime traffic through its radars and the three operational offices respectively at Shengjin, Vlore and Saranda. 2. Establishment in the near future of Vessel Traffic Services/Vessel Traffic Monitoring and Information System (VTS/VTMIS). VTS /VTMIS is technical, legal, and institutional setup by competent authorities, facilitating systematic monitoring of vessel movements and their physical and information tracking, aiming to provide three principal services; to aid the mariner in his safe use of the sea, to afford him unhindered access to pursue commercial and leisure activities and to contribute to keeping the seas and the adjacent environment free from pollution. The service should have the capability to interact with the traffic and to respond to traffic situations developing in the VTS area Best case: IMOC- VTMIS Legal framework From the legal point of view, the international Standards already applied in IMOC and to be followed while establishing the VTS / VTMIS Center are: International Convention Prevention of pollution from ships at sea, Marpol 1973/78 International Convention for the Safety of Life at Sea, SOLAS 1974/78 IALA Recommendation V-125 On The use and presentation of symbols at a VTS Centre (including AIS) Edition 2 December 2004; IALA Recommendation V-127 On Operational Procedures for Vessel Traffic Services Edition 1 June 2004; IALA Recommendation V-128 On Operational and Technical Performance Requirements for VTS Equipment Edition 3.0 June 2007; IALA Recommendation V-136 On Participation in the World VTS Guide Edition 1.0 December 2007; IALA Recommendation V-119 On The Implementation of Vessel Traffic Services Edition 2 December 2009 Page 13 of 264

14 IALA Guideline No On The Establishment of VTS Radar Services Edition 1 June 2007; IALA Guideline No On VTS role in managing Restricted or Limited Access Areas Edition 1 December 2009 IALA Vessel Traffic Services Manual Edition Organizational framework IMOC Organisation Chart The competent authority dealing with maritime DG are the Master Harbours. VTS/VTMIS Organisation chart The organisation chart for VTS/VTMIS has not elaborated yet to a detailed phase. There is a need for common approach and universally agreed professional standards and competence for the delivery of Vessel Traffic Services (VTS). The successful delivery of such services depends upon competent and experienced personnel to discharge the responsibilities of a VTS Authority. System will be deployed to the following organizations: Durres Port Authority QNOD-MOIC (Durres) Durres Port & Anchorage (Durres) Shengjin Port & Anchorage (Durres) P. Romano Port (Durres) Vlore Port & Anchorage (Vlore) Saranda Port & Anchorage (Vlore) Himare Port (Vlore) Page 14 of 264

15 Petrolifera Port (Vlore) Operational status IMOC already established. Implementation of VTS/VTMIS would have to undergo in the following stages: 1. Needs Analysis (divided into four steps): Preliminary Assessment; Feasibility and Design; Formal Risk Assessment; Cost and Benefit Analysis. 2. Implementation; 3. Evaluation Currently, in Albania have been completed the three steps out of four included in the first phase. Detailed Needs Analysis has been carried out and there is no decision taken yet on the progress of the other phases until the implementation of such system. There are different discussions continuing at several levels on the best approach to establish at the earliest VTS/VTMIS in Albania. The national VTS/VTMIS is not yet implemented System description IMOC Special importance in support of operational and administrative activities of IMOC is played by the Integrated Sea Space Surveillance System (ISSS), Communication systems, TETRA and BLUE-BOX which serve to IMOC to fulfil their responsibilities in the maritime space. ISSS is implemented in It realizes a continues monitoring of the marine space of the Republic of Albania through the radars that communicate with a centralised information processing software stationed in IMOC. Systems: TIMS, MEMEX, ASIKUDA, BLUE-BOX, TETRA Information Systems patrols of border police, customs service, etc BLUE-BOX is based on Satellite Communication. It is placed on vessels over 12mlong. TETRA radio communications is installed and operational since November It is integrated with ISSS and encrypted communication. VTS/VTMIS VTS / VTMIS most important functions are related to contributing to and thereby enhancing: Safety of life at sea; Safety of navigation; Efficiency of vessel traffic movement; Protection of the marine environment; and Page 15 of 264

16 Protection of the adjacent communities and infrastructure. At the current stage of planning, the system architecture for the future VTS/VTMIS is described in the following chart: System architecture Hardware description IMOC Integrated System Sea Surveillance (ISSS): 3 operating rooms in Shengjin Vlora and Saranda 7 radars located along the Albanian Seacoast (GEM electronica, 5 are 19 (feet) and 2 are 21 (feet) It conducts all communication channels mean international marine radio Page 16 of 264

17 IMOC hardware includes 7 radars and 6 repeaters alongside the coast, VHF marine communication frequencies, AIS, as well as connected to other encrypted systems like TIMS, MEMEX and ASIKUDA. Actually acting as coastal VTS for the areas outside the jurisdiction of Harbour Master Offices of Albanian Ports (Ports & anchorage Roads); IMOC as newly established, will have to be equipped with the navigational communication aids and identification codes in accordance with ITU and AKEP regulations as for the GMDSS operational requirements in transmitting and receiving at international band frequencies used by shipping. IMOC has as obligation the efficient coordination and organisation of operations for protection from maritime pollution. Actually the detection is carried out by Coast Guard personnel in cooperation with the Environmental Inspectorate and other institutions that have interests in the sea, under IMOC support and coordination. Investigation includes determination of the origin and cause of pollution. IMOC duty is to ensure quick and timely actions to take under control and prevent oil spills and release of hazardous chemical substances in the sea. VTS/VTMIS Such national VTMIS system in the future might be integrated with the system of EMSA SafeSeaNet, an EU initiative that provides means of communication between the various maritime authorities at local and regional level and to exchange relative information on safety and pollution prevention from shipping. Infrastructure consideration to be taken into account for the establishment of a network of VTS integrated into the VTMIS would include the following: Upgrade and new installations for the equipments and sensors of VTS Durrës, Vlore, Shëngjin & Saranda; Establishment of software and servers for the operational offices; New office tower for Vlore VTS Center with good view into the port and anchorage road area; Installation of the VPN system for the communication of information between VTS centers; Installation of the VPN system / optical fiber for the communication of information between VTS Albania (DPD) to the QNOD as VTMIS Albania Future VTS will have to provide web-based services with varying user-access levels where ship operators, government agencies and departments can log on to a service within the network to access ship data. Different levels of access would be managed by a central authority. Detailed principles are dealt with at the IALA Recommendation on Guidelines on application of User Pays V-102. Picture of schematic operations and services of VTS/VTMIS centers is provided below: Page 17 of 264

18 Picture of schematic operations and services of VTS/VTMIS centers In Albanian coast / ports, due to presence of environment sensitive protected areas outside the coverage from ports, such is Karavasta Lagoon, etc. both categories of VTS: port / harbour and coastal would be fit for system coverage. Detection by radar of oil spills need to be included in the future VTMIS Software description IMOC November Completed installation of the system in IMOC BLUE-BOX. BLUE-BOX - monitors and observes the sea area in satellite form November has finished installing the advanced system TETRA radio communication, that: Integrated with the ISSS. Encrypted Communication System for running the operations at sea by IMOC. Page 18 of 264

19 TETRA Based on Satellite Communication is placed on fishing vessels over 12m long and located in: In Operational Halls In the Fishing Dispatchers In fishing vessels (200) Page 19 of 264

20 Reports from the Master Harbours are provided daily to IMOC on paper form and electronic form. Then IMOC prepares and distributes daily reports to the Prime Ministers and all the other institutions involved. VTS/VTMIS Proposed system is described in the following chart: Picture of VTMIS sensors and points along the four main ports of Albania All of stakeholders may benefit from correct and timely information about actual and expected vessel positions, movements, destinations and times of arrival. This enables those allied services to enhance their own efficiency, whilst at the same time to better plan and utilize their resources, which may reduce the cost base Coverage area The coverage area of VTS/VTMIS is the whole sea costal line of Albania of 316 km. Current IMOC and future VTMIS coverage are shown below. Page 20 of 264

21 Interface with Collateral system IMOC Due to its function IMOC exchanges information and communicates with the institutions shown in the following information exchange chart. Page 21 of 264

22 VTS/VTMIS In regard of VTS/VTMIS the data information, will have the capability to be exported and to comply with the requirements of the EU Directive on Vessel Traffic Monitoring. In this respect, it is recommended that the Albanian Maritime Administration should be consulted about future developments. For a more detailed guidance on procedures to be followed, established, the authority will have to consider IALA Recommendation V-127 on Operational Procedures for Vessel Traffic Services Edition 1 June Page 22 of 264

23 Personnel As shown in the organisation chart there are 28 employees working currently into IMOC. Recognizing that VTS personnel are members of a profession whose principle interaction is with mariners and maritime pilots for the safe management of maritime traffic, their competence needs to reflect that professional responsibility. Page 23 of 264

24 The national authorities will ensure that uniform standards of procedures, practices and professional standards are applied by Vessel Traffic Services as applicable worldwide with regard to the training requirements and certification standards for VTS personnel. The VTS personnel have to be properly trained in maritime context and system operation in accordance with IALA recommendations standards Total cost of the system The establishment cost of IMOC is around 20 ml $ As mentioned earlier there is yet a cost benefit analysis carried out on the establishment of VTS/VTMIS in Albania SWOT analysis Strengths High level of cooperation amongst institutions in the maritime sector Coordinated management of maritime assets Good monitoring of the coverage area Weakness Lack of financial resources for implementing the system, maintenance and development Lack of qualified personnel to be recruited No information available for tracing the hazardous cargo No real time access to Master Harbours database Opportunities Operation of intelligence services in maritime sector Interconnectivity to VTMIS for Albania maritime area Threats Legal issues related to data exchange Page 24 of 264

25 3.3 Austria Introduction Best case on Austria is based on the Do-RIS system, the RIS system for river monitoring on Danube river Best case: Do-RIS system Operational status The operational status of the system is fully operational Organizational framework No reference available System description Europe has over 30,000 km of canals and rivers that link together hundreds of key industrial towns and areas. Inland waterway transport is seen as a reliable, economical and environmentally-friendly mode of transport; it is recognised by the European Union as a key means of transport in the inter-modal transport system. Thus, effective transport infrastructure and high-performance telematics systems are playing a key role in how Danube navigation develops economically and how it is integrated in multi-modal logistics chains. River Information Services (RIS) are customized information services for inland waterway transport and make it possible to coordinate logistical processes with actual transport situations on a constant basis. RIS play a key role in making cargo transport and passenger services on waterways more efficient, while at the same time increasing traffic safety. The European Union has emphasized the significance of RIS in European transport policies in the framework of several initiatives. Representing a key contribution in this area, the RIS Framework Directive entered into force in October 2005, regulating the use of RIS for European inland waterways. In October 2006 the EU Parliament decided the program NAIADES (Navigation And Inland Waterway Action and Development in Europe). Within this program RIS are perceived as a contribution to a more efficient and safer use of the inland waterway networks. The member states are required to include RIS as a necessary measure in their national traffic policies. At national level, the importance of RIS is underlined in Austria s National Action Plan Danube Navigation which lays the foundation for Austrian inland waterway transport policies until Page 25 of 264

26 In co-operation with Austria s Supreme Shipping Authority, via donau came up with a concept, realized by an Austrian system supplier. via donau has been coordinating the implementation of DoRIS and acting as the RIS operator in Austria since the operational start of the system in the 1st quarter of All of DoRIS key system components and services are based on the standards of the European Union, the UN/ECE and the two river commissions, the Danube Commission and the Central Commission for Navigation on the Rhine. This makes DoRIS the world s first comprehensive RIS installation compliant with European initiatives. The coordination and implementation of further RIS services is done with partners of the Danube countries and Western European countries in the framework of the EU project IRIS Europe ( Primarily the international data exchange, electronic reporting of cargo and voyage data as well as the construction of the RIS infrastructure are being implemented. The core function of the DoRIS information system is to record and display vessels on an electronic navigational chart (ENC) containing the most important nautical information pertaining to waterway and traffic regulations. AIS transponders are key elements of DoRIS. AIS stands for Automatic Identification System and enables to identify the current position of the vessels using global positioning systems (GPS). It is a system in which ships continually transmit their ID, position, speed and other data to all other nearby ships and shoreside authorities on a common VHF radio channel. This data transmission is based on a standard specified for Tracking and Tracing by the so-called Inland AIS standard. This standard guarantees 100% compatibility with the maritime AIS system and has the capacity to expand its applications to meet the needs of inland waterway transport. AIS transponders have proven their worth in maritime waterway transport in supporting navigation and were made part of the mandatory equipment for vessels with more than 300 gross registered tons in DoRIS processes static data entered by the vessel operator and updated periodically. These data contain information on the vessel or push convoy type, ship dimensions, maximum draught, dangerous cargo information, destination port and the estimated time of arrival. The dynamic data, on the other hand, are automatically transmitted via the AIS transponder and AIS radio channel and updated automatically every two seconds. A PC equipped with the corresponding ECDIS (Electronic Chart Display and Information System) viewer software can be connected to the transponder for displaying the current traffic image and for entering vessel information. The traffic image can also be underlayed with the current radar image for navigational purposes (Radar Map Matching). The base stations along the river bank are also equipped with transponders to receive and transmit the data from the vessels. Stored in a central database the data are either available for authorized groups for their own purposes, or can be accessed as needed, for example for accident reconstruction. Page 26 of 264

27 DoRIS services DoRIS is built on modern information technology and telecommunication infrastructure. It provides up-to-date information that can be used to plan voyages and calculate more reliable time schedules and allows optimised use and monitoring of resources. DoRIS also provides both shipping companies and external users on land with a variety of information services such as: Display of the actual traffic situation (own position and of other equipped ships) by connecting the transponder with the ECDIS chart. Free exchange of safety-relevant messages via the AIS transponder and the possibility to receive data on water levels via AIS to the transponder. Possibility of underlaying the current radar image with the ECDIS chart image for improvement of safety. Access to current ship data via an Internet web portal allowing automatic data transfer to existing IT systems. Furthermore, the following services can be accessed on the DoRIS website: Free download of electronic navigational charts (ENC charts) for the entire Austrian section of the Danube. Notices to Skippers regarding the international NtS standard and the technical specifications of the EU. The notices can be read in German, English, French, Dutch and other 8 languages informing on fairway conditions and possible traffic impediments. They can also be accessed in a machine-readable XML format. Water levels (also serviced via SMS) updated hourly measured at the main gauge locations on the Austrian Danube. Additionally, information on Austria s locks as well as a tutorial for the night and day marking of vehicles used in inland waterway transport is being provided. The benefits of DoRIS DoRIS is a key tool in modernising Danube navigation that supports several participants in the traffic- and transport chain. It boosts traffic safety and improves the economic viability, reliability and planability of transport activities on the Danube. Vessel operators: DoRIS provides vessel operators with additional and important nautical information thanks to the electronic navigation charts. The traffic image can be displayed with wider geographical range and gives the user a considerably more comprehensive overview than was previously possible with radar; thus, further enhancing traffic safety. Fleet manager: Because DoRIS makes it possible to determine transport times more precisely, shipping companies can calculate journeys exactly and pinpoint deviations in itinerary using an automatic deviation management system. Port and berth operators: Reliably and continually updated vessel arrival times allow ports and berths to achieve optimal usage of capacity Page 27 of 264

28 Logistics service providers: Logistics service providers can link freight data to the traffic data provided by DoRIS, enabling all partners in the logistics chain to track the transport cargo in real time. In addition to this, DoRIS also provides statistical information for planning purposes. Lock operators: RIS opens up new possibilities for lock operators. The tactical traffic image gives them a precise overview of the current traffic situation within the lock area. This realtime data help the lock personnel with advance planning for sluicing. Emergency rescue teams and authorities: Electronic processing of the information contained in the DoRIS system facilitates the monitoring of dangerous goods transports, as well as the coordination of emergency rescue teams in the event of an accident. Furthermore the electronic transmitting of freight and personnel information in advance, as well as the ability to track cross border transports online simplify and accelerate necessary processes and shorten waiting times. Transponder equipment of inland navigation DoRIS offers a variety of different services to various users. In order to assure that the system records all vessels comprehensively, the Austrian Federal Ministry for Transport, Innovation and Technology and via donau have created the proper framework and incentives for equipping as many vessels as possible operating on the Danube with AIS transponders. Many shipping companies from all Danube countries and also some Western European countries have been benefiting from that program and as of today over 300 vessels are equipped with transponders. The Austrian Supreme Shipping Authority intends to make the carrying and operation of AIS transponders on commercial vessels mandatory starting in This regulation shall ensure that all cruising vessels are comprised in the DoRIS system. This should also contribute to traffic safety and increase the efficiency of inland navigation Hardware description The core function of the DoRIS information system is to record and display vessels on an electronic navigational chart (ENC) containing the most important nautical information concerning the waterway and traffic regulations. AIS transponders are key elements of DoRIS. AIS stands for Automatic Identification System and enables to identify the current position of the vessels using global positioning systems (GPS). It is a system in which ships continually transmit their ID, position course, speed and other data to all other nearby ships and shore side authorities on a common VHF radio channel. This data transmission is based on a standard specified for Tracking and Tracing by, the so-called Inland-AIS standard. This standard guarantees 100% compatibility with the maritime AIS system and has the capacity to expand its applications to meet the needs of inland waterway transport. AIS transponders have proven their worth in maritime waterway transport in supporting navigation and were made part of the mandatory equipment for vessels with more than 300 gross registered tons in Page 28 of 264

29 Tactical Traffic Image DoRIS processes static data entered by the vessel operator and updated periodically. These data contain information on the vessel or push convoy type, ship dimensions, maximum draught, dangerous cargo information, destination port and the estimated time of arrival. The dynamic data, on the other hand, are automatically transmitted via the AIS transponder and AIS radio channel and updated automatically every two seconds. A PC equipped with the corresponding ECDIS (Electronic Chart Display and Information System) viewer software can be connected to the transponder for displaying the current traffic image and for entering vessel information. The traffic image can also be underlayed with the current radar image for navigational purposes (Radar Map Matching). The base stations along the river bank are also equipped with transponders to receive and transmit the data from the vessels. Stored in a central database the data are either available for authorized groups for their own purposes, or can be accessed as needed, for example for reconstructing accidents. Figure 3-1 Base stations in Austria Page 29 of 264

30 Software description Inland ENC web portal Based on the former D4D (Data Warehouse for Danube Waterways) EU project and the follow-up EU project NEWADA (Network of Danube Waterway Administrations), a special web portal has been ( developed providing electronic inland navigation charts, so-called ENCs (Electronic Navigational Charts) free of charge. The Inland ENC Web Portal provides relevant information on waterways (navigation marks, buoys, river bank lines, fairways, depth data, etc.) the depiction of which would ordinarily be possible only by means of special viewing software; additionally, there is a Google Maps option for easier orientation. Users can now search for information with reference to specific stretches of waterways, depict them in different ways and save them or print them out. The charts provide the following functionalities: user interface in seven languages printing-out of individual chart sections as well as saving them in PDF format selection of chart sections by entering river kilometers or a specific location detailed information on single objects contained in the charts as well as their representation by means of different colors different ways of depicting chart sections using Google Maps (road, satellite or topographical maps) information regarding responsibility for the data included in individual chart sections The portal is operated by all waterway management organizations of the Danube area and covers the following areas: - Danube river (2.415 km - Germany, Austria, Slovakia, Hungary, Croatia, Serbia, Bulgaria, Romania); - Danube-Black Sea Canal (64,2 km - Romania); - Main-Danube Canal (171 km - Germany ); - Main (387 km - Germany). All data are continuously updated. At a later date, tributary rivers such as the Drava (720 km), the Sava (933 km) and the Tisza (997 km) as well as data on other European countries will be included in the charts, too. The charts available on the web portal contain data supplied by the Austrian Federal Office of Metrology and Surveying (FOMS) and via donau and are subject to intellectual property rights according to copyright law. For any further exploitation and commercial use, the approval of both the FOMS and via donau is required. via donau cannot accept any responsibility as to the correctness of any information included in the charts. Source: Web portal access: Page 30 of 264

31 Figure 3-2 IENC Web Portal without additional map Figure 3-3 IENC Web Portal including road map Page 31 of 264

32 Figure 3-4 IENC Web Portal including satellite map Coverage area Interface with Collateral system IRIS Europe 3 is a multi-beneficiary TEN-T project focusing on further enhancement and fine-tuning of RIS key technologies, services and applications; in particular the (pilot) Page 32 of 264

33 implementation of new harmonised RIS services especially at the level of fairway, traffic and transport related RIS services, services based upon multilateral legal agreements and definitions of service levels for RIS, the provision of feedback and contribution to the maintenance and amendment of technical specifications. IRIS Europe 3 will significantly contribute to a harmonized RIS implementation at European level. IRIS Europe 3 is based on the work of the RIS Expert Groups and of previous RIS implementation projects. A broad European consortium representing 7 member states and cooperation partners of 7 additional countries have joined forces to support RIS providers, traffic and fairway authorities in enhancing their RIS services, especially those for logistical RIS users on a European level. A key objective of IRIS Europe 3 is the involvement of logistics RIS users by means of pilots. The on-going project IRIS Europe 3 is the third project within this initiative following IRIS Europe I ( ) and IRIS Europe II ( ). The projects can be seen as internationally coordinated projects of national priorities with a clear focus on pilot implementations. IRIS Europe stands for "Implementation of River Information Services in Europe" and represents an international initiative, supported by the European Commission within the TEN-T funding programme, with the main objective to foster harmonised development and implementation of RIS on European level. The focus of this initiative is put on the enhancement of the RIS service portfolio in order to increase safety, efficiency and environmental friendliness of inland navigation. (source: ) Personnel No reference Total cost of the system No reference SWOT analysis The analysis provided shows the following: Strengths Display of the actual traffic situation (position of the own vessel and of other equipped ones) by connecting the transponder to the ECDIS chart; Free exchange of safety-relevant messages via the AIS transponder and the possibility to receive data on water levels via AIS to the transponder; Possibility of underlaying the current radar image with the ECDIS chart image for improvement of safety; Access to current ship data via an Internet web portal allowing automatic data transfer to existing IT systems; Weakness The need for continuous upgrade of hardware & software equipment that will support new technological trends; Page 33 of 264

34 Opportunities Provide monitoring services in other media (e.g. mobile phones); Threats Integrated systems that provide multiple information. Page 34 of 264

35 3.4 Bulgaria Introduction A good solution of integration with the EU SafeSeaNet is available. Inclusion of Bulgaria in this EU system make possible Bulgaria to send and receive information on incoming and outgoing dangerous goods. This information allows to take preventative measures to minimize the risk of incidents concerning dangerous goods transport Best case: SafeSeaNet Bulgaria Legal framework The solution is fully integrated with SafeSeaNet system. Main standard used is SafeSeaNet XML Messaging Reference Guide - Version Organizational framework The system is managed by the Ministry of Transport, Information Technologies and Communications - Executive Agency Maritime Administration 9, Dyakon Ignatiy str. Sofia 1000 bma@marad.bg Operational status The system is fully operational System and hardware description The system provides connection to the EU SafeSeaNet system. The architecture of the system is depicted in the following figure: Page 35 of 264

36 Figure 3-5 System architecture The National part of SafeSeaNet is built as a separate system. It is linked to the AIS server for transmission of AIS data with the European system. We started research to integrate existing information systems related to shipping activities. The first part covers the development of the system B2G - "Port single window", the second B2B - "Port community system". Data for DG are collected on paper and stored in PDF format - IMO dangerous goods manifest (IMO FAL Form 7). Only the data from the IMO general declaration (IMO FAL Form 1) is stored in a database (MySQL) Software description Notifications inform European Index Server that the National SSN Server possesses some kind of information. To send a notification, user must enter all data needed for the corresponding Response message. When a Request is send to National SSN Server, it automatically composes and send the corresponding Response. At present the national system generates the following XML SafeSeaNet notifications (MS2SSN) to the central server SSN (EIS): Ship Notification; Port Notification; Hazmat Notification; Page 36 of 264

37 Security Notification; Alert Notification; The system generates the following requests (MS2SSN) to the central server SSN (EIS) and process responses respectively (SSN2MS): PortReq - PortRes; ShipReq - ShipRes; HazmatReq - HazmatRes; SecurityReq - SecurityRes; AlertReq - AlertRes; The system supports input of hazardous material documentation which can be used in notifications or sent by . Documents in the system can be associated to a vessel. Vessels can be searched using the following criteria: Name name of the vessel; CallSign callsign of the vessel; IMO IMO number of the vessel and MMSI MMSI number of the vessel. Documents relating to DG are received by the agent on paper and converted into PDF format. The agent can send an electronic copy of the document in PDF format, which uses the electronic signature. Through experimental system PSW, VTS operators and authorities receive the documents in PDF format electronically. After receiving the documents VTS operators input manually data into the system SafeSeaNet. DG inspectors have the opportunity to put detailed information for DG in the system. VTS Varna VTS Burgas National AIS server SafeSeaNet Bulgaria Documents of inspectors SafeSeaNet EC Page 37 of 264

38 The following technologies are used by the system: NET Framework 3.5 SP1 Internet Information Services 7.0 Oracle Database Server 10g Standard Edition PL/SQL ASP.NET jquery AJAX Windows Communication Foundation Network Load Balancing SSL The system interfaces with European SSN index server and can be interfaced with additional systems in a standardized way. Page 38 of 264

39 Coverage area The coverage area is based on the following: Port VTS Varna: Port VTS Burgas: Page 39 of 264

40 Interface with Collateral system The system is integral part of VTMIS Bulgaria, which includes National AIS server and European SafeSeaNet central system Personnel The following personnel is involved: Technical: 2 x 10 VTS operators Administration: 2 Management: Total cost of the system No reference SWOT analysis The analysis provided highlight the following: Strengths Functional organisation was created for collection and storage of information for vessels carrying hazardous materials on board. Exchange of the above hazardous cargo information with all EU members stations. Weakness There is no organisation and allowance for exchange of hazardous cargo information with non-member states. No information is available for tracing the hazardous cargo after shipment a shore Opportunities System can be further developed to track dangerous goods after shipping a shore handling and storage. Expanding functionality to integrate with IWT. Threats Legal issues for exchange of such information with non-member states. Different level of technical advancement in different countries. Page 40 of 264

41 3.5 Croatia Introduction The existing technologies on information systems concerning the management of dangerous goods (DG) during the transport by vessels at sea and the cargo handling and storage in the ports areas, are described in the following chapters. CVTMIS, the VTMIS system for river monitoring the maritime traffic in the Croatian part of Adriatic Sea Best Case: CVTMIS The CVTMIS will manage the maritime traffic in the Croatian part of Adriatic Sea in compliance with the international and EC requirements and taking into account the memorandum of understanding between Croatia and Italy relevant to SAR, traffic separation schemes, ship reporting system and a common VTS System in the Adriatic Sea. It is going to collect all the necessary information on maritime traffic through different sensors, making possible to process, analyse, display in real time, store and replay all collected data, to share and distribute such information to the competent national and international authorities and institutions. Information collected within the CVTMIS will be available to all government services, as well as subjects having duties and responsibilities in connection with maritime safety and pollution prevention. Limited information will be open to public access. The establishment of the VTMIS is conceived and based on the: Commission White Paper on the European transport policy Directive 2002/59/EC establishing a Community vessel traffic monitoring and information system Chapter V of the SOLAS Convention IALA Guidelines and recommendations Pre-accession Maritime Transport Strategy of the Republic of Croatia (2005) VTMIS Development Strategy (2005) The system s development has been initiated through: PHARE 2005 entitled Maritime safety: Enforcement of Administrative capacity- Monitoring and Management of Vessels - PHASE 1 (duration ). The purpose of the project was the establishment of administrative and technical efficiency of Maritime Administration in monitoring and management of vessels with a special regard to vessels carrying DGs. The project activities included: o Twinning o Education and training of AIS operators o Elaboration of a Conceptual model of dangerous and polluting goods database o Drafting of a preliminary VTMIS procedures and arrangements manual Page 41 of 264

42 o Education and training of personnel on maritime casualty investigation o Study visit to VTMIS resources and component authorities in EU member states o Functional and Technical Study on VTMIS The consortium consisted of THETIS S.p.A. (Team Leader), D APPOLONIA and RINA INDUSTRY. The project development activities: detailed design of the CVTMIS system, design of the CVTMIS data management system, CVTMIS legal and organizational framework, CVTMIS study. PHARE 2006 (phase 2- Supply and setting) In November 2010 a VTS radar system was placed into trial operation to be able to further monitor shipping movements. This VTMIS system was co-financed by the European Union PHARE 2006 programme together with the Croatian government. The system facilitates full coverage of the Croatian sea area of responsibility. This was followed by the introduction of CIMIS, the Croatian Integrated Maritime Information System, creating a National Single Window with a central contact point to all national authorities. This means that master/agent has to provide necessary data only once and a reduction of other conventional reporting requirements. The system will be implemented for the maritime administration in 2012, but will start its full operation from The system is a primary instrument of the Ministry of the Sea, Transport, Tourism and Development (MSTTD). Page 42 of 264

43 Figure 3-6 System Architecture The Data management system will be based on: 1 National Control Centre (NCC) located in Zagreb. Permanent Surveillance over all the routine operations of the RCC and LCC with spot checks, managing VTS on EEZ up to Croatian base line. It intervenes on demand or on its own initiative in critical situations that could involve the maritime safety of the territorial waters or of part of them. NCC will collect arrival/ departure data and other relevant data coming from LCC, for statistical and operational use for NCC and RCC operators (according to the responsible area) and will re-distribute the information to the SafeSeaNet. All other users will access the system through web interfaces: Regional Control Centres (RCC) located in Rijeka, Dubrovnic and Split. Permanent surveillance on internal waters and over routine activities of the LCC and intervenes on demand of LCC or on its own initiative in case of emergency or of a difficult situation Local Control Centres located in the HMO offices in the main Croatian ports: Rijeka, Pula, Senj, Zadar, Sibenik, Split, Dubrovnic, Ploce. Permanent surveillance in harbour area and port approaches and solves all the routine situations. In each LCC located in the main Croatian ports, data of arrival/ departure is collected from agencies and clearance is given, with contribution from the main authorities. Web pages will be made available for all users, agencies, for data collection, and for the Page 43 of 264

44 main authorities, for clearance and collection of additional information. Data will be collected from all the ports that belong to the LCC. The main functions performed by the CVTMIS will be: Maritime traffic image handling; Database handling; System Supervision; Recording and Archiving, Playback and Support to on-the-job training (only at NCC); Training Instructor Module (only at NCC); Interoperability with external systems (only at NCC). Main users: Harbour Master Port Authority Ministry of Sea, Transport and Infrastructure State Port Authority County Port Authority Industrial ports Health Directorate for environmental protection Custom administration Ministry of Interior (police) Navy Agencies Legal framework Regulations on Handling Dangerous Goods, Conditions and Methods of Loading and Discharge of Dangerous Substances, Bulk and Other cargoes in Ports and on the Method of Preventing the Spreading of Oil Spills in Ports. (Official Gazette no. 51/05) Regulations and instructions of the Port Authorities, Regulations of International Convention for the Safety of Life at Sea (SOLAS 1974), International Maritime Dangerous Goods Code (IMDG Code), International Convention for the Prevention of Pollution from Ships, with Protocol (MARPOL 73/78), International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk from 1971 and 1983 (IBC Code 1971, 1983), Code of Safe Practice for Solid Bulk Cargoes (BC Code, 1998.) and Code of Practice for the Safe Loading and Unloading of Bulk Carriers (BLU Code, 1998) Organizational framework No reference available. Page 44 of 264

45 Operational status The operational status of the system is under testing Hardware description Control Centres include: Central VTS server sub-system VTS Recording and Playback Server VHF server VHF Recording and Playback Server Database server sub-system VTS Operators Console Supervisor Console sub-system Training Instructor Console UPS and Diesel generator Remote Sites include: Radar sub-systems with service display and redundant transceiver, radar extractor and tracker VHF Radio Base Station sub-system Radio Direction Finder sub-system Maritime Camera with video encoder Meteo station UPS and Diesel generator of 12KVA Remote site auxiliaries (shelter, mast, air conditioning, power generation backup, lighting protection) Figure 3-7 Croatia VTMIS Sites Hierarchy. Page 45 of 264

46 Figure 3-8 System architecture Croatia VTMIS System Architecture The system consists of the followinf components: RADAR subsystem (10 stations) Figure 3-9 Radar subsystem Page 46 of 264

47 RDF subsystem: 10 RDF Stations - Multiple site overage for triangulation Figure 3-10 RDF subsystem. AIS subsystem: MRCC Rijeka is equipped with AIS Monitoring System covering all of the Adriatic Sea using base stations in 17 different positions. Figure 3-11 AIS base stations METEO subsystem; Geometronics (or Electronic Cartography); CCTV subsystem: 12 Closed Circuit TV Stations - Sensor Type: CCD - Focal Length: 450mm Page 47 of 264

48 Figure 3-12 CCTV subsystem PMIS subsystem port management information system. VHF subsystem: Complete Radio Stations (Duplex voice communications, Distress Signal Calls CH70) - Integration of Plovput CH16 in 8 stations Figure 3-13 VHF subsystem Software description Integration with other existing / future systems: National Croatian AIS Data exchange with AIS National centre in Rijeka MRCC Page 48 of 264

49 Marine Meteorological Centre Acquisition of Meteorological data (raw data and forecasts) From Hydrological Institute Plovput Integration of CH16 radio channel VTMIS PRA Rijeka Exchange of AIS and pseudo AIS data Existing & future Data Management system Lloyd database as consultant database Coverage area In full operation, the CVTMIS is expected to allow full coverage of: the Croatian territorial waters (12NM line); the access waterways to the main ports; the Search and Rescue Area under control of Croatia authorities; the Traffic separation scheme of the Northern Adriatic Sea (TSS); Interface with Collateral system Personnel No reference available Total cost of the system Hardware: Radar system: 5 million, co-financed by the EU PHARE 2006 programme (75 % million) together with the Croatian government. TOTAL: Total disbursed and contracted costs ( ): for documentation and for equipment (radars, AIS, other) SWOT analysis The analysis provided highlight the following: Strengths Simplification of reporting Increased access to data and interoperability to authorities and users Exchange of all relevant information More reliable information Real time data exchange Use of data for operational use Integrated reporting to SafeSeaNet and ADRIREP. Page 49 of 264

50 3.6 Greece Introduction In Greece there are the following examples as best cases: - An advanced VTMIS system. It follows a description of the system Vessel Traffic Management Information System (VTMIS) The VTMIS system is managed by Hellenic National Coast Guard, Akti Vasileiadi, Piraeus, GR-18510, Greece, Tel , URL. The feasibility study for the development of a National VTMIS with an adequate number of VTS centers to cover the entire sea territory of Greece was completed in Based on this study, an international tender concerning the turn-key development of the first phase of the National VTMIS was announced in November In early 2000, the project was awarded to INTRACOM, the Hellenic Telecommunications and Electronics Industry Legal framework Dangerous Goods (DG) is an international standard term for goods covered under the UN Recommendations On the transport of Dangerous Goods. The Definition of 'dangerous goods' covers articles or materials capable of posing significant risk to people, health, property, or environment when transported in quantity. It includes items of common use, such as aerosol cans, perfumes, and paints. They are usually classified with reference to their immediate risk. Although most transport regulations are now closely aligned with the UN Recommendations, the regulations for air, road, rail, and sea transport are not identical. Major international agreements ruling transportation of dangerous goods include: a) IATA Dangerous Goods Regulations, b) ICAO Technical Instructions, c) International Carriage of Dangerous Goods by road, and d) International Maritime Dangerous Goods Code Organizational framework The Vessel Traffic Service (VTS) and Regional Traffic Service (RTS) centers are in effect local operation centers that handle sea traffic management in their area of responsibility. All data collected by the RSS sites are processed, correlated with historical data from local databases and displayed on traffic screens. The VTS operators/supervisors track, organize and manage sea traffic in their area of responsibility by means of a user-friendly environment, which includes state of the art computers with double screen displays and advanced voice communication systems. All VTS Page 50 of 264

51 operator actions and communications are continuously recorded by modern digital recording media. For each individual VTS a different goal is targeted. For example, in Igoumenitsa Port the RTS s main goal is the safe passage of cargo and passengers through a narrow fairway surrounded by swallow waters and the management of this choke point especially in view of future traffic demand increase when the port will become part of a major European commercial corridor connecting rest of Europe with Turkey via the Egnatia Odos Motorway. In Corfu Island VTS, as far as it concerns facilitation of traffic and safety, one of the main goals was the speed control of high-speed ferries sailing along the beaches, which seasonally are full of swimmers enjoying the natural beauty of the island. Before the VTS implementations, serious incidents, even drowning have been reported due to waves raised by passing by vessels. In Patras VTS the traffic organization deals mainly with the facilitation of navigation in a narrow passage which experience a temporal (4 year long) heavy cross traffic created by numerous barges and construction boats working for a major bridge construction in the Rio- Antirio area. Finally, the Greater Piraeus area faces with all these traffic related problems of a big port which annually serves more than 100 thousand ship arrivals, 16+ millions metric tones of cargo, more than a million TEUs, thus accommodating around 87% of Greek external trade, while in parallel ~14 million people, most of them tourists, are commuting annually through its terminals. Big tankers, giant containerships, every type of freighter sailing among world s biggest cruising vessels and very fast ferries, dredges, fishing and pleasure boats comprise a dense maritime population which constantly interferes and interacts with the land based facilities and resources like refineries, port utilities, cranes, loading facilities, points of logistic services (agents, offices, banks, etc.). All VTS and RTS centers have been developed by MMM with the purpose to facilitate marine traffic, improve the safety and security of mariners and protect the marine environment. These centers provide their services on a continuous 24-hour basis from the local HCG facilities, and their role is characterized as administrative and operational within their AOR. These services are performed in the following three steps, which repeat continuously in time, as long as the VTS is considered operational: Data collection to build a traffic image, Data evaluation of the traffic image to ascertain the need of interaction, and Data dissemination to respond to traffic situation. This iteration does not run automatically, but usually includes specific activities/ participation by the VTS operators. The first step corresponds to external verbal communication via VHF and/or telephone calls from ashore. In the second step two or more operators from the same or adjacent VTSs communicate and agree upon specific actions or evaluations to be made. Finally step three again includes external communication with vessels to respond to traffic situations developing in the VTS area Operational status The operational status of the system is fully operational. Page 51 of 264

52 System description Vessel Traffic Management and Information Services (VTMIS) intend to respond to public and private demand for facilitating Vessel Traffic Management. Vessel Traffic Management and Information Services include services distributed in given areas (at regional, national or transnational level), the pertinent information to be used both in real time and in retrieval modes by users involved. The Hellenic National Vessel Traffic Management & Information System aims to improve the security, safety and efficiency of maritime transport and also the protection of the marine environment. The system monitors and manages vessel traffic in real-time covering the needs of waterborne transport in its territory. It is responsible for data collection from local VTS centers, processing and distribution to authorized and interested parties at regional, national or transnational level. The enlarged EU's encouragement and efforts to increase the "share" of commerce carried by sea go hand-in-hand with the need for such a system, which protects and safeguards its south eastern borders and eliminate major marine transport issues, namely maritime accidents, pollution of the marine environment, congestion of sea routes, inadequate exploitation of ship service resources, illegal trade and terrorism. Considering Greek geography, one can easily characterize it as a particularly "sensitive" region: an extensive coastline of km, islands and dense local and international shipping traffic. With the aim to enhance safety of navigation in the sea area and port waters, the VTS centers, are installed in areas under Coast Guard responsibility and are charged with enforcing sea traffic management regulations, in a manner similar to the one applied by air traffic management centers. The VTMIS center is located in the central HCG Headquarters in Piraeus and is the National supervisory body that receives on constant basis information from all VTSs, processes the data centrally, composes a National Traffic Picture, evaluates it, assists in special or multiple operations and finally distributes relevant information to other competent authorities like the Police or the Port Authorities. The VTMIS cooperates closely with other national information collection/distribution centers, as well as the corresponding centers established by other EU countries. The VTMIS has a rather strategic role, offering a valuable tool for collectively analyzing national traffic data, performing strategic planning of maritime developments and helping in the establishment of new traffic rules and regulations. Also in the future will be the main participant to other peer National or European agencies of the same nature. Surely the above-mentioned safety orientated services to a large extent also contribute to the security of traffic. The aforementioned function can be enhanced still by co-operation and action agreement with different maritime and security services, which become active in the same or adjacent areas. As such an example we refer to possible communication of the central VTMIS database to external databases like the Siren one employed by all Shengen Treaty countries or alternatively the interconnection of the National VTMIS with national vessels black lists. The latter falls into the category of Co-operation with allied Services supporting the whole community of maritime organizations. The objectives of the national VTMIS system are as follows: the facilitation of vessel traffic; the prevention of marine accidents; the improvement of search and rescue services; Page 52 of 264

53 the protection of marine environment pollution. The VTS operational areas are divided into sectors and each centre is in charge of their area of responsibility. The real target track, digitized radar video and other track information are displayed on the workstations. The tracked target data is transferred to a marine information database and the identified vessels particulars as well as the details of the movements are extracted from this information system. The system comprises of: 1 supervisory national centre in Piraeus defined as VTMIS centre; 7 VTSs systems (in Piraeus, Patra, Antirrio, Rafina, Lavrio, Corfu and Igoumenitsa); 13 Remote Sensor Sites (RSSs); Appropriate display equipment onboard 5 Coast Guard patrol vessels. The VTMIS centre is the national supervisory body. It has an administrative role and access to the data of every regional VTS or a combination of them. The VTMIS centre receives real time traffic images from all VTSs via redundant high-speed data lines and dedicated radio networks. Then it analyses data, elaborates a traffic picture for the areas covered by each VTS station and distributes the relevant information to the local Port Authorities or other competent authorities, for their use Hardware description The first phase of the project covered the greater Piraeus area and selected areas of the Ionian Sea. The central VTMIS node is located at the Hellenic Coastguard HQs and is connected to the regional VTS centers, each of which handles the processing of sea traffic data collected by the local sensor stations. The VTS centers are installed in areas under Coast Guard responsibility and are charged with enforcing sea traffic management regulations, in a manner similar to the one applied by air traffic management centers. During the first phase of the project, three (3) VTS centers, two (2) Regional Traffic Services (RTS) centers and eleven (11) Remote Sensor Sites (RSS) were installed. Each RSS includes appropriate sensors, equipment and systems for the collection and on-site processing of all sea traffic and environmental data from the designated area. Page 53 of 264

54 Figure 3-14 Remote Sensor Site The Remote Sensor Sites are unmanned and tailored to specific local requirements, and may include: Radar Transmitter/Receiver (TX/RX) AIS (Automatic Identification System) base station RDF (Radio Direction Finder) VHF Transmitters / Receivers (marine & aero) Daylight, low-light and night vision (thermal imaging) cameras Meteorological sensors Radio links Figure 3-15 Daylight, low-light and night vision (thermal imaging) cameras The 11 sensor stations (RSSs) ensure a 24 hours flow of information and data. They include two (2) AIS base stations, transmitters and receivers, CCTVs, Direction Finder and environmental sensors. Additionally, as part of the project s initial phase, automatic systems for communicating sea traffic image were installed in five (5) Coast Guard patrol boats, linking them with the VTMIS center. Page 54 of 264

55 Figure 3-16 Coast Guard Patrol Boats Finally, seven (7) additional regional Coast Guard Stations were appropriately equipped to both receive and input VTMIS-related traffic information data. The architecture of the National VTMIS system is presented in the figure below. Figure 3-17 Architecture of the Hellenic National VTMIS VTS Centre Operation The VTS and RTS centers are in effect local operation centers that handle sea traffic management in their area of responsibility. All data collected by the RSS sites are processed, correlated with historical data from local databases and displayed on traffic screens. All VTS operator actions and communications are continuously recorded by modern digital recording media. The VTS comprises of a number of sensors and systems and the essential elements include: A radar system (or systems) An extractor and tracking system A multi sensor tracking system A display system with operator workstations A logging and replay system Page 55 of 264

56 A Local Area Network (LAN)/Wide Area Network (WAN) The radars which are the basic sensors of the VTSs have an approximate operational range of nm, depending on the weather conditions. The shore based radars connected to the VTSs, provide overlapping radar coverage of the waters they monitor, to avoid possible lack of coverage (gaps) over these areas. The VTS operational areas are divided into sectors and each operator is in charge of his responsibility area for traffic surveillance. The real-time target track, digitized radar video and other track information are displayed on the operator workstation. The tracked target data is transferred to a marine information database and the identified vessels particulars as well as the details of the movements are extracted from this information system. The VTS display is based on the Electronic Chart Display Information System (ECDIS) concept, utilizing a vector based Electronic Navigation Chart (ENC) in accordance with the IHO S57 Ed. 3 standard. The VTS display allows multiple window displays and each window can display system tracks and digitized radar video. Target assignment, prediction, warning and alarm functions are available to help the operator in monitoring the traffic situation. Figure 3-18 Electronic Chart Display All the above-mentioned systems and peripheral devices are connected together via the LAN that uses the principle of duality in order to achieve no single point of failure as far as possible. All the LAN equipment can be monitored from any single center at a technical workstation where the network management software is resided. Each remote site is configured as a WAN node to each control centre. Every site is connected to a control centre via microwave links and communicates radar data, VHF voice communication, CCTV and environmental sensors data, control signals etc. The VTS receives UTC time via a reliable accurate GPS time receiver, converts it to the local system time and makes it available for use by all subsystems and equipment. Page 56 of 264

57 The VTS Logging and Replay system (LRP) performs logging of real time VTS information for subsequent playback and analysis. The information recorded include all target tracks and related data such as target assignment and warning data, digitized radar video, system warning, operator actions, radio communication, telephone communication and other system data. All data are time stamped during logging. The replay is carried out at the operator workstation and includes normal play, function, stop, fast forward, fast backward and play speed factor. A very innovative part of the project is the installation on-board five (5) HCG vessels of the appropriate radar, computer for marine purpose, and radio data-communication devices in order to automatically exchange dynamic traffic picture and other data base queries with the National VTMIS center. Since past year, these vessels are carrying AIS transponders serving as a test bed for the HCG authority that wanted to test and evaluate this technology both as a target tracking and data transmission device Software description The VTMIS is a state-of-the-art system based on an open architecture solution. High priority has been given to the system design concepts including the system reliability, availability, flexibility, expandability and maintainability. The system design incorporates a high level of redundancy and a completely distributed system with a no single point of failure philosophy as far as possible. In addition the design focuses upon key operational issues like userfriendliness, ergonomic and lucidity. The system software design is based on a client/server principle. The main software is called MTM 100 and it was developed by Lockheed Martin. Figure 3-19 VTMIS main software / user interface The national VTMIS' features may be highlighted in the following: Compatibility with international standards (IMO, IALA, IEC, ITU) Capability to disseminate information to interested third parties (e.g. maritime agencies, pilot services, customs, port authorities, etc.). Display of data collected by different types of sensors on an integrated work environment. Remote diagnostics and control of RSS equipment. Page 57 of 264

58 Distributed and synchronous information processing High reliability and availability Considerable local added value Open architecture As far as it concerns the issue of computer security that becomes more pressing in nowadays as vastly more computers and networks have been linked to the Internet. HCG chose the way of the total isolation of all VTSs from the outside world. Only for the VTMIS centre there are plans to interface to the Maritime Community through high security encrypted connections and/or with the use of Firewall. This comes as a necessity since many public and private computers still have not been properly configured to block outsiders, and security components of operating software often are left set on the lowest default level to ease installation Coverage area The following picture depicts the coverage area of the system. The dark blue colour of the map below shows the maritime areas covered by the VTMIS (maritime areas of Corfu and Igoumenitsa in north west Greece, Patra and Rio-Antirio in west Greece, the Attica region, south Evia Island and Andros Island in central Greece). Figure 3-20 Area of coverage Interface with Collateral system No reference available Personnel Technical: 5 Administration: 103 (including Supervisors, Operators and Administrators) Management: N/A Page 58 of 264

59 Other: N/A Total cost of the system The source of financing are National funds and EU funds. The total cost for the construction (including hardware/software) of the system was ,03. About annual cost of running the system, the procedures for the final acceptance of the system are under implementation. Until the time of the final acceptance of the system, all the expenses (such as technical support, operational costs etc.) of the system are covered by the contractor SWOT analysis The analysis provided highlight the following: Strengths: Interoperability of the system Weakness High maintenance cost The need for continuous upgrade of hardware & software equipment that will support new technological trends; Opportunities Provide monitoring services in other media (e.g. mobile phones). Threats Integrated systems that provide multiple information. Page 59 of 264

60 3.7 Hungary Introduction In Hungary there are the following examples as best cases: - An advanced RIS system, named PannonRIS - A system for monitoring of rail wagons and relevant goods, named VIHAR - Network Data Supply System for Rail It follows a description of the systems Best case: PannonRIS system Organizational framework The system is operated by the National Transport Authority and provided by RSOE - Rádiós Segélyhívó és Infokommunikációs Országos Egyesület. (National Association of Radio-DistressSignalling and Infocommunications) 1089 Budapest, Elnök u. 1. More information can be obtained at Operational status The operational status of the system is working. A third phase is planned. The system is built with EU, national and own funds. Page 60 of 264

61 System description The system provided includes a RIS system and an environment centred control system. Notices to Skippers: - On the site of PannonRIS ( is the 3.0 version of the XSD standards for NtS expletive area, which ensures the administration of the FTM messages according to the actual legislations. Regarding to the ice and water level information, the interface between VITUKI AND RIS- Centre was established. Electronic ship reporting: - The development and testing phase regarding to ERINOT (1.2g XSD) and ERIRSP (1.2c XSD) messages was in progress within the IRIS Europe II project and the pilot will be continued in the IRIS Europe 3 project. Dangerous cargo transport can be reported with the use of this service. Vessel tracking and tracing: - For the Hungarian Danube section ( rkm) the Inland AIS infrastructure for the coasts is available. - The giving of the Inland AIS for the ships is under way with the lead of NKH. Electron Chart Display and Information System: - On the site of PannonRIS.hu the Inland ECDIS 1.02 standardized electronic navigational charts (Inland ENCs) are map is downloadable, which was developed by VITUKI. - The development and actualisation of the ship following/replay module is in progress. General information: - The fulfilment of the tasks in the contract for operation of the Hungarian Fluvial Information Services from The related activities are happening continuously on the basis of the contract. The modules in their final status will be uploaded constantly to the new site of It is extraordinary important to send the ship data for the European Ship Database regarding to 2008/87/EU guideline, which will be indispensable for the administration and control of ships with Inland AIS gears Hardware description 15 pieces of communication base-stations 11 pieces of AIS base-stations 3 pieces of controller and 2 correction stations provide the shore infrastructure for the navigation VHF radio channels 10, 16, 22 and the AIS network together with a microwave backbone and the RIS Centre itself. Page 61 of 264

62 Within the frames of the IRIS Europe II project, financed by the European Union and the Ministry of National Development, the Inland AIS transponder untis and accessories were given for use. The use of vessel tracking and tracing equipment were initiated compulsory on the Hungarian section of the Danube, which increases the safety of shipping navigation. For the implementation and use of the River Information Services, The Hungarian National Transportation Authority (Nemzeti Közlekedési Hatóság) has given the Inland AIS transponder equipment for the winners of call for utilization for 5 years Software description The software are own developed applications. For more information on the standards please see point 12. Further information: /jogszabalyok Coverage area Hungarian section of the Danube ( rkm) Interface with Collateral system Based on the international specifications, some of the RIS software of different countries are able to communicate with each other (see: Austrian-Slovakian-Hungarian interconnection). Page 62 of 264

63 Based on the international standards the hardware components can work together (see: Inland AIS transponders coastal AIS system connection within whole Europe) Personnel Within the staff of RSOE about 20 people are working on the development, operation and management of the PannonRIS system Total cost of the system No indication SWOT analysis Strength - 24 hours service - Experts of shipping and of dangerous goods - Software is compatible with the European standards - Communication independent from language - Modern technical equipment Weakness - legal background on EU level Possibilities - supporting the environment - increasing navigation safety - online tracking of water transportation of dangerous goods Threats - open position databases ( SWOT analysis by users The analysis provided shows the following: Strength Safety of loading area Cheapness compared to the EU This is the first such port system. environmentally friendly Weakness Markings of the containers not obvious because of the damages. Imperfection of markings the technique is not yet settled the Hungarian legal background is not uniform the Hungarian technical background is not uniform Page 63 of 264

64 Possibilities Using security advisors to avoid problems during transportation. Use of special packing in the transport of dangerous goods, so that they will not be counted as dangerous any more to be improved multiplying and further settlement is possible Threats The labels signing the dangerous materials are taken down often, so it can not be controllable further on special highway codes for dangerous goods The dangerous goods are labelled differently than the container contains. not sure that the right system will be generated on the Danube practical realisation of the legal environment the system will not be controlled after development Note The shipping companies are interested in the tracking and tracing of the goods. The one who loads and starts the goods is responsible for everything. During its way, a lot of things could happen with the cargo: collisions, damages, and also the proper labelling can be damaged as well Best case: VIHAR system Organizational framework System is operated by: GYSEV Zrt. H-9400 Sopron, Mátyás király u Operational status The status of the system is fully operational. The system was built with own funds System description Our system, which is called VIHAR, focuses on the rail wagon monitoring, following and information fastening and flow. The General structure of the system is modular, the most important modules are the following: traffic and commercial modules. The users of the VIHAR system are our employees, who are recording all important and relevant information in connection with the running of rail wagons. It is very essential, because of this additional information processing is the basic of the necessary formular emission and the settlement. To sum up, the clients can see only this face, where they can write the number of this rail wagon, which they are looking for, so they can follow, where is running the rail wagon on the Gysev s line. Page 64 of 264

65 Presently, the system can follow the rail wagons only on its own lines. You can find this client face on the website of the company. Of course, if our partners have got any other questions, they can get answer via our colleagues by the help of this system. The system is named Integrated Network Data Supply System for Rail VIHAR, made by GYSEV Zrt company, focus is on rail monitoring, and main goal is to followup rail wagons. The system is based on the following: Main features: following of rail wagons General structure: modular Geographic area: Ebenfurth-Sopron-Győr, Sopron-Szombathely-Szentgotthárd Main users: Employees of GYSEV Zrt. and GYSEV CARGO Zrt., the departments Segmentation and structure of system: traffic and commercial module Future developments and plans expected are the following: expanding the lines overtaken on (Rajka-Csorna-Porpác-Szombathely-Zalaszentiván, Körmend-Zalalövő, Kőszeg- Szombathely) Hardware description Server: HP proliant server, Linux operating system Client: HP / DELL notebook, or HP / DELL desktop computer Windows7 / XP operating system Software description Server: ORACLE database Client: ORACLE Forms, Reports, Discoverer Main features are the following: Main functions: reckoning, wagon-registering and trade system for railways Structure: Traffic and trade module (statistic module) Main standards: Operation systems: Unix, Windows Integration with existing or future systems: SAP, local human system Coverage area Here is the reference area (rail lines Ebenfurth-Sopron-Győr Sopron-Szombathely-Szentgotthárd). Covered area is the following. Page 65 of 264

66 GYSEV infrastructure New GYSEV infrastructure Vonalátvétel: október 1. MÁV infrastructure Figure 3-21 rail infrastructure Interface with Collateral system No reference Personnel The system is managed by the following staff: Technical: 14 persons Administrative: 1 person Management: 1 person Other: 1 person (education) Total cost of the system No reference SWOT analysis The analysis provided highlights the following: Strength Own development for own needs. Page 66 of 264

67 Some parts are also for partners accessible Weakness Hard to integrate with other railway systems. The wagon movement is only traceable on own lines with the help of the system. Possibilities Expend to new lines. Integration with other systems. Threats No reference Best case: Dispatcher Centre for Inland Navigation The reorganized and rebuilt National Transport Authority Dispatcher Centre for Inland Navigation (operated by RSOE in a 24/7 service) makes use of existing calamity abatement procedures and is on-line contact with the disaster management organisation. The Governmental Decree 219/2007. (VIII.15.) and the ministerial decree 45/2011. (VIII.25.) are describing the single point of contact when information communication needs to be done with regard to inland navigation on the Hungarian section of the Danube. This is relevant e.g. for dangerous cargo transport and calamity abatement related communication as well. The main information flow when encountering an accident or incident is shown on the below chart. The single point of contact is the PannonRIS system that distributes the information to the relevant organisation based on the type of the accident and incident. The National Directorate-General for Disaster Management is responsible for calamity abatement and also the controlling on dangerous cargo transport on inland waterways (according to Governmental Decree 312/2011. (XII.23.)) in Hungary. The Hungarian National Page 67 of 264

68 Ambulance and Emergency Service is responsible for life support. In IWT calamities on the waterway (especially the Danube) have to be reported to the RSOE Dispatcher (Calamity) Centre who is than responsible to contact the relevant organizations. The detailed information flows have been prescribed in the former TEN-T project Dangerous Cargo Transport Monitoring on Inland Waterways. The most relevant participating organisation in this field are: o National Directorate-General for Disaster Management ( o Danube Water Police Captaincy ( o Hungarian National Ambulance and Emergency Service ( o Ministry responsible for transport (Ministry of National Development, o National Transport Authority ( o Transportation Safety Bureau ( o National Water Management Directorate ( o RSOE Calamity Centre ( The main procedure can be considered general by means of processes, however, the chain of information providing is different for the certain cases such as: o collision, leaking, sinking o fire o death or bad accident o accident with ADN vessel o other The information flow procedures are described in the following graphs. Page 68 of 264

69 Page 69 of 264

70 Calamity happening on the Danube waterway in Hungary has to be reported to the RSOE Calamity Centre who informs other national organizations. These organizations order their offices) There are national authorities with full responsibility, but there are fields that are divided by regions (e.g. three water and environment directorates along the Danube). Page 70 of 264

71 3.8 Italy Introduction In Italy there are some good examples: - LOGIS system, a PCS system in port, able to collect data on DG for arrival / departure ships; - HACPACK (Hazard Assessment Computer Package), a system in port area that allows the monitoring and control of risk associated with the dangerous goods handled - UIRNET, a platform dedicated to the improvement of efficiency and security of the Italian logistics system (interport logistic area) where dangerous goods are monitored LogIS is a good example of Port Community System. The system is a web-based platform which consists of a series of application modules dedicated to the management of document workflow related to the port processes. The HACPACK system considered a good example because the software represents a valid element able to improve and make even safer the transport of dangerous goods by sea. The system is already fully operational in a large water area and particularly in important Italian ports in Ligurian Sea, Tyrrhenian Sea and Ionian Sea. The Italian Ministry of Infrastructure and Transportation - General Command of the Harbour Masters Corps, reported to all Maritime Authorities and all Ports the usefulness and effectiveness of software for the performance of procedures related to risk assessment arising from the variability of the dangerous goods stores. This software is also effective for the preparation of a Port Emergency Plan, corresponding to the existing real risks. The UIRNET system is considered a good example because the system is an important initiative a national level, supported by institutional subjects and involving many important companies and experts in the logistics field. A pilot is available and integrated with PCS application in port. UIRNet is a clear and safe system which can be integrated into other public and private systems, with applications that use existing steering technologies and can evolve rapidly. The system is modular and offers a lot of services to many actors of logistics processes. UIRNet can definitely improve the efficiency and security of logistics chain and develop a community system and the use of shared standards. It follows a description of the best cases. Page 71 of 264

72 3.8.2 Best case: LOGIS System description Venice port area Venice Harbour is formed by the inner waterways included between the coast and the two straight lines joining the following tuning points: 1) N E 2) N E 3) N E Main features are the following: - 20,450,000 sqm - The vast area on which the Port of Venice is situated is exploited for the port's logistics activities. It is an ideal location for receiving and processing both inbound and outbound cargo. - 30,000 m of quayside active berths - The Port of Venice can simultaneously host numerous ships of different shapes and sizes. Page 72 of 264

73 - 205 km of internal railroad network - The Port of Venice is currently expanding its already vast internal railway infrastructure to enhance multimodal transport terminals - With its 7 commercial terminals, 7 passenger terminal and 19 privatelyowned terminals, the Port of Venice welcomes all kinds of traffic. - 18,000 workers, employed directly by the port or by associated industries - The Port of Venice is a major resource for the economy of Venice and the Veneto region kg/teu - 97 kg/teu of CO2 are saved by choosing the Port of Venice rather than a northern European port to transport containers from Asia to Munich. - 2,000,000 passengers/year - Venice is a major cruise ship home port in the Mediterranean. Access from the sea The Port of Venice is situated in the Venice lagoon and can be accessed year-round, 24/7. Constituted of two port areas, Marghera and Marittima, the port offers 30 km of quayside where ships are berthed. The Port of Venice is the only port in Italy to have an inland waterway port. Navigation along the only navigable river in Italy connecting the sea and the inland enable cargo, including containers, to be transported by barge to Cremona and Mantua Page 73 of 264

74 Railroad access The Port of Venice is served by an internal railroad network of 205 km. It has its own marshalling yard and is connected to the main international railroad corridors. The Venice Port Authority plans to extend its internal railway system as a means to support intermodal and sustainable transport. The port's railroad network The Port of Venice is served by an internal railroad network that stretches for over 200 km. The rail tracks reach the different terminals and also run along the quayside. The tracks serve both commercial and industrial traffic in the Marghera cargo port. The Marghera railroad yard The Marghera railroad yard connects the Port of Venice to the main international railway network through the Venice-Mestre station. Trains are allowed to stand or transit through the Marghera railroad yard after loading/unloading operations. Connections to main international railway lines Trains can easily reach the main European destinations from the Port of Venice. Trains travel in four main directions: Venice Milan Turin Lione; Venice Udine Tarvisio Vienna; Venice Padua Bologna Rome; Venice Trieste Ljubljana Budapest. Extension of the railroad network Welcoming the European policy aimed at enhancing railroad freight transport, the Port of Venice plans to develop and modernize its internal railroad network. Initiatives, either already in progress or planned, include: the extension of the Marghera freight yard (9+7 tracks supporting up to 40 trains/day); the electrification of the second track entering the Railway Station of Venice Mestre; the construction of a new direct link between the Chemical Peninsula of Fusina and the Venice-Milan line to bypass the Mestre station; a second track to add to the existing one in via dell Elettronica to support the Motorways of the Seas Terminal; the construction of a Railroad Park serving the new container terminal and the Distripark to be erected in the area formerly occupied by the Montefibre plant. Road access The Port of Venice has direct access to national and European roadways (Corridors I, V and the Adriatic-Baltic corridor). The Venice Port Authority is striving to improve the road access to the commercial and passenger terminals. This will also relieve roads from heavy traffic and increase their safety. Marghera (cargo) The Port of Venice includes two main port facilities: Marghera and Marittima. Cargo traffic inbound and outbound from the Marghera facility (hosting the commercial and industrial terminals, and the firms working in the port) travels down via dell Elettricità which is directly linked to the Romea State Road (SS309-E55), the Padana Superiore Regional Road (SR11) and the motorways (A4 and A27). In turn, these roads link the Port of Venice to the Lisbon- Page 74 of 264

75 Kiev, Berlin-Palermo, Adriatic-Baltic European Corridors. Marittima, S. Marta, S. Basilio (passengers) Road access to the Marittima area of the Port and other port facilities located on the island of Venice (S. Marta and S. Basilio) is provided by the Ponte della Libertà which is well connected to the Romea State Road (SS309-E55), Padana Superiore Regional Road (SR11), the Triestina State Road (SS14) and the motorways (A4 and A27). Improving the roadways The Venice Port Authority (VPA) works with other institutions to relieve the local roads of heavy traffic, especially in view of the port's future transformations (new Sea Highways Terminal, new container terminal and annexed Distripark). New initiatives will include implementing roundabouts, redesigning the intersections with major roadways, constructing a fly-over, extending the connection roads to primary routes and widening via dell Azoto and via dell Elettronica that lead to the port. The road system inside the Port itself will also be redesigned. Plans to build a new roundabout are in place to more efficiently distribute traffic directed towards the Marittima. Once it has been completed, access to the Marittima and the Tronchetto will flow freely even during peak periods. The new roundabout will also provide easy access to the planned multi-storey garage and will allow a new bus stop to be positioned near the intermediate station of the People Mover monorail. The Port of Venice has direct access to national and European roadways (Corridors I, V and the Adriatic-Baltic corridor). The Venice Port Authority is striving to improve the road access to the commercial and passenger terminals. This will also relieve roads from heavy traffic and increase their safety Needs related to DG Transport Main needs are the following: 1. Integration between the AIS component of LogIS, the Port Community System of Venice, and the data from the Dangerous Goods documents created through LogIS by Shipping Agents and authorized by Harbour Master: Page 75 of 264

76 2. enhancement of integration between LogIS and other local systems (STIM, SIMNAV, SaFE, etc.) in order to gather more information concerning the ships in the Port of Venice, their cargo, route, position and operations; 3. creation of a continuity of monitoring along the logistics chain of the dangerous goods transport (sea, river, port, road, railway, intermodal logistics centres, etc.), with the help of tracking & tracing systems and through the data exchange among local and national/international systems (RIS, VTS, etc.) Legal framework The Italian legislation concerning the Dangerous Goods is divided in: IMDG CODE (International Maritime Dangerous Goods Code) Dangerous goods in packages, IMSBC CODE (International Maritime Solid Bulk Cargoes Code) Solid bulk cargoes, IBC CODE (International Code for the Construction and Equipment of Ships carrying Dangerous Chemicals in Bulk) Chemical products in bulk, IGC CODE (International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk) Liquefied gases in bulk, Petroleum products. IMDG CODE The transport of Dangerous Goods by sea is a very sensitive issue for Italian ports and, in general, for the Italian Institutions. The first rule on the subject, which introduces in Italy the Page 76 of 264

77 concept of dangerous goods in packages, was the Decree of the President of the Republic of May 9, In the year 1994, with the Law No. 84, the "General Command of the Harbour Masters" was established; this law gives Harbour Master responsibility for safety of navigation in port. Afterwards other Decrees ratified the international IMDG Code in its entirety, particularly the Decree of the President of the Republic No. 6 of June 2005, which says that the transport of dangerous goods must be carried out in accordance with the requirements of the IMDG Code, and the Decree No. 278 of March 2006, concerning the procedures for the issue of the authorization for the shipment and maritime transport of dangerous goods, as well as for the permission for unloading and transhipment to other vessels. Hereafter, various amendments and other laws was issued, until the rule of November 24, 2009 of the General Command of the Harbour Masters, which introduces the training obligation for the personnel involved in the transport of dangerous goods in accordance of the IMDG Code. IMSBC CODE For solid bulk cargoes the national legislation of reference is the Executive Decree No of November 3, 2010 of the Italian Ministry of Infrastructure and Transportation, which makes executive the safety standards and administrative procedures for the issue of the authorization for the shipment and maritime transport and for the permission for the unloading of solid bulk cargoes; in this way the code IMSBC was entirely ratified. A local law, moreover, was issued by the Venice Harbour Master: the Ordinance No. 8/2011 of January 25, 2011; this rule obliges the ship owner or the shipping agent to send by fax, 24 hours before the arrival of the vessel in the port, some documents relating to the ship s cargo. IBC CODE The chemical products in bulk, which are governed by IBC CODE, must comply with the local Ordinance No. 82 of 2007 of Venice Harbour Master, which provides a regulation relating to the loading and unloading of "dangerous liquid chemicals" and the prevention of pollution by "noxious liquid substances." In the Decree No. 673 of August 2007, the Italian Ministry of Transport issued a directive about the standards for the maritime transport of dangerous goods in the gaseous state in bulk, the standards to lighten a vessel and the administrative procedures for the issue of the authorization for goods loading and unloading. Furthermore, the local Ordinance No. 4 of 2008, released by the Venice Harbour Master, approves a rule on safety for the handling and carriage in bulk of dangerous substances in the gaseous state, so as defined in Chapter 19 of the IGC CODE. Petroleum products Finally, as regards the petroleum products, there is an Ordinance of the Venice Harbour Master, the No. 114 of 2007, which approves and makes executive the regulation for the Page 77 of 264

78 security of ships used for the carriage of petroleum products in bulk and derivatives in the liquid state, as well as any other combustible or flammable liquid substance. As regards the national regulations about dangerous goods transport along rivers, with the Legislative Decree No. 35 of 2010, Italy has implemented the European Directive No. 2008/68 on the dangerous goods transport on road, railway and inland waterways, both within a State and among the States of the European Community Organizational framework In Venice the LOGIS system is implemented in NETHUN S.p.A., MARITTIMA, FABBRICATO VENICE (ITALY), The users of LogIS are all the stakeholders of Venice Port Community: Harbour Master (the Maritime Authority in Italy), Venice Port Authority, Shipping Agents, Forwarding Agents, Pilots, Mooring and Towage Operators, Port Facilities operators, Customs Officers (Guardia di Finanza), Rail Operators and so on. Please see more details in the next paragraphs Operational status Fully in operation, and made with internal funds System description LogIS is the Port Community System of Venice. The system is a web-based platform which consists of a series of application modules dedicated to the management of document workflow related to the port processes. The actors are all operators/stakeholders who, within the Port Community, play a role in the maritime-port-logistics and transport cluster (Harbour Master, Shipping Agents, Forwarding Agents, Pilots, Port Facilities, etc.). The system consists of the following main components: Ship Module : it is dedicated to the management of the "ship formalities" related to the authorization processes which take place from the entry of a ship into the port until its exit; it has as main actors the Shipping Agents and the Harbour Master; this module can also display and process the AIS data of the ships; Security Module : it provides tools to manage the requests for access permits into the port and it is integrated with the access control component of the SaFE (Security and Facility Expertise) system, dedicated to video surveillance and access control; Port Labour Module : it deals with the management of information about companies which operate within the port, about the workers and their training, qualifications, injuries, roles within the company, etc.; Cargo Module : it provides the details about goods loading/unloading at the port terminals and it deals with the activities related to the traffic management of the Page 78 of 264

79 goods wagons; in addition, the development of a component dedicated to the management of goods gate-in/gate-out processes is planned; Customs Module : it is a prototype component, under review and evaluation, dedicated to the support to the electronic generation of customs documents for import and export (Arrival Cargo Manifest, Departure Cargo Manifest, ENS, EXS, customs certificates, etc.). All system components are integrated into a single platform, both in terms of application and database: in this way LogIS fulfils the logic of the "single window system". LogIS is also open to the dialogue with third-party applications through a component specifically dedicated to EDI (Electronic Data Interchange). The LogIS Ship Module consists of the following documents and functionalities: Monitoring of vessels in the roadstead, General Declaration (Request of landing), Service Request (Pilots, Tugs and Mooring), Pre-Arrival, Notice of Arrival, Annex 1, Garbage Declaration, Retention of waste on board, Pilots manoeuvre, Tugs manoeuvre, Mooring manoeuvre, Page 79 of 264

80 Departure Declaration, Documents about Dangerous Goods, Integration with AIS, Digital signature, Details of ship, Encodings (ships, ports, states, etc.), Inland waterways transport management, Historical data archive, report and statistics. The main users are: Harbour Master, Shipping Agents, Port Facilities, Pilots, Mooring and Towage Operators, Customs Officers (Guardia di Finanza), Venice Port Authority. LogIS is integrated with the port s gates access control component of SaFE (Security and Facility Expertise) system and it has a software application dedicated to the management of formalities to obtain the permission to enter into the port. Through the Security Module you can: display in real time the access control data about people; display in real time the access control data about vehicles (cars and trucks); search for transit data on the basis of time interval, user, company and gate; export statistics and create graphs about daily and average transits, on the basis of the gate, the company or a time interval; manage the requests for the annual port access permits; export data about the formalities to obtain the port admission; export users personal data and companies information data; export data about the port admission cards (badges); manage the requests for the temporary port access permits (component in testing). The users of the system are the Venice Port Authority, the people who need to get into the port and all subjects which can authorize the access (Venice Port Authority and other authorized subjects). The LogIS software component Port Labour Module allows to do the following main activities: management of port company information, management of port workers' personal data, management of the working conditions, management of the company heads, management of workers' training, management of workers' qualifications, management of labour injuries, management of mechanisms and equipments, reports. The users are the companies which work in port and the Venice Port Authority. Page 80 of 264

81 Through the Cargo Module LogIS can provide detailed information on loading and unloading of goods at the port terminals, including data on beginning and end of the operations and on goods loaded or unloaded (type, class, group, etc.). The system can also manage electronically the process concerning the order of railway wagons for transportation of goods, both incoming into and outgoing from the port. Here in detail the features which are currently operational: details on goods loading and unloading operations at the port terminals, details on goods loaded and unloaded, reports and statistics on operations and goods, request for goods wagons, details on trains and transported goods, reports and statistics on trains and transported goods. A detailed analysis on the processes of gate-in/gate-out of goods in port is also in progress; this analysis will lead to the implementation of a software component dedicated to the electronic management of the process concerning the entry and exit of trucks into/from the port. The main users are: Shipping Agents, Port Facilities, Forwarding Agents, Customs Officers (Guardia di Finanza), Venice Port Authority, Rail Operators. The LogIS Customs Module, a prototype component under review and evaluation, is dedicated to the support to the generation of customs documents for import and export; on the basis of the present project idea it has the following main functionalities: acquisition of customs certificates, issued by or received from Port of Venice Customs; acquisition of clearance notice; input of non-digitized customs certificates and input of customs certificates issued by other Customs but related to goods that are leaving the Port of Venice; list of customs certificates related to containers cleared or uncleared in the port; search for data which are pertaining to every customs broker and/or other subject who declared goods to Customs; view of the customs readiness by Shipping Agents and/or Port Facilities; acquisition of the Loading List, the list of containers/goods that are going to be loaded, with the pertinent customs data; acquisition of goods arrived at the port, in order to obtain the references to A3 documents related to containers for transhipment and which have to be inserted in the Departure Cargo Manifest; export of data about the Departure Cargo Manifest. The system is currently being updated to optimize its use and adapt it to new customs procedures. Further developments planned: support for the generation of the Departure Cargo Manifest for general cargo, support for the generation of the Arrival Cargo Manifest for Page 81 of 264

82 containers and general cargo, support for the generation of ENS and EXS, customs certificates management. The users of the system are: Shipping Agents, Forwarding Agents, Port Facilities Hardware description LogIS runs on a dedicated hardware architecture housed in a suitably equipped web farm managed by a company of Venice Port Authority. It is based on an IBM Blade Center system and a Storage Area Network (SAN), properly sized and configured so as to ensure the necessary system redundancy and continuity of service. Actually the Blade Center has three blade server, where a Oracle database is active. A dedicated UPS provides power supply in case of any sudden changes or lack of electrical power for the whole system. The IBM Tivoli Storage Manager software, running on a separated server, is used in order to guarantee the correct backup schedule of the entire system. LogIS receives data from AIS and elaborates and displays them through a dedicated software component; for this purpose an AIS receiver was installed and connected with a server dedicated to the elaboration and storage of AIS data; LogIS accesses this server in order to obtain the AIS data, display them on maps and tables, elaborate them to rebuild historical data and ship routes, etc.. Page 82 of 264

83 Software description LogIS is a web application developed in Java EE. The development environment used is the Eclipse Platform. It uses the model MVC (model-view-controller) based on Apache STRUTS and Apache Tiles framework. The data persistence is managed through Hibernate. The software Toad is used for the Oracle administration. For the production of prints and reports the application uses the JasperReports Library and the reports are edited using ireport. Other library used: Display Tag, DWR (Direct Web Remoting), OpenLayers. GeoServer (an open-source server which implements the standards of the Open Geospatial Consortium OGC) is used for the management of map data to be displayed with OpenLayers. For the functionality of digital signature an applet provided by InfoCert S.p.A., an Italian Certifying Body for digital signature, is used. LogIS runs in Apache Tomcat Servlet/JSP container. LogIS uses Oracle Database 11g Standard Edition, in a Real Application Clusters (RAC) configuration. One component of the system (the EDI module ) uses Microsoft SQL server The operating systems of the servers are: Windows Server 2003 R2 - Enterprise x64 Edition and Windows Server 2008 R2 - Enterprise x64 Edition. The following virtual software are also used: VMware vsphere 4 Standard and VMware vsphere 4 Essentials. Page 83 of 264

84 IBM Tivoli Storage Manager is used for backup management. The access to the system is through HTTPS (Hypertext Transfer Protocol over Secure Socket Layer). Page 84 of 264

85 The user accounting is managed by a dedicated software component which allows the creation of specific user profiles and the assignment of these profiles to the individual users. LogIS is open to the Electronic Data Interchange (EDI) with third parties applications: at the present LogIS dialogues through web services and XML messages with the IT systems of some Port Facility operators. LogIS is interfaced with the Automatic Identification System. An AIS receiver was installed in order to receive the data and elaborate them in LogIS for purposes strictly related to the activities of Venice Port Authority and under the authorization of the competent Maritime Authority, the Harbour Master. LogIS, through the Security Module, is integrated with the port s gates access control component of SaFE (Security and Facility Expertise) system and it has a software application dedicated to the management of the formalities to obtain the permission to enter into the port. Page 85 of 264

86 Coverage area The area of coverage of LogIS is the Venice Port Area (Marittima and Marghera) and the roadstead Interface with Collateral system LogIS dialogues with the port s gates access control component of SaFE (Security and Facility Expertise), the Venice Port's system dedicated to video surveillance and access control. LogIS dialogues with the IT systems of some operators of Venice Port, through XML messages. LogIS is interfaced with the Automatic Identification System. Page 86 of 264

87 LogIS produces a summary of data used by Venice Harbour Master for SafeSeaNet system. At present there isn t a direct connection with SafeSeaNet. At present LogIS isn t connected with VTS Personnel The organization involved from Nethun for the management of the system is based on the following: Technical: 8 Administration: 2 Management: Total cost of the system Total cost of the system (including hardware/software) was the following: Hardware: approximately ,00 Software: approximately ,00 (cost of software components developed until now) TOTAL: approximately ,00 Annual cost of running the system Hardware: approximately ,00 Software: approximately ,00 Personnel: approximately ,00 TOTAL: approximately ,00 Annual average cost for new developments: approximately ,00 Page 87 of 264

88 SWOT analysis The analysis provided highlights the following: Strengths LogIS is the Port Community System of Venice and it s the reference for the Port Community; LogIS is recognized by the Harbour Master of Venice as the official telematic system for the management of formalities for ships which enter and exit the Port of Venice; LogIS is a software system designed to dialogue with third parties software via EDI procedures; at present it already dialogues with the IT systems of some operators of Venice Port, through XML messages; the system has a flexible user profiling area; LogIS receives data from AIS. Weakness Difficulty in creating a dialogue between LOGIS and the information systems of Institutions, in order to make certain phases of port processes more streamlined; The system is used only at Port of Venice. Opportunities Developing new software modules in order to increase the current system performance, involving more stakeholders, also external to the Port of Venice; enhancing the EDI functionality of the system; managing more port and logistics processes; involving external intermodal structures; involving the Institutions and exchanging data with their IT systems. Threats National and institutional systems could be imposed to Port Community, supplanting LogIS or limiting its functionalities; the port operators may distrust the system because it is managed by third parties and because, in general, they fear that their data, in some cases deemed sensitive, can be viewed by unauthorized people Best case: HACPACK Legal framework The most relevant regulations are: the MARPOL Convention and the IMDG Code; furthermore there is a number of Decrees of the Italian Republic including the Decree 293/01 (monitoring of the port areas dedicated to the transportation of the dangerous goods) and the decree number 334/99 (accident hazards involving dangerous substances in industrial and oil ports) Organizational framework Page 88 of 264

89 The system has been developed by Chemical Controls S.r.l., whose head office is in Livorno, Via L. Da Vinci, 5 (Italy) Operational status The system is operational in various Italian ports: Savona, Genova, La Spezia, Livorno, Piombino, Civitavecchia, Salerno, Gioia Tauro, Taranto. (Sources and more information: Area covered is the Ligurian Sea and Tyrrhenian Sea System and hardware description HACPACK (Hazard Assessment Computer Package) is a computerized system for the management of dangerous goods in the port area. It consists of the following software components: HACPACK AGENZIE MARITTIME ( HACPACK SHIPPING AGENCIES ), HACPACK TERMINALS, HACPACK SCP (HACPACK PORT CHEMICAL SERVICE), HACPACK AUTORITA (HACPACK AUTHORITIES), HACPACK MULTIMODAL and HACPACK AIS. These modules are interfaced and communicate each other. The system allows the monitoring and control of risk associated with the dangerous goods handled and/or stored within the port, through the real time collection of data, in order to maximize the port safety and minimize the risks, allowing both the elaboration of all information and the real time distribution of data to all interested subjects (Harbour Master, Fire Department and other relevant authorities). The principle of operation is based on the exchange of documents in electronic format among the actors involved in the dangerous goods management: Shipping Agents, Terminal Operators, Chemist of the Port and other competent authorities. The Shipping Agent, through the module HACPACK AGENZIE MARITTIME, sends to the competent authorities and to the Port Chemical Service all information relating to the transit and the loading/unloading of dangerous goods in Port. The Terminal Operator, through the module HACPACK TERMINALS, sends to the competent authorities and to the Port Chemical Service all information relating to the position of containers with dangerous goods stored within the terminal. As a result of these information, the Port Chemical Service, using the module HACPACK SCP, elaborates the ship and terminal risk assessment, providing the relevant certification to the competent authorities, indicating, where necessary, the eventual additional precautions to be taken beyond those already provided and issuing a certificate with the appropriate safety precautions and the opinion for the possible entry into the port of those dangerous goods. With the module HACPACK AUTORITA, the authorities in charge of port safety can display the port s map, the ships carrying out dangerous goods moored, the information about the ships and the area of great impact (on the basis of the Expeditious Method of the Italian Page 89 of 264

90 Ministry of the Interior), the type of goods, their classification on the basis of international regulations (IMDG code, etc.), the Emergency Schedules (Ems), the ship risk assessment according to the F&EI (Fire & Explosion Index) method, the CEI (Chemical Exposure Index) method and the Expeditious Method of the Italian Ministry of the Interior; the authorities can also display the certificate issued by the Port Chemical Service with the relevant safety requirements. Through the module HACPACK AIS, it s also possible to receive automatically from ships their position in port, their speed, their direction, etc.. Furthermore, through the software HACPACK MULTIMODAL the manufacturer of dangerous goods can create and send the Multimodal Dangerous Good Form. The document is created automatically by the software, converted to PDF and printed and/or sent by . The software comes with the IMDG-Code official database, constantly updated. Chemical Controls srl has also developed a software, called HACPACK BASIC, which, in case of accident, elaborates an analysis of possible consequences. HACPACK BASIC provides the data necessary for emergency planning and territorial planning, to evaluate and analyse the consequences of any accident (spill, fire, explosion); the system is therefore a useful tool for the development of "Area Safety Reports" and / or "Integrated Security Reports." With the help of Hacpack, the competent authorities can know at any time the type of dangerous goods and their risk, can do the risk assessment in real time, obtain the necessary data for the emergency and territorial planning, detect immediately any type of error concerning the declaration of goods, the transport documents, the authorizations and the regulations for the storage of dangerous goods. (Sources and more information: article in the magazine Informatore AIAS of June 2011). Hardware description is not available. The web site of the system is: The web site of the company which has designed and developed the system is: Hardware description Information not available Software description Information not available. Page 90 of 264

91 Coverage area The system is operational in various Italian ports: Savona, Genova, La Spezia, Livorno, Piombino, Civitavecchia, Salerno, Gioia Tauro, Taranto Interface with Collateral system The system receives data from the Automatic Identification System Personnel Information not available Total cost of the system Information not available Page 91 of 264

92 SWOT Analysis Strengths: The system is used in many important Italian ports; there is a recognition by the Italian Ministry of Infrastructure and Transportation - General Command of the Harbour Masters Corps; the software is effective for the preparation of a Port Emergency Plan and for a risk assessment. The system has a modular software architecture. Opportunities Integration and data exchange with third-party systems (e.g.: PCS or tracking & tracing systems), if not already present; activation of the system in other ports, with eventual customization of the software components. Weakness The available information is not sufficient to list objectively the eventual weaknesses of the system. Threats The available information is not sufficient to list objectively the eventual threats of the system Best case: UIRNET Legal framework Main reference is ADR documentation Organizational framework The organization managing the system is: UIRNet S.p.A. Via F.Crispi, Roma UIRNet proposes services for the following stakeholders: infrastructure managers (ports, intermodal logistics centers, etc.), transporters, logistics companies, manufacturing companies, institutions. Page 92 of 264

93 Operational status The system is under construction and is being tested in the North-West Italy and in particular way in the port of Genoa; other phases of implementation and testing are being planned in various regions of Italy. Focus is on road, including DG. It has been implemented with national funds System description UIRNet is a platform dedicated to the improvement of efficiency and security of the Italian logistics system. The main aim of UIRNet is to create a network for the world of haulage and logistics and for the system managers of transport sector. In order to achieve this result, UIRNet has created a clear and safe system which can be integrated into other public and private systems and with applications that use existing steering technologies. It can evolve rapidly and offer services and systems which meet the needs of transport and logistics sectors. The web site of the system is: UIRNet proposes services for the following stakeholders: infrastructure managers (ports, intermodal logistics centers, etc.), transporters, logistics companies, manufacturing companies, institutions. The architecture of the platform consists of a three levels system: National Central Level (Customs, Institutions, national private actors, other systems), Regional Central Level, Peripheral Level and Field Level (logistics nodes, local authorities, vehicles, other homogeneous projects). The platform offers various services. Info mobility services They are Traffic Information Services designed to assist the one-way "trip" of freight, from pick up to delivery (with focus on road haulage). They include: management of tracking & tracing of haulage; prevention and management of critical events (thefts, delays, etc.); information and message exchange among logistics operators; collection and processing of haulage and traffic information, for the support to decisions in planning and execution of logistics processes. Inter-workable services A point of contact between offer and demand; Page 93 of 264

94 the workflow management of the logistics process (document management, transport, control and customs clearance practices management, etc.), booking of basic services and accessories provided by logistics companies and operators of logistics infrastructures. Services for the management of dangerous goods transport They are a powerful tool for the document management of dangerous goods. Through this component it is possible to be updated on the news about dangerous goods and, with the help of a powerful database, to create the ADR documentation (above all the Trem Cards) and to save and print the documents in various languages. The service is characterized by a web application which allows the operators to gather information concerning ADR and automatically produce the documentation required by the regulations or useful for the management and organization of dangerous goods transport. The service gives access to a complete and updated legislation about dangerous goods and to the information about the classification of the goods and other important information: level of risk, transport and package modes, the amounts which allow eventual exemptions from ADR rules, special provisions, physical parameters, the safety and security encodings, the category of membership compared to the encoding of the tunnels. The platform has been designed also to be interfaced with the legacy systems of the Institutions (Police, Firemen, etc.) and with large logistics operators. Other components of the platform: Weather and Traffic Info: the traffic situation on the Italian road network in real time, Contact Center Service: support and assistance to the users of UIRNet, SmarTruck: component dedicated to the tracking & tracing of trucks, Control Tower: tool for the control of logistics processes (inbound and outbound), for the enhancement of stock efficiency and of loading/unloading capacity, Booking: component for the booking of services offered within UIRNet, Gnoscere: analysis tool for the measurement of processes which govern the companies and the bodies which deal with logistics processes; Freight taxi: this component allows the consultation of offers of loads and vehicles, the search and booking of loads and vehicles, the insertion of requests for loads and vehicles, the ability to do business only with companies in good standing. More information are available in Hardware description No information available Software description Please see the previous paragraph System description. Page 94 of 264

95 Coverage area The system is under construction and is being tested in the North-West Italy and in particular way in the port of Genoa; other phases of implementation and testing are being planned in various regions of Italy Interface with Collateral System At the present the system is interfaced with the E-Port system (PCS) at Port of Genoa (in testing) Personnel Information not available Total cost of the system Information not available SWOT Analysis of the System Strengths: It is designed as a national platform, it involves and is sustained by many important actors and institutional bodies, the system provides a layered hardware/software and control architecture (national, regional, peripheral and field levels). Weakness The available information is not sufficient to list objectively the eventual weaknesses of the system. Opportunities Increase of competitiveness through the development of intermodality and of the intermodal centers and the integration with other logistics systems at national and international level; improvement of safety; UIRNet can be the basis for the regulation of transport of dangerous goods; internationalization: integration with European and Asian intermodal centers and integration with any other international logistics projects; positive effects in terms of environmental impact, through the development of intermodality and the management of goods and hazardous waste. Threats The available information is not sufficient to list objectively the eventual weaknesses of the system. Page 95 of 264

96 3.9 Montenegro Introduction A best case on future integration with SafeSeaNet and Adrirep will be implemented. System will be able to send and receive information on incoming and outgoing dangerous goods, and to report data on position of DG ship in the Adriatic sea Best case: VTMIS description A VTMIS is planned to be implemented. The plan includes the implementation and integration with SafeSeaNet and Adrirep Needs related to DG Transport No specific needs Legal framework EU directive 2002/59; Montenegrin Law on safety and security of navigation; Organizational framework Organization is based on the following: - Maritime Safety Department of Montenegro MRCC Dobre Vode Bar - Montenegro Operational status VTMIS is planned using EU funds System description Future system is based on VTMIS, and there will be 3 sites with following sensors: radar, AIS, Direction Finder, VHF and Meteo. All data will be merged and stored in Control Centre. Integration with SafeSeaNet and Adrirep is expected Hardware description Equipment includes: Control Center Page 96 of 264

97 The three sensor stations, each station will have: X-band radar; AIS base station; VHF equipment; Direction Finder; Weather Station; Diesel generator and UPS; Software description Projected software is a single window and will cover all requirements Coverage area Territorial sea; Epicontinental shelf; Interface with Collateral system It is planed interface with SafeSeaNet and Mares Personnel Personell include: 12 operators; 5 supporting staff Total cost of the system Total cost of system is 2 million SWOT analysis Not available. Page 97 of 264

98 3.10 Romania Introduction Best case in Romania are relevant to both systems available: the existing RIS system, named RORIS, which provides a fully integrated system from on-shore equipments to the international data exchange and national statistics. Connects many different types of users, from the RNA users, to the other institutions, to the participants of the inland waters traffic. RORIS is evolving from a fully pilot version which covered the basic need, to an extensive integrated system. the existing SAFESEANET system, that is fully integrated with SafeSeaNet Best case: SAFESEANET System Legal framework Reference is the ADN-Danube norm. Port regulations, approved by Transport Minister Order. Government Decision no from 2010 regarding the traffic information and monitoring system for the maritime ships. European Parliament Directive 59/2002/CE Organizational framework The systems are managed by Romanian Naval Authority (Incinta Port Constanta nr.1, cladirea ANR, Constanta, Romania). The users of the system are the Constanta, Galati, Drobeta Turnu Severin and Giurgiu, Harbour Master Offices Operational status The operational status of the systems is at the present fully operational. The system was built with national and EU funds System description SafeSeaNet is a vessel traffic monitoring and information system established to enhancing the safety and efficiency of maritime traffic, improving the response of authorities to incidents, accidents or potentially dangerous situations at sea, including search and rescue operations and contributing to a better prevention and detection of pollution by ships. The system is based on the following Directives: DIRECTIVE 2000/59/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 27 November 2000 on port reception facilities for ship-generated waste and cargo residues Page 98 of 264

99 2.DIRECTIVE 2009/16/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 23 April 2009 on port State control (Recast) Main features: Set-up a network between maritime authorities for their cooperation Connect the national SSN system to the SSN European Network; Register, store voyage information for all ships arriving or leaving a maritime port or anchorage in Romania and transmit the notifications to be available to the other Member States Register, store any relevant information on ships that pose potential risks to the safety of shipping and the environment and transmit the notifications to be communicated to the other Member States along the planned route of the ship Register, store reports of slick of polluting materials and containers or packages seen drifting at sea and transmit the reports to be communicated to the other Member States Implements the request/response mechanism concerning the communication with European Index Server and the other Member States to query the system for an extensive operational scope using a wide range of criteria and a combination of them Keeps records of the PSC inspection Before one ship arrives in a Romanian ports the Ship's Agents are collecting all data required by European / national legal requirements (DG related included) and then thay send an electronic message to Harbour Master and Port Authority. The Harbour Master operator includes the received data into SafeSeaNet system. If the DG is coming from a NON EU country, supplementary data is required, such as Cargo Manifest. Geographical area: Ports: Constanţa Nord, Constanţa Sud-Agigea, Midia, Mangalia, Galaţi, Tulcea Main users are: VTMIS operator Captaincies operators PSC inspectors SAR-Pollution Dept. of ANR Romanian Border Police System configuration is: Oracle DB Sun Java System Application Server Jboss Application Server Linux RHEL OS Main standards are: o XML Message Reference Guide v2.05 o NMEA 0183 Page 99 of 264

100 Hardware description The system configuration is based on the following: Architecture on shore/on see/river sensors (Radar, Satellite, AIS, etc): n. 6 AIS shore standalone base station: Constanta, Mahmudia, Sulina,Mangalia, Sinoe, Sf. Gheorghe Operational Centre (Servers, Workstations, UPS, etc): The National Centre includes 3 HP-UX Servers 1, Storage HP for the production environment forming an activeactive Linux cluster, another HP-UX 3 servers virtualized for testing and backup environment, DLink Router with firewall, 1 to 3 workstations in every Harbour General architecture is based on: Web application Message server AIS server integration Page 100 of 264

101 Operating system is Linux RHEL for server; cross-platform for client (web based) Integration with other existing / future systems: o AIS server o European Index Server Software description The main notification reports submitted to SafeSeaNet are: Ship Notification: This is used to provide SafeSeaNet with details of a ship's positioning, voyage and cargo information. Notifications are based on Automatic Identification System (AIS) messages sent automatically by the ships through very high frequency (VHF) radio signals, and received by coastal stations within range. Information includes ship identification, course, speed, and cargo. See some Screen shot from the system: PortPlus Notification: This is used to notify SafeSeaNet that a specific vessel is bound for a particular port. The following information is recorded Page 101 of 264

102 - The 72/24 hours pre-arrival notifications are important to allow the Port State Control to prepare for the inspections - Actual Time of Arrival and Departure (ATA/ATD) are highly important for the system to be able to calculate the fair share or the amount of inspections that each MS has to conduct - Hazmat Information is used to notify SafeSeaNet that a given vessel carries hazardous materials - dangerous or polluting goods - on board, and that the data provider has detailed information on these goods. Incident Report: This is used to notify SafeSeaNet on a specific incident. Incidents might be related to ship safety and seaworthiness (e.g. collisions), the environment (e.g. pollution incidents), or other pre-defined categories (e.g. banned ships, ships not reporting according to rules). Mechanism Request/response A unified request/ response message intended for the PortPlus information retrieval tasks (that is provision of information on pre-arrival, arrival, departure and the relevant Hazmat information). The user is able to get data about: specific operational information related to the various stages of a ship call for a given vessel the whole set of notifications concerning the current voyage of a specific ship information on ship calls at a specific European Port during a specific time frame a confirmation, summary or a whole set of information describing the dangerous good on board; Request/response message for incident report details regarding a specific vessel Request/response message regarding the latest positioning information regarding a specific vessel Inspections o Manages the mandatory and periodic inspections of the maritime vessels Reports and enquiries o Statistics of the number of notification messages and request messages Romania sent in a period of time o Reports on traffic at every port o Reports on inspections and incidents registered o Reports on notifications sent by Romania GIS o A GIS map displays the real time image of the maritime ship positions in the Romanian territorial waters. Message server o Manages the communication between the national components (web application, AIS base station) and the European Index Server which gathers data from all the countries in the SSN Network. o Manages the notification messages queue o Manages the request received from the European Index Server and automatically send the appropriate response Page 102 of 264

103 Coverage area Coverage areas are the Romanian Black Sea coast line (245 km). See map hereunder Interface with Collateral system The system is integrated with Eu SafeSeaNet Personnel Personnel managing the system is provided by Zonal Harbour Master Offices including: - Technical: 13 - Administration: 10 - Management: Total cost of the system No reference SWOT analysis The analysis provided highlights the following: Strengths: Implement national or regional regulations and procedures for ships so the port authorities to be notified according to the Directives 2002/59/EC (VTMIS) and 16/2009/EC (NIR PSC); Harmonize exchange of this data; Page 103 of 264

104 Make use of the recorded data in planning the port activities, including PSC inspection, prevention of accidents at sea and of marine pollution, efficient implementation of the regulations; Collection and dissemination of data related to maritime activities; Weakness Not integrated with VTMIS system (there are 2 different systems not interfaced). Opportunities Changes of the Reference document (XML Message reference Guide) bring improvements of the system Best case: RORIS system Legal framework Reference is the ADN-Danube norm. Port regulations, approved by Transport Minister Order. Government Decision no from 2010 regarding the traffic information and monitoring system for the maritime ships. European Parliament Directive 59/2002/CE Organizational framework The systems are managed by Romanian Naval Authority (Incinta Port Constanta nr.1, cladirea ANR, Constanta, Romania). The users of the system are the Constanta, Galati, Drobeta Turnu Severin and Giurgiu Harbour Master Offices Operational status The operational status of the systems is at the present fully operational. The system was built with national and EU funds System description The RORIS system ( provides an integrated solution which includes the upgrade of the on-shore infrastructure for the vessel tracking and tracing (radars, AIS, communications, cctv) and the software system to support the RIS services. General architecture is the following: Page 104 of 264

105 Main users are the following: Page 105 of 264

106 Hardware description The system configuration is based on the following: AIS Network to 12 Sites 35 sites with new IT Infrastructure 27 sites with redundant VHF Fully upgraded weather station system 24 sites Ultrasonic Wind Sensors Visibility Sensor Temperature Traffic Monitoring 13 sites HD Camera Laser illuminator (day / night operation) 30 days no stop recording New RADAR equipments 13 sites Solid State Technology Frequency Diversity Application Layer: RIS centre or applications for users Presentation Layer: Session Layer: Transport Layer: XML messages RBAC HTTP SSL / TLS (encryption) Network Layer: Data Link Layer: Internet Physical Layer: Software description RORIS software includes applications for several RIS Services Electronic ship reporting RIS Data Exchange ECDIS vessel tracking Notice to skippers Page 106 of 264

107 Calamity abatement support RORIS software also includes applications supporting the RIS core applications National Ships Register Hull Database National Seafarer Register Improved transport information exchange More parties involved in electronic ship reporting ship operators, agents border police transport management authorities RIS Centers and RIS authorities More ways of gathering the traffic and transport information ERINOT messages (XML, EDIFACT) Internet web portal RIS Data exchange AIS Information RNA internal portal More ways of distributing the traffic and transport information Internet web portal RIS Data exchange Statistics for the transport management authorities Access for the Romanian border police Electronic position recording of all vessels in the system and their display on an electronic navigational chart: AIS Radar Manual target Supports traffic managements for VTS operators Correlated information between ECDIS and RORIS internal portal Providing positioning data through WEB ECDIS Providing a projection of the traffic through Schematic ECDIS Page 107 of 264

108 Coverage area Coverage areas are the Romanian Lower Danube (1075 km). See picture hereunder: Interface with Collateral system System is integrated with: Border Police (interchange of radar info using ASTERIX format. Danube-Black Sea Canal VTMIS (protocol HTTP/HTTPS, messages in format XML) Lower Danube River Administration (notices to mariners, etc.) Personnel Personnel managing the system is provided by Zonal Harbour Master Offices including: - Technical: 13 - Administration: 10 - Management: Total cost of the system No reference SWOT analysis The analysis provided highlights the following: Strengths High level of interoperability Good coverage of the area Page 108 of 264

109 Coverage of national and EU regulations Easy to operate Weakness Potential reduced level of use of available facilities in the first period after validation Opportunities Interconnectivity to VTMIS for Constanta maritime area Threats Lack of financial resources for system maintenance and development Page 109 of 264

110 3.11 Serbia Introduction In Serbia there are the following examples as best cases: - An advanced RIS service It follows a description of the system Best case: RIS services in Serbia For the development of an efficient and sustainable transport system in the whole region, River Information Services (RIS) have to be developed on the Serbian section of the Danube. The RIS have to be integrated in a seamless chain of RIS from the North Sea to the Black Sea. So far, some RIS related activities took place in Serbia from 2007: A first version of electronic navigational charts (ENC) is already available. Serbian authorities also made some steps towards setting-up AIS coverage on the Danube between Belgrade and Novi Sad and in the area of the Djerdap locks. There are also several governmental vessels equipped with transponders to support the system and a test centre has been in operation since The basic system for electronic provision of Notices to Skippers has been established. This information are very valuable as a feedback for fairway planning and marking. While placing the buoys on the fairway, marking vessels use position information on Electronic Navigational Charts (ENCs) to properly position the buoys. The position of the buoys is sent to headquarters, where ENCs are produced on the basis of inputs from the field. The navigational information about the Serbian stretch of the Danube waterway is published through a common web portal. This web portal is harmonised and language independent, and completely free of charge. This is different to the previous practice of only publishing the marking plan in a single national language. Page 110 of 264

111 Here are some example of the existing system. Figure 3-22 The RIS Center in Belgrade. Page 111 of 264

112 Figure 3-23 The RIS center IRON Gate 1 Figure 3-24 Tracking and tracing services Page 112 of 264

113 An updated system is under implementation, including design, development, installation, integration and transfer into operation of hardware and software components for a fully operational RIS System complying with the EU RIS Directive (2005/44/EC). The operational system provides inter alia: Traffic Information (Tactical and Strategic Traffic Image, DGPS, Hull Database), Fairway Information (ECDIS, Water Level Information, Notices to Skippers), Information to Transport Logistics (Electronic Reporting, Estimated Time of Arrival, Position Information), Traffic Management Services (Lock Management, Accident reconstruction), Statistics. Target groups are the RIS Provider and the users. The RIS Provider is the Directorate for Inland Waterways Directorate - Plovput. Among the RIS users relevant for the implementation of RIS are: Kapetanije (Captaincies/ Port Masters Offices) responsible e.g. for safety of navigation under responsibility of Ministry of Infrastructure; Lock operators at the locks Djerdap I and Djerdap II; Customs under responsibility of Ministry of Finance; River Police under responsibility of Ministry of Interior; Border Police under responsibility of Ministry of Interior; Žandarmerija (Gendarmerie) under responsibility of Ministry of Interior; Directorate for Inland Waterways Plovput; Skippers of authority vessels and governmental vessels as well as of commercial vessels (including commercial vessels carrying non-serbian flag). Several of these organisations have users in central offices (typically in Belgrade), in local facilities close to the Danube river, and on vessels. Jugoregistar, operating the Serbian Ship Register, is another organisation with major involvement in the RIS implementation due to the needed interface between the RIS system (Hull Database) and the ship register. Here is the general system architecture. Page 113 of 264

114 RIS CENTRE AIS Type 1 1. Carinarnica Bezdan 2. Silo Bogojevo Port 3. DHMZ Fruska Gora 4. Novi Sad 5. RIS Provider Belgrade 6. Veliko Gradište Blade Servers Hull Database LUWS type 3 x 6 LUWS type 2 x 4 Mobile Users AIS Type 2 1. Djerdap 1 2. Djerdap 2 INTRANET VPN Data Card x 4 Mobile Users BlackBerry x 5 AIS Type 3 1. TE Kostolac 2. Brnjica Kafana Toma 3. Lepenski Vir 4. Glavica Kamen 5. Golo Brdo Istok 6. Golo Brdo MTS 7. Vajuga INTERNET UMTS/GPRS Mobile LUWS type 2 x 7 Existing /Future systems IALA DGPS Station Plovput, Makis Other users Kapetanije LUWS type 1 X 10 VHF Stations Locks Dijerdap I & II River Police Border Police Customs Zandarmerija Servers LUWS type 1 X 2 LUWS type 1 X 3 LUWS type 2 x 1 LUWS type 1 x 8 LUWS type 1 x 10 LUWS type 1 X 1 LUWS type 2 x 2 Figure 3-25 System Architecture Page 114 of 264

115 3.12 Slovakia Introduction In Slovakia there are the following examples as best cases: - An AIS network part of european IRIS system. It follows a description of the system Best case: Slovak AIS infrastructure Legal framework Legal framework is based on the following normative: ADN agreement; CEVNI; Act No. 38/2000 Coll. on inland navigation and on amendment of some other acts, Notice to skippers No.17/2011 (Requirements of State Navigation Administration for navigation safety in the public ports on the river Danube); Notice to skippers No. 33/2009 (Rules for vessels operation safety on passing through the locks of Gabčíkovo) Organizational framework No reference available Operational status The system is in pilot operation System description The traffic management pilot infrastructure for automatic tracking and provision of vessel positions makes use of the Inland AIS technology. The pilot infrastructure comprises of bellow described segments and communication network ensuring the link between them: Vessel segment, which generates and exchange the static and dynamic tactical traffic information of own and other vessels by means of Inland AIS transponders within AIS coverage and with the base stations in the shore segment. Furthermore, it allows displaying the static and dynamic tactical traffic information by means of Inland ECDIS Viewers. For a proper testing of the traffic and tracing pilot infrastructure, 8 governmental vessels were equipped with Inland AIS mobile transponders and Inland ECDIS Viewers in information mode (4 vessels of State Navigation Administration, 2 maintenance and measurement vessels, 1 passenger and 1 small tank vessel of the Slovak Water Management Enterprise). Page 115 of 264

116 Shore segment, which receives and stores static and tactical traffic information of vessels within AIS coverage of the Inland AIS base station and sends it to the operator segment. It furthermore, broadcasts safety relevant messages, or generates dgps correction data and broadcast them to vessels within AIS coverage of the base station. It comprises of 4 AIS base stations located in Bratislava, Gabčíkovo, Komárno, Štúrovo, each consisting of base station transponder and controller connected via internet to AIS network. Figure 3-26 Shore / central segment (RIS Centre Bratislava at premises of SPS) Central segment, which receives static and tactical traffic information of vessels within AIS coverage of the base stations of the shore segment and store it in the database server and provides this information for national and international exchange of traffic data to governmental as well as commercial users or Calamity Abatement Service for enhanced information provision in case of calamities. Authority segment, which displays actual and historic static and tactical traffic information of vessels within AIS coverage as the tactical traffic image for the authorities by means e.g. Inland ECDIS Viewer. For the purposes of tests, different authorities have been equipped with work stations, consisting of personal computers with the electronic navigational chart connected to the RIS System, incl. national and international data exchange: o RIS Operator in Bratislava in the premises the RIS Centre (4 computers) o Local offices (captaincies) of State Navigation Administration in Bratislava, Komárno and Štúrovo; o Lock operator in the lock of Gabčíkovo. Page 116 of 264

117 Figure 3-27 Authority segment as part of the IRIS Europe traffic management pilot infrastructure Hardware description Communication network overview for the traffic management pilot infrastructure The communication network of the traffic management pilot infrastructure consists of following physical components (without details on ship borne sites): Base station sites comprises of one base station transponder (Kongsberg Seatex AIS BS 410) and one controller (HP Compaq ProLiant DL320 G5 Dual-Core Intel Xeon 3060). The base station transponder is a fixed station for communicating with AIS transponders on vessels. The controller's main function is to receive, process and broadcast (e.g. safety related messages) AIS messages. The controller partially decodes the message and extracts the message id, sender's MMSI, etc. If the controller is connected to the AIS central database, the messages are stored at the central server; otherwise the messages are stored locally. Central servers the AIS pilot system runs on identical servers (HP Proliant DL380G5, Intel Xeon 5130 Dual Core processor). One of two servers is active and the other is backup server. The active central server runs AIS database (PostgreSQL), which stores all AIS data. The backup is done as failover system. Failover is the capability to switch over automatically to a redundant (backup) server. Active and backup servers are in sync and always contain the same data. Upon the failure or abnormal termination of the previously active server, the backup server becomes active. Interconnectivity all shore base stations are connected to the system by means of internet connectivity. Bratislava, Gabčíkovo and Komárno are connected with WiMAX technology. WiMAX is the microvawe technology according to the e standard in the licensed 3,5 GHz frequency band. Terminals (work stations) are capable of displaying the Tactical Traffic Image (TTI) in two different modes: real time mode (allowing users to display actual traffic situation on ECDIS viewer) and history mode (allowing users to display historical traffic situations on ECDIS viewer). Terminals are personal computers with the EuRIS software package (EuRIS Viewer and EuRIS Player) and the Inland ECDIS Viewer installed (Tresco Inland ECDIS Viewer localised into Slovak language was used in the project IRIS Europe). Terminals are connected to the AIS pilot infrastructure via VPN client (if not located within the LAN network). Depending on Page 117 of 264

118 the users rights database the user will only get messages generated by own ships. Figure 3-28 Communication network within the traffic management pilot infrastructure in Slovakia Advanced functionalities of the traffic and tracing pilot infrastructure Additionally to basic requirements the pilot implementation of advanced services (functionalities) was carried out. This comprises: Broadcasting of water levels over AIS is additional short term information to the water levels distributed via Notices to Skippers. Actual water level information over AIS, as pilot implemented in the Slovakia, is transmitted as a broadcast message once a day at 8 a.m from shore to ship in line with the Inland specific message 24: water levels of the AIS Standard. Water level data is provided by the Slovak Hydro-meteorological Institute (SHMU) from 7 gauges located on the Slovak pilot stretch of the Danube. The update rate for broadcasting data is subject of the availability of data and is configurable. Page 118 of 264

119 Figure 3-29 Provision of water level information to vessels within the coverage of base stations DGNSS corrections over AIS pilot infrastructure was set up as a pilot in Slovakia to provide higher accuracy for position information. This is achieved by continuously sending DGNSS correction data, converted into AIS message 17, to vessels within the coverage of base stations. AIS ship borne transponders can afterwards compensate common errors in position calculations. Figure 3-30 Provision of DGNSS corrections over Slovak AIS pilot infrastructure Page 119 of 264

120 Pilot implementation of the share use of Hungarian and Slovak AIS infrastructure provides exchange of live AIS data in the common stretch of the Danube between Slovakia and Hungary, and is meant to be used in emergency situations only. Transfer of data starts manually and is done via secure SSL. The system consists of two software components: the AIS server and the AIS client. The AIS server only sends available AIS messages. For each message and each client, the server checks if the client is allowed to receive the AIS messages (if ship is navigating in client area) and sends the message. The Slovak AIS database introduced a special base station called Hungary_live with MMSI number A default setting for this base station is off-line, whereas the administration can access the settings and change to on-line in case of emergencies. Figure 3-31 Shared use of Hungarian and Slovak AIS infrastructure Software description No reference available Coverage area The coverage area is highlighted in the following picture: Page 120 of 264

121 Figure 3-32 Coverage area Interface with Collateral system No reference available Personnel No reference available Total cost of the system No reference available SWOT analysis No reference available. Page 121 of 264

122 3.13 Slovenia Introduction The monitoring of the ships in the Slovenian territorial waters is done by the Police and the Maritime Administration. The Slovenian police is covering the area, without the Koper bay, with a RADAR and with AIS base stations, that covers the Koper Bay. The maritime administration is also using the SafeSeaNet system, which is compulsory for the ships arriving to Koper to be registered with all the necessary data required, including DG. Best case in Slovenia is relevant the existing TINO software application. Solution is considered a best case because covers all the need of the Port of Koper and users of the port thanks to the efficient exchange of information. The system integrates the marine information and communication infrastructure system, integrated with the Road/railway information and communication infrastructure system. Additionally the system offers various features for the forwarders in order to allow faster and efficient operations for cargo owners Best case: TINO sw application Legal framework No reference available Organizational framework System is located in the Port Luka Koper (EU, Slovenia). Tino is also available for the customs office in order to have the cargo data available Operational status The operational status of the system is at the present fully operational. The system was built with proprietary funds System description The main features of the system are: - Planning, monitoring, handling, records managements, invoicing (planning, monitoring etc, are related to DG too, can you provide more information on such functions?) the system allows to have an overview of what is the status of the DG for what regards operations, security, storage location. - General architecture is based on table records structure Page 122 of 264

123 - Geographical area: Global - Main users: System configuration: MS WIN 2007, SQL 2008 Future updates planned are the Implementation of a Single window with Port, Customs, Agents, Shipping. The system is being developed therefore are not any available info Hardware description System is based on a web application providing information. No Sensors (such as radar, AIS, satellite, etc.) have been implemented. The operational Centre is based on Servers WIN 7, Workstations WIN XP, UPS NO remote centre locations are included in the system Software description Main features are the following: - Main functionalities are: Planning, monitoring, handling, records managements, invoicing - Software Architecture is based on c#sharp.net - Operating system is based on MS WIN SRV 2007 Forwarders and Agents provide this information via EDI on a local standard. Page 123 of 264

124 Coverage area Figure 3-33 Coverage area Interface with Collateral system System is integrated with the following systems (custom sw): - Avti - The application is used for real-time recording of all vehicle movements in the Port of Koper. It enables capturing data on field (4,000 vehicles arriving by ship and up to 400 vehicles by trainsets, daily shipment of up to 400 vehicles from the Port to land). Field recording is supported by reading barcodes with VIN codes (vehicle identification number). - Cosmos - NA - Lunaris - Lunaris is end-user/partner solution and its main purpose is the preparation, editing and exchange of computer generated messages from partners. Status and history of sent and received messages can be examined. One important feature is the reporting module. Users can execute and view queries about their cargo in the port. Queries are executed on system TinO and results are sent to Lunaris, where users can examine them. Each partner can access only data about their cargo Personnel The number of people for managing the system is: Page 124 of 264

125 - Technical: 7 - Administration: 5 - Management: Total cost of the system System is provided in outsourcing, monthly cost is about /month SWOT analysis The analysis provided highlight the following: Strengths It allows planning of operations for all port users, and visibility of cargo in the port area. The forwarders/cargo owners are obliged to notify us for DG and in the system TINO are visible the operations, Weakness Solution is only available in the Port of Koper. It is a tailor made solution. Opportunities Main opportunity is the expansion to a PCS system (are you referring the single windows mentioned or there is already a PCS system?) the PCS is being developed, where customs, police and other stakeholders will be included. Threats The solution needs a lot of computing, and upgrade of modules can be expensive. Page 125 of 264

126 3.14 Ukraine Introduction In Ukraine there are the following examples as best cases: - RIS center - VTS ports network It follows a description of the systems Best case: RIS Center Legal framework No reference available System description National RIS Center is located in Odessa and Regional Centers are located in ports. The VTCS includes 13 Centers and Post of the Vessel Traffic Service (CVTS and PVTS), 9 automatized radiolocation posts (ARLP), 3 radio-technical communications posts (RTCP) and 2 operative-coordinating centers (OCC). By their location and functions, all these objects are combined into the Regional Vessel traffic service (RVTS): 1. Regional VTS of the Azov Crimean region (Mariupol, Kerch, Feodosiya, Sevastopol); 2. Regional VTS «Danube» (Reni, Ismail, Vilkovo); 3. Regional VTS of the North-West region (Illichevsk, Odessa, Yuzhny); 4. Regional VTS of Dnepro-Bugsky region (Ochakov, Kherson, Nikolayev). Figure 3-34 VTS Vilkovo Page 126 of 264

127 Figure 3-35 VTS Center Reni Figure 3-36 VTS Center Izmail Information from the regional VTS is received by the informational communication centers which process, collect and stores it in the data base. The informational communication centers function in automatic mode on the basis of high tech equipment and special software. All necessary information is sent to the web-server, which provides delivering of information to the registered users though the Internet and other special allocated channels Operational status The status of the system is fully operational Hardware description VTS are equipped with radio locating and meteorological stations, automated identification systems, communication systems and special data processing software. The sites consist of following specs: Access to the LAN RIS Danube and the Internet; Automatic Identification System Base Station (BS AIS); LCD monitors to display graphic information regarding traffic, state of the system, navigation e-charts Meteorological station with a water level sensor(if needed) Page 127 of 264

128 VHF radios Differential global navigation satellite system (DGNSS) only in Izmail Video-cameras Figure 3-37 RIS general structure in Ukraine. Figure 3-38 Server data collection and processing (Server DCP) information on the Danube VTMS in the Ukrainian port of Ilyichevsk VTMS consists of three shore radars and processors able to track up to 1000 targets; three operator s workstations; AIS Base Station; and several VHF stations. CCTV cameras monitor Page 128 of 264

129 approaches to the port and port s area. Cameras are managed remotely and allow instant day & night control of serving area. Transas Octopus system for remote control and equipment s diagnostics is also a part of the supply. What makes the project unique is a 3D VTS system. It enables graphic representation of navigational situation in the port by means of 3D visualization Software description VTS function round-the-clock proving continuous and uninterrupted services. This allows to perform the main functions: Vessels detections on their approach to the VTS area and communication with them; Proving vessels with navigating hydrographic and hydro-meteorological information, information of other vessels on the same routes, navigation assistance under difficult meteorological and navigating conditions; Vessel traffic management and control on the basis of composed plans and graphs; Providing recommendation on traffic sequence, time of traffic start, routes, speed and places of anchorage; Notification of vessels on violation of navigation rules on the vessels routes; Notification of vessels on emergency conditions and recommendations on avoidance of collisions with other vessels and notification on unsafe deviations from the set routes; Gathering, processing, registration and archiving of information on vessels (their names, ship-owners, cargoes, time of vessels staying in ports and anchorages and so on) Coverage area Below are some figures on the coverage of the VTS in the Ukrainian part of Danube Page 129 of 264

130 Figure 3-39 VTS coverage in the Ukrainian part of Danube. Page 130 of 264

131 Figure 3-40 Coverage of VTS Center Izmail. Figure 3-41 Coverage of VTS Center Vilkovo. Page 131 of 264

132 Figure 3-42 Coverage of VTS Center Reni Interface with Collateral system No reference available Personnel No reference available Total cost of the system No reference available SWOT analysis Strengths: RIS Danube system has a flexible structure and allows scaling with new components or modifying existing ones. Servers to collect and process information installed in the control room have a high degree of protection and reliability as well as capability to share information with servers on RIS-Dnieper and main server of national RIS center in Odessa Other information on Inland navigation in Europe Page 132 of 264

133 Introduction In this annex some additional best practices are provided with relation to inland navigation in Europe. This input is based on the documents elaborated within the framework of river information services (RIS) and within IRIS Europe project (2011) Austria The organisation of a calamity depends on the transport carrier as well as the type and sereneness of the accident. In case of calamities along the waterway, coordination on a national level is done by the Federal Ministry for Transport, Innovation and Technology or also on a regional level in which the district administration authority respectively the governor of the district is responsible. Every district administration authority along the River Danube elaborated a contingency plan the last years. It contains issues concerning measures of eliminating water pollution as well as the protection of the surrounding population. Next to these authorities, the Navigation Surveillance is another important body in case of a calamity. Its tasks are the regulation of vessel traffic as well as the coordination of supporting measures at the concerned section of the waterway. Further roles, responsibilities and obligations of involved actors are described and regulated by national laws called Schifffahrtsgesetz and Wasserstraßen Verkehrsordnung. CAS itself was pilot implemented within the project IRIS Europe within the RIS system and is nowadays used for testing purposes. In fact the Competent Authority can use this system to create an emergency report with necessary information such as identification and current position of vessels involved in the accident. Furthermore the type and sereneness of the accident can be stated. Since the Not_Emergency.xml is pilot implemented in the national infrastructure, this report can be exchanged with foreign RIS-Centres. This can be essential, if water pollution occurs in border sections and common measures must be set. In the course of IRIS Europe II, the functionality of CAS will be enhanced and the system will change to pilot operation to facilitate the support of authorities during and after a calamity Belgium (Flanders) The trigger for the treatment and handling of a calamity depends on the type of calamity, severity, transport mode and how the first authority is informed about the calamity. In a calamity different authorities can (shall) be involved. Each authority has its own emergency plan(s) which also contains their responsibilities in how far they can go with the handling of the calamity, who they should inform to help them with the handling of the calamity and to whom they should escalate the needed action(s) if they fall beyond their responsibilities. So at the start of handling a calamity a bottom up methodology is used. Page 133 of 264

134 This bottom up methodology fits in a top down methodology defined by the government. They have defined global emergency plans, based on different levels of calamities, severity and responsibilities. Based on the level of the severity of a calamity an organised cascade of emergency plans with information flows is started and continuously controlled. The process is supported with the necessary procedures to give feedback to the authorities involved. RIS organisations play an important role for calamities on the inland waterways as an information source. They will not coordinate the handling of the calamity but will gather all the available information and make it available to all the involved authorities. This is an important task of the C@LRIS system which contains the emergency plans in an electronic format so that it becomes very easy to find the responsible people that have to be informed and this via the most efficient communication means. The C@LRIS system makes also all this information available via Portal so that the involved authorities are continuously informed about the status of the calamity Bulgaria It is defined by a national law called Protection against Calamity Law. The calamity abatement service(s) in Bulgaria is/are structured into a Unified Rescue System (URS). The foundation authorities involved in the Unified Rescue System are: "Fire Safety and Rescue Directorate General of Ministry of Interior (MoI); 112 Directorate of MoI; Local branches of MoI (i.e. Police Force departments); Emergency Medical Centres(s) (EMC); Executive Agency "Maritime Administration"; Mountain Rescue Service. All of the parties receive reports from the 112 Department and the National Emergency Centres. Each emergency centre gathers information and assesses the received distress signals and forwards them to the respective authority(s). In case of calamity on inland waterways the head responsible authority is Executive Agency "Maritime administration" (Structure of Ministry of Transport, Information Technology and Communication - MTITC), when required in cooperation with Border Police Directorate General of MoI Hungary The National Directorate-General for Disaster Management is responsible for calamity abatement in Hungary. The Hungarian National Ambulance and Emergency Service is responsible for life support. In IWT calamities on the waterway (especially the Danube) have to be reported to the RSOE Dispatcher (Calamity Centre) who is than responsible to contact the relevant organisations. Page 134 of 264

135 Slovakia CAS implemented as the pilot within the IRIS Europe project as part of the RIS system in Slovakia registers the data about vessels and traffic at the beginning of the voyage as well when they are updated during the voyage. Reporting of the required data is in the competence of the ship master or fleet manager. In case of an accident, the RIS centre is able to provide relevant voyage and cargo data to the rescue services. For proper functionality, CAS is able to utilize information about inland waterway traffic from the AIS base stations and voyage & cargo information available from the ERI infrastructure. With utilization of RIS information, it is possible to speed up this process, making it more effective and mitigating the negative impacts of shipping accidents on the population and the environment. CAS has been tested within the IRIS Europe project with test data with a focus on interconnection between neighbouring countries participating on RIS i.e. notification of relevant RIS centre (via not_emergency.xml), which may be affected with an incident on the waterway. Provision of data and interconnection of CAS with the systems of rescue forces was not tested. The system is not in real operational use The Netherlands In the Netherlands Calamity Abatement has been described in Waterrand which was a project that was finalised in august 2009 aiming to provide unambiguous processes and procedures in case of the calamity abatement on the waterways. Beside the procedures on how to act in case of a calamity it provides also information regarding education, practice and exercises. The organisational structure can be divided in a governmental hierarchy and an operational hierarchy, within this document the Netherlands will focus on the operational hierarchy. To abate incidents and calamities, the Netherlands has been divided in safety 25 regions. Within the security region, at least work together in the elements: Administrative integration: this means a mandatory administrative cooperation between the emergency management (fire and GHOR) and the regional board of the police to prepare a coordinated joint action in promoting disaster and crisis; Joint control room: this involves an increasing cooperation between the control rooms for police, fire and ambulance services; Training Regional Security Office: This office will be one that aims to provide administrative support to the administration and management of the safety of organizing. With the establishment of safety regions the boards of fire and GHOR combined into a socalled government assistance. This commitment to the boards of fire and GHOR integration, the government has already included in 2002, the integration has been completed in all regions. The Mayor retains the authority and administrative responsibility for the deployment of fire and GHOR. Page 135 of 264

136 The government has legally adopted the tasks that should be performed at regional level. These are multidisciplinary tasks include focusing on the disaster. Besides the current tasks, the following tasks at least at the regional aid directors are placed: It must advise the municipalities for any objects determined to be a rampbestrijdingsplan and on the content of the disaster management plans. Providing the administrative support for the authority of the mayor in the event of an emergency. With the police organisation and maintenance of the common control room. Risk Map of the safety programs, risk objects, modelled flood area, and vital infrastructure (rail, highway, power). The formation of the safety regions was partly separate dispatch centres for police, fire and ambulance services still exists, each under the responsibility of the (different) regional governments. In the formation of a security region include the establishment of joint control room with an Integrated Dispatch System and C2000 (digital nationwide wireless network for emergency services). As a safety region to meet the requirements of the mandatory cooperation between the government and police assistance, there are several possibilities and it's up to the region. Regions may set up such a government security committee consisting of representatives of police and emergency management jointly reach a decision on the disaster, but it does not. The development of the actual realization of the security regions has different speeds in practice. By mid-2009 some security regions are already in a legal sense, while other regions consciously the Safety Act's final wait before taking this step. Much management attention is Page 136 of 264

137 currently sitting in setting up organisations, the unbundling of the local processes, and the regionalization of the brigades in the region. The name of the regions has a similar trend. Now there are only marginal differences in naming (fire: police vs. Southeast Brabant: Brabant-South), but it is expected that in due course the police term for all security areas will apply. That does not mean that the police in terms of organisation is part of the safety: including the different types of financing before its too much different. Thus, the security region funded by renewed local government, police and the functional funded by the government. Special note: also other services such as fire brigade, police, have been dived in similar regions. On the website all the relevant information is available Safety message in River Information Services (Inland AIS) 1 There is a proposal being discussed in the Vessel Tracking and Tracing Expert to use a so called Inland AIS message to inform skippers on accident and incidents on the fairway Abstract The goal of the proposal is to define an Inland AIS safety message that can be used by a RIS organization for Calamity Abatement Support (CAS), to inform the ships about an emergency (calamity) in the region of the RIS centre. During the IRIS I Europe project a safety message, i.e. NOT_Emergency.xml, was defined that should be used in the case of a (cross border) emergency (calamity). With this functionality RIS organizations can inform each other about an emergency (calamity). The idea is to define an Inland AIS message that is based on the NOT_Emergency.xml message. The information contains: Accident_Type: to define the type of the accident; Accident_Severeness: to define the severeness of the accident; Accident_Text : gives a textual description of the accident in English language. A reference table for Accident_Type and Accident_Severeness is defined to associated numbers with the possible definitions (descriptions) of an accident, to overcome the language barrier between different countries. The numbers are used in the message instead of the descriptions. Each country can then translate the reference table as they wish and integrate the information in their ICT systems. The numbers can be concatenated to define 1 Source: Vessel Tracing and Tracing Expert Group / IRIS Europe Page 137 of 264

138 complex accidents and the originator of the message can define the structure and/or hierarchy of the definition of the calamity (accident). Additional information can be provided via the Accident_Text field. It s recommended to use the English language for this text field. The Inland AIS safety message has to been seen as an extension to the Notice to Skippers message to inform the skippers in a certain region on short notice. It s not the purpose of the Inland AIS safety message to replace the Notice to Skippers messages Introduction Within the framework of the IRIS I EUROPE project a specific sub-workpackage SWP3.2 - Calamity Abatement Service - was devoted to developing a Calamity Abatement Support (CAS) module in RIS. It focuses on the provision of useful information to relevant authorities and rescue forces in case of calamities on inland waterways. A first important result of the SWP3.2 was the need for an additional information source to inform skippers about a calamity, this in relation to Notice to Skippers. Due to the still high communication costs skippers consult the NtS messages only 1 or 2 times a day. So there is a problem to inform skippers about recent occurred calamities. The most obvious way to solve this problem is to use Inland AIS to send a message in the region where the calamity occurred. The basis for the content of the message is the NOT_Emergency.xml message, see Annex 1, which is used between RIS organizations for the notifications of emergencies (calamities) A second important result of the SWP3.2 was the definition of the classification of calamities. There exist different types of classifications (COMPRIS, OASIS Standard CAP, SafeSeaNet, EU Creating Project,.). The classification can be divided in: Types of Accidents; Types of Severity; Types of Causes. This resulted in a consensus for the Types of Accidents, see Table 1, and for the Types of Severity, see Table. Types of Causes was rejected due to privacy reasons. Each description is foreseen with a number. With this method we use the number for the data exchange of information instead of the description. This resolves the problem of translation and the number of bytes in the message. Each organization knows the two reference tables, Table 1 and Table which are defined in English, and foresees for its own translation as needed for their ICT systems and employees. The terms used in Table 1 and Table are clarified in Annex 2. Now each organization has its own way of defining/structuring the description of a calamity. This problem was solved by concatenating the numbers for the type of calamity and severity, as illustrated in the Example of Encoding below. Page 138 of 264

139 Accident_Type Types of accidents 01 collision between ships 02 stranding / grounding 03 contact with infrastructure or bank 04 sinking or capsizing of ship 05 malfunctioning of waterway infrastructure 06 loss of cargo 07 hull failure / mechanical damage 08 explosion on the waterway 09 fire on the waterway 10 explosion along the waterway 11 fire along the waterway 12 spill 13 flooding, high water and wind/storm 14 ice 15 dike breach 16 low water 17 falling in water 18 security 19 near accidents 20 others Table 1: Types of Accidents Accident_Severity Severity of accidents 00-series very severe 01 fatality 02 total loss of vessel 03 malfunctioning waterway infrastructure disabling vessel traffic 04 severe pollution (fish death, blue algae growth, ) 05 ecological pollution (botulism, ) 06 others 10-series severe 11 injury 12 structural damage rendering the ship non-navigable 13 breakdown necessiting shore assistance 14 malfunctioning waterway infrastructure hindering vessel traffic 15 pollution in any quantity 16 others 20-series not severe 21 ship can continue journey 22 malfunctioning waterway infrastructure allowing vessel traffic 23 others Table 2: Type of Severity Page 139 of 264

140 Example of Encoding: A ship collides on a bridge (03) due to a steering failure and results in physical damage to both the ship and bridge pillar (14). One person fell overboard (17) (11) and oil is leaking into the water (12) (15). The ship partially blocks the fairway. Accident_Type: Accident_Severity: The reference tables Table 1 and Table can be extended depending on the needs, and will be maintained on a European level, like the other reference tables for the RIS applications Definitions of calamity types and severity This chapter gives a limited glossary in order to define the calamities and corresponding severities as mentioned above in the calamity classification tree. Accident severity is based on the IMO Code for the investigation of marine casualties and incidents A.849(20). However, its definition has been broadened because non-fairway incidents are considered as well. Therefore, the following definitions count: o very severe accident: fatality; or total loss of ship; or malfunctioning of waterway infrastructure disabling vessel traffic; or severe pollution; or ecological pollution (e.g. botulism) o severe accident: injury; or structural damage rendering the ship non-navigable; or breakdown necessitating shore assistance; or malfunctioning of waterway infrastructure hindering vessel traffic; or pollution in any quantity o no severe accident: ship can continue journey; or malfunctioning of waterway infrastructure still allowing vessel traffic Calamity can be defined as an unexpected situation in which a serious threat for general safety exists, in which life and health of people, the environment, (water) infrastructure or large material objects are seriously threatened. Such event requires an integrated and coordinated action of several services and organisations of different disciplines. It also may lead to a sudden social Page 140 of 264

141 destabilisation and sensitisation of the public opinion, irrespective of the number of casualties. With respect to waterways, many events may lead to calamities. Collision between ships is the contact of two or more vessels underway, drifting, under towage, i.e. the vessel not being immobilised (see Lloyd s definitions of marine casualties). Contact is the event that the ship physically touches waterway-related infrastructure (e.g. navigation aids, bridge, ) or an immobile vessel. It can be split in: o striking: contact between one vessel underway or drifting and an object such as a buoy, another vessel at anchor, or another vessel secured to mooring buoys (see Lloyd s definitions of marine casualties) o impact: contact between a vessel underway or drifting and an immovable object such as a dock, quay or jetty or another vessel secured to a dock, quay or jetty (see Lloyd s definitions of marine casualties) Dike breach is the event by which river water flows to the land behind the dike by means of a rupture. Disabled vessel traffic is the situation in which no ship navigation is possible (see CCNR, 2006): o at all chambers of the lock; or o at all navigation routes under a bridge; or o at a passage of a specific location in the fairway; or o at a specific section of the fairway. Explosion is defined as a sudden increase in volume (i.e. shockwave) and the release of energy in an extreme manner, usually with the generation of high temperatures and the release of gases. An explosion can happen on and along the waterway affecting waterway-related activities. Falling in water is the event by which a person unintentionally falls into the water. Fatality refers to a dead person or an injured person deceasing afterwards as a result of the accident. Fire is the event characterised by visible heat and light energy released during a chemical reaction, in particular a combustion reaction. A fire can occur on and along the waterway affecting waterway-related activities. Flooding is an event by which the river causes overflow or over topping of flood defences like dikes. The land behind the defence structures becomes inundated. High water is the event by which the river water level is above an expected average level leading to a potential risk of flooding in a specific area. An alarm and warning message may be sent out when any flooding is expected in critical and non-critical areas respectively, i.e. when a serious threat to general safety exists or not, in which life and health of people, the environment, infrastructure or large material objects are seriously threatened. Hindered vessel traffic is the situation in which limited ship navigation is possible (see CCNR, 2006): o by one or more chambers of the lock; or o by one or more of the navigation routes under a bridge; or o a part of the fairway stays available at a passage of a specific location in the fairway. Page 141 of 264

142 Hull failure is the event that the vessel its hull splits open due to hydraulic erosion of the steel core. Ice formation is the situation at which a, partially or completely area-covering, ice layer occurs on the water surface. The degree of ice accessibility for vessel traffic depends on both the ice thickness and the coverage area (see CCNR, 2006). Loss of cargo is the event that cargo is unexpectedly lost from the ship and keeps its original dimensions, i.e. no spreading on the water surface or mixing in the water/air column occurs. In terms of incident definition, cargo refers to both the transported freight and any unintentional loss of ship parts or equipment in the river. Low water is the situation at which the river water level is so low that normal navigation becomes disturbed due to limited draught in (parts of) the waterway, or that adverse economic effects occur (e.g. drainage of surrounding agricultural land by the river). Malfunction of waterway infrastructure is the event that waterway infrastructure stops functioning or performs otherwise as expected. It affects or potentially affects traffic along and across the waterway. Mechanical damage is the failure of shipboard equipment such as main engines, steering, bow thrusters, or the failure of other equipment such as tugs or tow lines that directly result in the occurrence of any of the mechanical/instrument damages (see Lloyd s definitions of marine casualties). Hull failure is not considered as it is defined as a separate type of accident. Near accident refers to a situation where the surrounding conditions may potentially result in an accident. Security is the condition of being protected against danger or loss. It differs from safety by the added emphasis on being protected from dangers that originate from outside. In waterway navigation, it refers to issues related to law enforcement, military, national and local/private security such as possible terrorist attacks. Severe injury is the physical damage of the body resulting in an incapacitation for more than 72 hours commencing within seven days from the date of the injury (according to IMO Resolution A.849(20)). Severe pollution is defined as the introduction of pollutants (whether chemical substances, or energy such as noise, heat, or light) into the environment to such a point that its effects become extremely harmful to human health, other living organisms, or the environment. The severity depends on the impact area, pollutant toxicity and sensitivity of the surrounding environment. Ship capsizing is the action by which the boat or ship is tipped over until (completely or partially) inverted (see Lloyd s definitions of marine casualties). Ship grounding is the event that involves the impact of a ship on the river bed or bed of lock or channel (see Lloyd s definitions of marine casualties), resulting in the possible damage of the submerged part of the hull and in particular the bottom structure, potentially leading to water ingress and a degradation of the ship its structural integrity and stability. Ship sinking is the action by which the ship descends beneath the water surface due to a loss of buoyancy (see Lloyd s definitions of marine casualties). Ship stranding is the event that results from ship grounding and implies that the ship is aground and cannot continue its journey in a self-reliant way. Page 142 of 264

143 Spill is the event by which a substance (i) is unintentionally released in the environment as the result of human activities, and (ii) spreads on the water surface or is mixed in the water/air column. A substance is here defined as any solid, gas or liquid, or cargo of the vessel. Storm is the event by which wind speeds occur of more than 98 km/h or more than 10 on the scale of Beaufort. A warning message may be sent out for wind speeds more than 6 on the scale of Beaufort, and an alarm message for speeds larger than 8. For gusts of wind, a warning and alarm message may be broadcasted for peak wind speeds of more than 9 and 11 on the scale of Beaufort respectively. Total loss of a ship is the situation where the ship is lost without there being any prospect of it being recovered or if the ship is so badly damaged that it cannot be repaired. Waterway infrastructure is the collection of the basic facilities, services, and installations needed for the functioning of the waterway, i.e. all aspects related along and on the river are considered such as navigation aids, bridges, dams, sluices, locks, dikes but also non-waterway utilities such as e.g. power and communication lines. Page 143 of 264

144 Calamity abatement support inputs in the PIANC No PIANC is the global organisation providing guidance for sustainable waterborne transport infrastructure for ports and waterways. PIANC is the forum where professionals around the world join forces to provide expert advice on cost-effective, reliable and sustainable infrastructure to facilitate the growth of waterborne transport. Established in 1885, PIANC continues to be the leading partner for government and private sector in the design, development and maintenance of ports, waterways and coastal areas. In 2011 PIANC has published a technical report (consisting of 3 parts) on River Information Services implementation status, RIS guidelines, RIS definitions. The technical report on the implementation status of River Information Services 2010 has been derived from contributions received from several members of the international RIS community. The report has been compiled by the members of the PIANC RIS Working Group 125: Mr Reinhard Vorderwinkler and Mr Andreas Bäck (both Austria), Mr Mou Jun-min (observer China), Mr Rychtarík Miroslav and Mrs Finstrlová Lenka (both Czech Republic), Mr Kari Jämsen (Finland), Mr Dierik Vermeir, Mr Piet Creemers (Flanders), Mr Jacky Bironneau, (France), Mrs Gabriele Boettcher (Germany), Mr Robert Rafael and Mr Csaba Kovacs (both Hungary), Mr Peter Stuurman (The Netherlands), Mr Andrzej Stateczny (Poland), Mr Evgeny Brodsky (Russia), Mr Richard C. Lockwood (USA) and Mr Cas Willems (The Netherlands and Chairman). As Calamity abatement support of one of the RIS services defined in the 2005/44/EC RIS directive a separate chapter has been assigned in the report I. of the PIANC document. The principal reason for the introduction of reporting in some countries, and in particular the transport of dangerous cargoes, was for safety. In the event of an accident, the waterway authorities are capable of providing information on the vessel and its cargo immediately to those organisations which are responsible for the abatement of a calamity. Since the introduction of River Information Services, this reporting has shifted more and more towards Electronic Reporting. The electronic information on the vessels characteristics and its cargo, as well as the tactical traffic image provides a solid basis for the assessment of the accident, the co-ordination of rescue forces and the traffic measures that should be taken in case of an accident. In this respect, the original RIS Guidelines describe the following functionalities for CAS: Provision of information on accidents focused on a traffic situation Assessment of the traffic situation in case of an accident Co-ordination of the assistance of patrol vessels Assessment of the possible effects of the accident on the environment, people and traffic Presentation of information to patrol vessels, police boats and rescue vessels Initiation and co-ordination of search and rescue activities 2 Based on Page 144 of 264

145 Taking measures on traffic, environment and people protection Related to RIS authorities, these functionalities can be reduced to a strict minimum: Provision of information on accidents focused on a traffic situation Presentation of information to patrol vessels, police boats and rescue vessels Initiation of search and rescue activities The other functionalities belong to the tasks of the local rescue teams, which can rely on the information provided by RIS Implementation status In countries where there are VTS in operation the Calamity Abatement Support is one of the most sophisticated parts of the VTS services and is it possible to provide information on an incident or accident via VHF or UHF. As in these VTS areas there is radar coverage and in some cases AIS coverage the assessment of the traffic situation is done by the VTS operators. In Germany and The Netherlands the reporting systems MIB and IVS90 provide the possibility to assess also the cargo involved and thus measures can be taken accordingly. In case of an incident, the waterway authority initiates and co-ordinates search and rescue activities and takes measures on traffic, environmental and people protection in co-operation with the police and other involved authorities. In countries without VTS there are more and more monitoring centres which will be responsible for the services with the RIS authorities being responsible in case of accidents as defined under Calamity Abatement Support. Hungary, Slovakia and Austria all have monitoring centres using the information of the AIS network in their countries. However, the provision by electronic means of the available RIS-information, e.g. the tactical traffic image of the area of an accident, to patrol vessels, police vessels and other rescue vessels is still an open issue in the implementation of RIS services. The interchange of information between different organisations and different regions is a subject treated in European projects like DATRAM and IRIS Europe Hungarian Calamity Centre Since 1996 the radio-based system and the RSOE Calamity Centre (with the NAVINFO call-sign) enhances the safety of waterway on the whole Hungarian Danube stretch. This system has been further developed in the frame of projects COMPRIS, DaTraM and IRIS Europe. The emergency and information is a part of the Danube-Main-Rhine Emergency and Information System. The service is ensured by the RSOE personnel in a 24/7 operation. Through navigational channels VHF 16 and 22 the RSOE Calamity Centre is the official centre for information requests (notices to skippers, water level etc.) and emergency calls. Page 145 of 264

146 The RSOE Calamity Centre is also the centre for the Hungarian river information services by means of information exchange, vessel tracking and tracing, dangerous cargo transport reporting etc. Main users / stakeholders: o Ministry of National Development, o National Transport Authority, o Danube Water Police Captaincy, o National Directorate General for Disaster Management. o Commercial users / stakeholders like skippers, fleet operators and ports The success factors of the RSOE Calamity Centre are: o The proactive activities of RSOE since o The demand from the industry. o The demand from the governmental stakeholders. o The key personnel of the service who have wide knowledge on the navigation on the Danube and other inland waterways. o The close and very efficient co-operation with the stakeholders involved in calamity abatement. More information can be obtained from RSOE website ( or from the PannonRIS website ( Calamity Abatement Management System in Flanders C@LRIS Because of the complex alarming chain in case of a calamity, Flanders invested in an electronic support tool, named C@LRIS, for handling calamities. Dependant from the region, the classification and the severity of a calamity, different kind of persons need to be informed. The principal objectives of C@LRIS are: (a) Enrich incoming notification: C@LRIS relies on the basic RIS-key services to enrich an incoming notification of a calamity. In case of an incident with a vessel C@LRIS can provide: Position information of the ship, when there is not AIS on board the estimated position based on reporting information will be provided. The cargo and number of passengers on board of the ship based on electronic reports (b) Inform people in charge of operations: Page 146 of 264

147 Different people mean different ways of communication. will automatically propose the correct set of responsible people and their preferred way of communication. Communication means as telephone, , sms and fax are available in conjunction with All incoming and outgoing communication is logged by the application. (c) Inform skippers and other waterway authorities After rescue forces are alerted, will inform the skippers by means of a draft NtS- and AIS-message, which will be processed by the NtS- and AIS-applications. Finally a military VHF-broadcast service broadcasts the calamity information. (d) Monitor the situation While the calamity is ongoing, feedback can stream back to C@LRIS, allowing the RISoperator to keep up to date of the calamity. Visual feedback is also foreseen by means of a video wall with Inland ECDIS, AIS, NtS and voyage and cargo information. Page 147 of 264

148 4 Best cases outside SEE states 4.1 Introduction This chapter includes a summary of the main best cases outside SEE states relevant to: - AIS systems - VTS systems - Oil Spill monitoring Systems - Environment / coastal pollution monitoring systems Other systems developed under EU projects are mentioned. 4.2 AIS systems Stockholm AIS Stockholm Automatic Identification System (Stockholm AIS) is a Marine information and communication infrastructure system in the maritime area implemented with national and own funds. The system is located in Sweden, Stockholm. The system is operated by: Stockholm Port Authority Magasin 2, Frihamnen Box , SE Stockholm Phone: URL: Operational status The system is fully operational System description The Stockholm AIS monitors ports in Stockholm, Kapellskär and Nynäshamn. The ports in Stockholm (Stadsgården, Frihamnen and Värtahamnen) are central ports for goods and passengers travelling to and from Finland, Russia and the Baltic countries. The ports of Kapellskär, 90 km north of Stockholm, and Nynäshamn, 60 km south of Stockholm, are outports that with their short entrance fairways provide excellent complements to more centrally located ports. Page 148 of 264

149 The Stockholm AIS is an open community-based system. It is dedicated in collecting and presenting data which are exploited in research areas, such as: Simulation of vessel movements in order to contribute to the safety of navigation and to cope with critical incidents Interactive information systems design Statistical processing of ports traffic with applications in operational research Design of models for the spotting of the origin of a pollution Design of efficient algorithms for sea path evaluation and for determining the estimated time of ship arrivals Correlation of the collected information with weather data Cooperation with Institutes dedicated in the protection of the environment It provides free real-time information to the public, about ship movements and ports, mainly across the coast-lines of Sweden. The system is currently hosted in the Stockholm Port Authority Hardware description The five (5) base stations that are connected to the Stockholm AIS are equipped with an AIS receiver, a PC and an Internet connection. The AIS unit receives data, which are processed by simple software on the PC and then sent to a central database by means of a web service. The system hardware comprises of the following equipment : 1. Transponder AIS Base Station (Qty 5) 2. GPS Antenna (Qty 5) 3. VHF Antenna (Qty 5) 4. Data (AIS) & Web, server (Qty 5) 5. Work Stations for AIS local users PCs (Qty 15) 6. Color Laser printer (Qty 5) 7. UPS (Qty 5) The architecture of the systems is depicted in the following figure. Page 149 of 264

150 Figure 4-1 Stockholm Port Authority AIS architecture Software description The system software comprises the following modules & applications: 1. Electronic map system for superimposing the AIS targets info (Vessels, Base Stations, AtoN, etc). The world map is based on the Google map charts, 2. Software package and applications, on vessels, and different events info, such as database structures in a multimedia & web platform 3. Linux Operating system 4. Database administration s/w package - MySQL 5. Relevant Software Development KIT package, 6. Basic s/w package supporting the shore AIS base station A typical screenshot of electronic map is depicted in the following figure. Page 150 of 264

151 Figure 4-2 AIS of Stockholm Port Authority Screenshot of electronic map More info on Coverage area The main base stations of Stockholm AIS cover fully a range of miles and periodically receive information from some more distant vessels. The following figure shows the area (Stockholm ports) covered by the Stockholm AIS. Page 151 of 264

152 Figure 4-3 System coverage Interface with Collateral system No reference available Personnel No reference available Total cost of the system No reference available SWOT analysis Strengths Interoperability of the system Connectivity with other systems (i.e. traffic monitoring of heavy trucks) Provide monitoring services in other media (e.g. mobile phones) Weakness The need for continuous upgrade of hardware & software equipment that will support new technological trends Page 152 of 264

153 Opportunities Creation of a Port Community System Threats Integrated systems that provide data concerning: o Marine Traffic o Environmental management It is considered a best case for the following: It is an integrated system that supports simultaneously five (5) ports of Sweden UK ShipAIS UK ShipAIS is a Marine information and communication infrastructure system in the maritime area implemented with own funds. The system is located in United Kingdom in the following areas: North Channel, North East Britain, Outer Hebrides, NE Scotland & Orkney. The system is operated by individuals. Multiple AIS transponders are located in various area of the United Kingdom Operational status The system is fully operational System description ShipAIS is a UK based system that operates independently by individuals. Each site needs an AIS receiver, an outdoor aerial and a PC to process and gather the data which is then sent to ShipAIS over the internet. The architecture of the AIS transponder is similar to the one presented in Stockholm AIS (see figure below). As far as the data that each ship transmits, these may be categorized in dynamic and static. A ship transmits "dynamic" information at intervals of between 2 and 12 seconds depending on the vessel's speed or 3 minutes if at anchor. MMSI number Navigation status, e.g. 'at anchor' or 'underway' Ground speed, from 0 to 102 knots in steps of 0.1 knots Rate of turn, 0 to 720 degrees per minute Position (GPS latitude and longitude) Page 153 of 264

154 Heading and Course over Ground Time stamp Then every six minutes "static" information is transmitted: MMSI number Call sign Ship's name Type of ship Width, length and draught Antenna Location Destination Estimated time of arrival (ETA) Voyage related information such as draught, cargo, destination and ETA are generally manually entered and updated by the bridge team. The AIS signal is broadcast on alternate frequencies (Marine VHF band: and MHz) so if a receiver is only listening on one channel, it may take twice as long to pick up this information Hardware description The base stations that are connected to the ShipAIS are equipped with an AIS receiver, a PC and an Internet connection. The AIS unit receives data, which are processed by simple software on the PC and then sent to a central database by means of a web service. The system hardware (per AIS base station) comprises of the following equipment : 1. Transponder AIS Base Station (Qty 1) 2. GPS Antenna (Qty 1) 3. VHF Antenna (Qty 1) 4. Data (AIS) & Web, server (Qty 1) 5. Work Stations for AIS local users PCs (Qty 1) 6. UPS (Qty 1) Software description The system software comprises the following modules & applications: Page 154 of 264

155 1. Electronic map system for superimposing the AIS targets info (Vessels, Base Stations, AtoN, etc). 2. Software package and applications, on vessels, and different events info, such as database structures in a multimedia & web platform 3. Database administration s/w package - MySQL 4. Basic s/w package supporting the shore AIS base station Typical screenshots of electronic maps are depicted in the following figures. The screenshot depict four (4) different areas of coverage namely: North Channel, (Figure a) North East Britain, (Figure b) Outer Hebrides, (Figure c) NE Scotland & Orkney (Figure d) North Channel (a) North East Britain( b) Page 155 of 264

156 Outer Hebrides (c) NE Scotland & Orkney (d) Figure 4-4 Screenshot of the UK Ship AIS More info on Coverage area The map below (Figure 5) shows a summary of AIS coverage - darker areas (red color) have better AIS coverage (and more ships). In most cases the areas covered are between miles (for each AIS transponder). Gaps in the coverage may be because there are no suitable receivers in the area or because the ships are too far from the coast. Page 156 of 264

157 NE Scotland & Orkney Outer Hebrides North East Britain North Channel Figure 4-5 Coverage of the UK Ship AIS Interface with Collateral system No reference available Personnel No reference available Total cost of the system No reference available SWOT analysis Strengths Interoperability of the system Weakness Connectivity with other systems Provide monitoring services in 4 major UK areas Cost-effective System Coverage Page 157 of 264

158 The need for continuous upgrade of hardware & software equipment that will support new technological trends Opportunities Creation of a National AIS UK system Threats Integrated systems that provide data concerning: o Marine Traffic o Environmental management It is considered a best case for the following: It is an integrated system that supports simultaneously four (4) major areas of UK. It runs by individuals and its coverage is continuously bigger It is a cost-effective system AIS Norway AIS Norway is a Marine information and communication infrastructure system in the maritime area implemented with own funds. The system is located in the Norwegian coast (Bergen, Kristiansund, Northern Norway, Skagerrak, Stavanger). More info on The system is operated by Sandnes Sjo. Multiple AIS transponders are located in various area of the Norwegian coast Operational status The system is fully operational System description AIS Norway is a Norwegian non-commercial system, which is accessible to everyone. It is operated on a voluntary basis by Sea Scouts in Sandnes. Each site/area (i.e. Bergen, Kristiansund, Northern Norway, Skagerrak, Stavanger) uses an AIS receiver, an outdoor aerial and a PC to process and gather the data which is then sent to AIS Norway over the internet. The architecture of the AIS transponder is similar to the one presented in Stockholm AIS (see figure below). As far as the data that each ship transmits, these may be categorized in dynamic and static. A ship transmits "dynamic" information at intervals of between 2 and 12 seconds depending on the vessel's speed or 3 minutes if at anchor. Page 158 of 264

159 MMSI number Navigation status, e.g. 'at anchor' or 'underway' Ground speed, from 0 to 102 knots in steps of 0.1 knots Rate of turn, 0 to 720 degrees per minute Position (GPS latitude and longitude) Heading and Course over Ground Time stamp Then every six minutes "static" information is transmitted: MMSI number Call sign Ship's name Type of ship Width, length and draught Antenna Location Destination Estimated time of arrival (ETA) Voyage related information such as draught, cargo, destination and ETA are generally manually entered and updated by the bridge team Hardware description The base stations that are connected to the AIS Norway are equipped with an AIS receiver, a PC and an Internet connection. The AIS unit receives data, which are processed by simple software on the PC and then sent to a central database by means of a web service. The system hardware (per AIS base station) comprises of the following equipment : 1. Transponder AIS Base Station (Qty 1) 2. GPS Antenna (Qty 1) 3. VHF Antenna (Qty 1) 4. Data (AIS) & Web, server (Qty 1) 5. Work Stations for AIS local users PCs (Qty 1) 6. UPS (Qty 1) Software description The system software comprises the following modules & applications: 1. Electronic map system for superimposing the AIS targets info (Vessels, Base Stations, AtoN, etc). Page 159 of 264

160 2. Software package and applications, on vessels, and different events info, such as database structures in a multimedia & web platform 3. Database administration s/w package - MySQL 4. Basic s/w package supporting the shore AIS base station Typical screenshots of electronic maps are depicted in the figures below. The screenshots depict five (5) different areas of coverage namely: Bergen, (Figure a) Kristiansund, (Figure b) Northern Norway, (Figure c) Skagerrak, (Figure d) Stavanger, (Figure e) Bergen (a) Kristiansund ( b) Page 160 of 264

161 Northern Norway (c) Skagerrak (d) Stavanger (e) Figure 4-6 Screenshot of the AIS Norway Page 161 of 264

162 More info available on Coverage area The map below shows a summary of AIS coverage. In most cases the areas covered are between miles (for each AIS transponder). Gaps in the coverage may be because there are no suitable receivers in the area or because the ships are too far from the coast. The harbors that have an AIS transponder are the following: Egersund Haugesund Sandnes Sirevag Skudeneshavn Stavanger Tananger Northern Norway Kristiansund Bergen Stavanger Skagerrak Figure 4-7 Coverage of the AIS Norway Interface with Collateral system No reference available Page 162 of 264

163 Personnel No reference available Total cost of the system No reference available SWOT analysis Strengths Interoperability of the system Connectivity with other systems Provide monitoring services in 5 major Norwegian areas Cost-effective System Coverage Weakness The need to provide donations from individuals in order to keep the system operational The need for continuous upgrade of hardware & software equipment that will support new technological trends Opportunities Creation of a National AIS Norwegian system operated by a National Maritime Agency Threats Integrated systems that provide data concerning: o Marine Traffic o Environmental management It is considered a best case for the following: It is an integrated system that supports simultaneously five (5) major areas of Norway. It runs by individuals and its coverage is continuously bigger It is a cost-effective system Baltic Integrated system (HELCOM) The system is managed by Helsinki Commission (HELCOM). (Baltic Marine Environment Protection Commission) Katajanokanlaituri 6 B FI Helsinki Finland Phone: Page 163 of 264

164 Fax: The area covered by the system is the Baltic Sea region Operational status The status of the system is fully operational. The system was built with national funds and own funds System description BALTIC Global Information System comprises the following components: a. Maritime Accident Response Information System (MARIS) b. Baltic Nutrient GIS c. Water forecast system Baltic GIS has the following characteristics that makes it a good example in the area of vessel monitoring systems and pollution management tools: i. Lower discharges of organic pollutants and nutrients from point-sources. ii. A 20-25% overall reduction in the emissions of oxygen-consuming substances (BOD) from the 132 originally identified hot spots since the early 1990s, with about 50 hot spots deleted from the list. iii. Fewer beaches closed for bathing, thanks to improvements in the treatment of industrial and municipal wastewater. iv. Significant reductions in atmospheric nitrogen deposition. v. Dramatic reductions in emissions of organo-halogen compounds such as toxic dioxins and furans. vi. National regulations banning hazardous substances like PCB and DDT. vii. Stricter controls on industry (permits are now compulsory for industrial emissions). viii. Improved joint monitoring of the state of the marine environment. ix. The recovery of seal and white-tailed eagle populations. x. Better special legislation to prevent the pollution of the Baltic Sea by shipping, developed together with the International Maritime Organization (IMO). xi. Measures to eliminate all illegal discharges by ships into the Baltic Sea. A major international plan to combat marine pollution, with active co-operation involving all the Contracting Parties through HELCOM. MARIS-system was created by combining already existing data from different sources: studies, analyses and statistics that have been or are still collected and updated annually. Most of the data is collected as part of the HELCOM work, but some data has been collected also by other organizations. MARIS can be used to view different datasets related to oil spill risk and response over a common background map and in different combinations. MARIS also gives possibilities for the officials and other experts in each country to assess the Page 164 of 264

165 maritime risks and response resources in their areas, as they are the ones who can based on their knowledge and expertise of local conditions make the best estimations of their own areas. The atlas consists mainly of a number of datasets describing: - the areas most sensitive and vulnerable to oil spills - the traffic and risk distribution - the available resources for combating oil spills in the Baltic Sea area. In addition, the atlas includes some necessary background datasets (coastlines, administrative boundaries etc.), documentation of all the datasets and a tool to view these map datasets. The data is projected in Lambert Azimuthal Equal Area projection based on ETRS89 datum. The growing concern for the risks of oil spills in the Baltic Sea was acknowledged by the Nordic Council of Ministers. In the spring 2003 it initialized a project to map out these risks and the capacity to combat them. The project was funded completely by the council and realized by the Finnish Environment Institute (SYKE). MARIS is the result of this work. The estimation and analysis of the oil transportation and its risks is a complex issue - the used background information depends on the point of view and scale chosen by the individual. One good way to gain an overview of the situation - in larger or smaller scale - is to view the different datasets in relation to each other. The easiest way to combine different datasets is to utilize data included in a geographical information system (GIS). MARIS-system was created by combining already existing data from different sources: studies, analyses and statistics that have been or are still collected and updated annually. Most of the data is collected as part of the HELCOM work, but some data has been collected also by other organs such as UNEP Grid Geneva and Grid Arendal, ESRI (Digital Chart of the World), TACIS (COWI), European Commission, BFN and VTT Technical Research Center of Finland. Some data was collected from other sources like oil terminals' web pages. MARIS can be used to view different datasets related to oil spill risk and response over a common background map and in different combinations. MARIS also gives possibilities for the officials and other experts in each country to assess the maritime risks and response resources in their areas, as they are the ones who can based on their knowledge and expertise of local conditions make the best estimations of their own areas. The atlas consists mainly of a number of datasets describing: the areas most sensitive and vulnerable to oil spills the traffic and risk distribution the available resources for combating oil spills in the Baltic Sea area. In addition, the atlas includes some necessary background datasets (coastlines, administrative boundaries etc.), documentation of all the datasets and a tool to view these map datasets. The data is projected in Lambert Azimuthal Equal Area projection based on ETRS89 datum. Page 165 of 264

166 MARIS has been created by compiling different existing datasets into a common format and under a single user interface. The purpose of MARIS is to help users visualize the risks of maritime transportation in the Baltic Sea and the capacity to handle these risks, concentrating mainly on the risk of oil pollution and the oil spill response equipment. The users of these datasets are mainly the competent oil pollution response authorities of the Baltic Sea states, the Nordic Council of Ministers and the HELCOM secretariat. The Baltic Nutrient GIS quantifies discharges and losses of nutrients and hazardous substances to inland surface waters into a geographic information system. The Baltic Nutrient GIS can be used to view different datasets related to nutrients discharged from point sources and measured at river mouths as well as the area specific loads per subregion over a common background map: - emissions of phosphorus and nitrogen from point sources - riverine loads of nitrogen and phosphorus - area specific loads of nitrogen and phosphorus In addition, the atlas includes some necessary background datasets (coastlines, sea areas etc.), documentation of all the datasets and a tool to view these map datasets. The data is in WGS84 coordinate system and projected in ETRS_1989_LAEA. The Waterforecast system by DHI Water and Environment is a 3D hydrodynamic model (MIKE 3 HD) and a 3D bio-chemical model (MIKE 3 ECO Lab) used for describing the physical and bio-chemical conditions of the Baltic Sea including the Danish Straits. The model results demonstrate surface salinity, surface temperature and surface current. Furthermore, bottom concentration of oxygen is included. HELCOM services (data & maps) The HELCOM map and data service allows interested users to access a wide range of data on activities and pollution loads affecting the Baltic Sea marine environment, including also information about monitoring activities and regional preparedness for accident response. Users can view, create and save/print their own maps, download datasets, and create live links to the HELCOM GIS website via HELCOM map and data service. HELCOM provides also services via the following databases: COMBINE monitoring data can be downloaded from ICES Oceanographic database. Monitoring data can be visualized and downloaded in the ICES EcoSystemData map service. HELCOM BSPA Database provides a wide range of information on Baltic Sea Protected Areas. The Database currently contains information on 111 sites, of which 90 are notified and designated by the Contracting States as BSPAs. Seatrack Web is an official HELCOM oil drift forecasting system developed and administrated by SMHI and DAMSA with SINTEF oil weathering technology included. Page 166 of 264

167 Data on concentrations of radioactive substances in water, sediments, and biota, compiled by the HELCOM Monitroing of radioactive substance project (HELCOM MORS) can be downloaded via International Atomic Energy Agency's Marine Information System. Figure 4-8 ICES Oceanographic database Figure 4-9 HELCOM BSPA Database Page 167 of 264

168 Figure 4-10 Seatrack Web Figure 4-11 Marine Information System (MARIS) Page 168 of 264

169 System and hardware description The system s components are: AIS GIS ENCs ECDIS Seatrack Web (STW) The base stations that are connected to the AIS, are equipped with an AIS receiver, a PC and an Internet connection. The AIS unit receives data, which are processed by simple software on the PC and then sent to a central database by means of a web service. The system hardware (per AIS base station) comprises of the following equipment : 1. Transponder AIS Base Station (Qty 1) 2. GPS Antenna (Qty 1) 3. VHF Antenna (Qty 1) 4. Data (AIS) & Web, server (Qty 1) 5. Work Stations for AIS local users PCs (Qty 1) 6. UPS (Qty 1) Software description ArcView system by ESRI ArcIMS web version, based on an ESRI application 3D hydrodynamic model and a 3D bio-chemical model used for describing the physical and bio-chemical conditions of the Baltic Sea A typical screenshot of the system is depicted in the figure below. The screenshot depicts the area that the system covers. Page 169 of 264

170 Figure 4-12 Baltic GIS (screenshot of the system) Coverage area The system covers the entire Baltic sea, which is about km long, an average of 193 km wide, and an average of 55 m deep. The surface area is about km² and the periphery amounts to about km of coastline. Figure 4-13 Coverage of the Baltic GIS Page 170 of 264

171 Interface with Collateral system The Baltic GIS is interfaced with various systems and databases that can be accessed via the HELCOM website Personnel No reference available Total cost of the system No reference available SWOT analysis Strengths: Interoperability of the system Connectivity with other systems Provide monitoring services in the Baltic Sea Region Weakness The need for continuous upgrade of hardware & software equipment that will support new technological trends Maintenance costs Opportunities Creation of master plans for vessel traffic management policies and environmental pollution strategies Threats Other integrated systems that provide a greater coverage (e.g. EU coverage) North Sea AIS NorthSea AIS is a Marine information and communication infrastructure system in the maritime area implemented with national funds. The system is located in the following countries in the North Sea Region: SE, NO, UK, F, BE, NL, D, DK. The system is located in Finland. Multiple AIS transponders are located in various port in the North Sea area. Page 171 of 264

172 Operational status The system is fully operational System description The North Sea AIS monitors the movement of several vessels in the North Sea area. The system is locates in various ports in the following countries: SE, NO, UK, F, BE, NL, D, DK. The North Sea AIS is dedicated in collecting and presenting various data and important information, such as: Vessel movements in order to contribute to the safety of navigation and to cope with critical incidents Interactive information systems design Design of efficient algorithms for sea path evaluation and for determining the estimated time of ship arrivals Correlation of the collected information with weather data Cooperation with Institutes dedicated in the protection of the environment It provides free real-time information to the public, about ship movements and ports, mainly across the coast-lines of the North Sea region. The system is currently hosted in Finland. Finally it must be mentioned that the North Sea AIS is receiving information from the following systems: HELCOM AIS server Local & National Vessel Traffic Service Centres (VTS) EMSA SafeSeaNet system Hardware description North Sea AIS is a collecting system of AIS data from all member countries Storage of collected data is made in an Oracle database, indexed for temporal and spatial statistics search AIS data provided to an information centre (3 servers for HELCOM and 4 for North Sea) through a supplied provider proxy Online AIS data accessible through a user defined filter and a supplied subscriber proxy Page 172 of 264

173 Any info centre is connected to 2 Proxies Clients installed at a National Competent Authority. One is used for reception of regional centre data, the other for provision of data. The architecture of the main servers that support the North Sea AIS is depicted in the following figure. Figure 4-14 North Sea AIS system architecture Software description The software of the North Sea AIS is the same with the systems described above. The services that are provided via the system is as follows: Web AIS display Access to AIS data collected by the information center Visualization of ships within the coverage areas Allowing for various information from AIS messages Page 173 of 264

174 Allowing for filtering possibilities Lists of ships Tracking for a single ship Access secured via https protocol Web Statistics Generally two types of statistics: Those based on information from position reports (types 1 to 3) and Those based on ship static and voyage related data (report type 5) All statistics are generated in relation to crossing a predefined passage line in each direction Access secured via https protocol (and not only during authentication process) Proxy accounts and handled separately from Web accounts A typical screenshot of the Web AIS display is depicted in the following figure. Figure 4-15 Web AIS display More info are available on Coverage area Page 174 of 264

175 The system covers the entire North Sea region, which is about 960 km long, an average of 580 km wide, and an average of 95 m deep. The surface area is about km² and the periphery amounts to more than km of coastline. Figure 4-16 Area Coverage Interface with Collateral system The System is integrated with: HELCOM AIS server Local & National Vessel Traffic Service Centres (VTS) EMSA SafeSeaNet system Personnel No reference available Total cost of the system No reference available SWOT analysis Strengths Interoperability of the system Provide monitoring services in the entire North Sea area Page 175 of 264

176 Cost-effective Weakness The need for continuous upgrade of hardware & software equipment that will support new technological trends Opportunities Connection with other systems Threats Other Integrated Systems that operate in the same area It is considered a best case for the following: Gathering of information that EMSA do not hold at the moment Experience on the operational level in the use of the pilot project Gaining experience of testing the regional concept Alerting possible while not in SSN currently 4.3 VTS Cyprus VTMIS Cyprus VTMIS is a Marine information and communication infrastructure system in the maritime area implemented with national funds. The system is located in Cyprus. System is operated by: Cyprus Port Authority Kritis 23, CY-1061 Lefkosia, P.O. Box Tel Fax Operational status The system is fully operational. Page 176 of 264

177 System description Cyprus VTMIS is a national scale system. It monitors sea traffic at the eastern boundary of the EU in order to improve safety, minimize the number of accidents at sea and combat illegal immigration, smuggling and similar activities. 3 Control Centers (1 National and 2 Local) 5 Operator workstations (Triple Display) 4 VTS Remote workstations 4 Radars 7 AIS Base Stations (hot stand-by) 9 VHF Base Stations (distributed VHF communication system) 2 VHF Direction Finders VTS Database Full mission AIS Network SafeSeaNet The system is a star type network with a work station (per site), an AIS transponder connected to each PC, two antennas of VHF and GPS respectively, and a Radar also connected to the same PC. The application software is based on AIS and ARPA vessel position and info, plotted on a local ENC type of map. The application software has no any capability of transmitting and thus communicated by any other outside similar system or data base. VTS Cyprus meets the requirements and aids the satisfaction of: IALA Guidelines on VTS Stations IALA Recommendation A-124 A-126 and V128 The Directive 2002/59/EC of the European Parliament and the Council of 27 June 2002, adopted by law 131(I)/2004 of the Republic of Cyprus. EMSA Recommendations on SafeSeaNet (SSN). All applicable IMO resolutions (including IMO Resolution MSC-74(69) Regulation). All applicable ITU resolutions & recommendations (including ITU Recommendation ITU-RM The UK Port Marine Safety Code. Page 177 of 264

178 The SOLAS Port Facility Security (ISPS) Code Hardware description The following figure provides a simple overview of the basic system architecture (AIS transponder site). As mentioned above, the system is a star type network with a work station (per site), an AIS transponder connected to each PC, two antennas of VHF and GPS respectively, and a Radar also connected to the same PC. The detailed hardware per AIS transponder is as follows: 1. Transponder AIS Base Station (Qty 1) up to 100 Nm 2. GPS Antenna (Qty 1) 3. VHF Antenna (Qty 1) 4. Radar up to 5-10 Nm covered are 5. ENC local (Cyprus sea area) maps Figure 4-17 System Architecture (per AIS site) The figure below provides a screenshot of the control room of an AIS transpoder. Page 178 of 264

179 Figure 4-18 Control room A more detailed representation of the system architecture (i.e. Operator Stations, VHF base station, VTS Server, Radar, AIS base station, etc) is presented in the following figure. Figure 4-19 Cyprus VTS Architecture Software description Page 179 of 264

180 The system software is based on an electronic chart where all the vessel traffic is monitored and controlled. The electronic chart is digitized from official paper and electronic sources published by the national Hydrographic Office of Cyprus. It fully supports the ENC S52/S57. A typical screenshot of the electronic chart is depicted in the figure below. Figure 4-20 Electronic chart An important feature of the software is the Playback system (next figure). The latter has the following characteristics: Availability of all operations such as the radar image control and chart operations during playback Search for a recorded fragment by time interval, vessel name, Alias, MMSI and Call Sign Export of target motion parameters to a text file Printing out of graphic images of navigation situations Listening of audio records Export of selected record fragments to specified drive or folder Adjustable playback speed Page 180 of 264

181 Figure 4-21 The playback system More info available on Coverage area The area coverage of the system is depicted in the following figure. Figure 4-22 Area coverage of the system Interface with Collateral system No reference available Page 181 of 264

182 Personnel No reference available Total cost of the system No reference available SWOT analysis Strengths Interoperability of the system Provide monitoring services in the entire Cyprus Cost-effective Weakness The need for continuous upgrade of hardware & software equipment that will support new technological trends Opportunities Connection with other systems Threats Other Integrated Systems that operate in the same area It is considered a best case for the following: It is an integrated state-of-the art system that supports the vessel traffic monitoring. system of Cyprus TSVTS Turkey Turkish Straits Vessel Traffic Service (TSVTS) is a Marine information and communication infrastructure system in the maritime area implemented with national funds. The system is located in Turkey covering the Marmara Sea, the Black Sea and the Aegean Sea. System is operated by: Director General for Costal Safety & Salvage Administration Meclis-i Mebusan Cad. No: 18 Kat: 4 Salıpazarı / İstanbul Tel Fax info@coastalsafety.gov.tr Page 182 of 264

183 Operational status The system is fully operational System description The competent authority of Turkish Straits Vessel Traffic Service (TSVTS) is the Minister of Transportation, and the General Director of Coastal Safety and Salvage Administration, appointed by the Turkish Government, is the TSVTS Authority. In addition to the safety of navigation, the TSVTS applies the emergency plans, and coordinates all the means to be used in accordance with these plans (towing, fire fighting, antipollution, S.A.R., medical care). But its domain of responsibility is limited by the fact that the ultimate decision relating to the safety of navigation is given by the Master, and that any information, any warning, any instruction or recommendation given by the VTS does not affect in any way the responsibility of managing the vessel, the professional ability and the knowledge of the Master. All the VTS operators are Captains with at least two years of command experience, and received a specific formation in conformity with the IALA standards. There are currently three VTS areas in the Turkish straits: the Istanbul VTS (55Nm), the Çanakkale VTS (78Nm) and the Marmara Sea TSS (71 Nm) Hardware description Information on the vessel traffic situation is obtained from 8 towers on the Istanbul strait, and from 5 towers on the Çanakkale strait. Each tower is fitted with an X band radar and a remote-controlled TV camera sending data to the area's VTS centre. Three towers in each VTS area are equipped with VHF devices. Six AIS base stations are established in the Turkish straits, and the straits pilot station has 50 portable AIS transponders units, enabling each pilot to obtain a whole image of the vessels proceeding through the straits. Page 183 of 264

184 Figure 4-23 VTS tower The VTS lay out in addition Doppler sensors for the currents, salinity and temperature profilers, automatic weather stations, DGPS reference stations, VHF direction finders stations, and communication equipments (VHF, HF, MF, INMARSAT C) fitted with record and replay units. The system architectures of the Çanakkale VTS and the Istanbul VTS are depicted in the following figures. Figure 4-24 Çanakkale VTS system architecture Page 184 of 264

185 Figure 4-25 Istanbul VTS system architecture The control centre of each VTS system is similar to the one presented in the figure below. Figure 4-26 VTS Control centre Çanakkale VTS is divided into 3 sectors each one controlled by an operator. Istanbul VTS is divided into 4 sectors, each one controlled by an operator. Furthermore, all sector operators should have a commanding influence over their respective sector Software description The TSVTS software comprises of the following elements: Page 185 of 264

186 1. Electronic map system for superimposing the AIS targets info (Vessels, Base Stations, AtoN, etc). 2. Software package and applications, on vessels, and different events info, such as database structures in a multimedia & web platform 3. Linux Operating system 4. Database administration s/w package - MySQL 5. Relevant Software Development KIT package, 6. Basic s/w package supporting the shore AIS base station The TSVTS renders three different services: Information Service about maritime traffic which gives the relative positions of the ships, the intended movements of other vessels, the notices to mariners, the weather reports, and any other information considered necessary by the VTS operators. Navigational assistance for the ships experiencing difficulties due to navigation equipment failures or bad weather. Traffic organization service, which provides operational information to the ships before entering in the straits, in accordance with the Turkish Straits Maritime Traffic Regulations More info available on the following website: Coverage area The TSVTS area coverage is depicted in the next figures. The system covers the following areas: Çanakkale - (55Nm) Istnabul - (78Nm) Marmara - (71Nm) Page 186 of 264

187 Figure 4-27 Çanakkale area coverage Figure 4-28 Istanbul area coverage Page 187 of 264

188 Figure 4-29 Marmara area coverage Interface with Collateral system No reference available Personnel No reference available Total cost of the system No reference available SWOT analysis Strengths Interoperability of the system Provide monitoring services in Turkish straits (3 areas) Weakness The need for continuous upgrade of hardware & software equipment that will support new technological trends Opportunities Connection with other systems Threats Other Integrated Systems that operate in the Aegean Sea It is considered a best case because covers 3 very important passages from the Aegean to Marmara Sea and from Marmara to Black Sea VMS Iceland VMS Iceland is an integrated system for monitoring, control and surveillance, a Marine information and communication infrastructure system in the maritime area implemented with national funds. The system is located in Iceland. System is operated by: Icelandic Coast Guard Skogarhlid 14, IS-105 Reykjavik. Kennitala Page 188 of 264

189 Operations centre is located in: Skogarhlid 14, IS-105 Reykjavik Operational status The system is fully operational System description Icelandic fisheries are highly efficient and considered to be well managed; this status has been achieved by innovations in fishing and processing technology and in management approaches. Iceland also participates in a complex framework of fishing agreements and management arrangements in the North Atlantic Ocean. It plays an essential and strategic role in the effective monitoring of vessels within fisheries monitoring, control and surveillance (MCS), both in national and international waters, as well as other functions related to safety at sea and security. It was thus a necessity the creation of an integrated system, which involves various functions such as vessel monitoring for the purposes of safety at sea, security, customs and immigration as well as fisheries surveillance. Overall operational responsibility for the integrated system has been given to the Icelandic Coast Guard (ICG). Collaboration with other institutions is essential, such as with the Icelandic Association for Search and Rescue with their trained rescue teams and all-weather lifeboats. The nerve centre of the integrated system is the ICG Operations Centre. It serves as the communication centre for patrol units (i.e. two patrol vessels, three helicopters, one fixedwing aircraft and a multipurpose vessel). Other essential functions of the ICG Operations Centre can be summarized as: VMS for safety, security and surveillance purposes in the Icelandic EEZ; providing the Maritime Traffic Service (MTS) and functioning as the single point of contact for all maritime related notifications; and monitoring and surveillance of fishing activity. The MTS is primarily for safety and security purposes such as enhancing the safety and efficiency of maritime traffic, and improving the response of authorities to incidents, accidents or potentially dangerous situations at sea. However, fisheries monitoring and surveillance also includes the activity of Icelandic vessels operating inside the EEZs of other countries as well as international collaborative efforts in the fight against illegal, unreported and unregulated (IUU) fishing in the high seas of the North Atlantic. All maritime-related information is collected in one place and used jointly by various institutions for different purposes. This results in cost savings but also in increased Page 189 of 264

190 effectiveness in terms of coordination of operations, as the ICG Operations Centre is the single point of contact for fishers and seafarers. Many of the new technologies introduced are cost-efficient from a human resources perspective and have made previously impossible or unrealistic tasks feasible. Conversely, many countries now have responsibilities and obligations in the context of international conventions and agreements, which creates a need for investment in acquiring or upgrading equipment and infrastructure Hardware description The nerve centre of the integrated system is the ICG Operations Centre. It serves as the communication centre for patrol units (i.e. two patrol vessels, three helicopters, one fixedwing aircraft and a multipurpose vessel). (see figure below) The Icelandic Coast Guard makes use of several VMSs. Apart from satellite-based systems, this includes monitoring of coastal activity through a dedicated land-based very high frequency (VHF) system. Another system is the Automatic Identification System (AIS), which has a similar range (30 60 nautical miles) as the VHF system and is expected to replace this in time. Alternative technologies, such as satellite radar images, are also being used for vessel detection and monitoring. The basic reason for such a variety of technologies and tools is that these all have their limitations when used as standalone solutions. Various examples are given on the combined use of these new technologies with traditional means of surveillance (e.g. patrol vessels, aircraft), making surveillance much more effective. Emphasis is also placed on data analysis, making use of VMS data (figure below) in conjunction with other sources (e.g. IUU vessel lists, vessel registries, fishing licenses, permits, port State control reports). The functioning of the integrated system in Iceland entails significant investment and running costs, which may not be suitable for a developing country. However, the purpose of this study is to illustrate the benefits in terms of effectiveness and savings when adopting an integrated approach. Page 190 of 264

191 Figure 4-30 Patrol units and ICG Operation Centre Figure 4-31 VMS on-board unit Software description At the ICG Operation Centre all information on maritime traffic is collected and used jointly for Safety, Security, Fisheries Enforcement and general policing of the ocean. It is necessary for the ICG to maintain thorough information on the location of ships and boats. The next figure presents the interface of the software that the ICG uses In order to monitoring the Icelandic area (EZZ). The software can be used in order to manage key area with zones and alarms and at the same time it can be used for plotting and analyzing the activity of individual vessels. Page 191 of 264

192 Figure 4-32 Software interface of ICG the monitoring tool The following figure presents the on-board fishing vessel software that is being used by the boat staff in order to entry and transmit a series of inforation into the ICG central monitoring system. Figure 4-33 On-borad software of the fishing vessels Various a-posteriori report may be generated by the system. In addition, automatic routing alarms as well as operator actions can be generated in real-time based on the data the system receives. Such reports are depicted in the following figure. Page 192 of 264

193 Figure 4-34 Automatic Routing ALarsm & Operator Actions reports More information are available on Coverage area The area that the system covers is the Icelandic Exclusive Economic Zone (EEZ) and partially the North Atlantic Ocean. The following figure shows the area coverage of the system in detail. Figure 4-35 Area coverage of the system Page 193 of 264

194 Interface with Collateral system The ICG makes use of several VMSs. Apart from satellite-based systems, this includes monitoring of coastal activity through a dedicated land-based very high frequency (VHF) system. Another system is the Automatic Identification System (AIS), which has a similar range (30 60 nautical miles) as the VHF system and is expected to replace this in time. Alternative technologies, such as satellite radar images, are also being used for vessel detection and monitoring Personnel No reference available Total cost of the system No reference available SWOT analysis Strengths Interoperability of the system Provide monitoring services in the Icelandic EEZ and in the North Atlantic Ocean (partially) Weakness Significant investment and running costs The need for continuous upgrade of hardware & software equipment that will support new technological trends Opportunities Connection with other systems Threats EU Integrated systems (Safe Sea Net) It is considered a best case for the following: The integrated system has proved to be effective in combating and eliminating illegal, unreported and unregulated (IUU) fishing in the Icelandic Exclusive Economic Zone (EEZ) and the North Atlantic Ocean. The integrated system is a highly effective tool for combating organized crimes beyond fishing such as trafficking in humans and illegal drugs. This approach emphasizes using all available data identification of the vessel, its movements, IUU lists, notifications, reports, fishing licenses, permits, port State control reports, etc. Components that have been included in this integrated format include traditional means of surveillance by vessels and aircraft, newer techniques such as vessel monitoring systems and satellite imagery, and requirements for manual notification, and the reception of all of these. Page 194 of 264

195 4.3.4 I-Track Singapore I-Track - Singapore is an internet based vessel tracking system, a Marine information and communication infrastructure system in the maritime area implemented with national funds. The system is located in Singapore.. System is operated by: Maritime and Port Authority of Singapore PSA Bldg 460 Alexandra Road, Singapore Operational status The system is fully operational System description Singapore s Internet-based Vessel Tracking System (I-TRACK) conveniently delivers tracked vessel information via the internet browser to shipping companies in Singapore s maritime industry. Port users are able to use this information in their resource allocation planning process and serve customers more efficiently, hence improving the services delivery in the maritime industry. The Internet-based Vessel Tracking System (I-TRACK) developed by the Maritime and Port Authority of Singapore (MPA) is a user-friendly web-based system, which aims to provide real-time information of vessel positions in the Singapore port to the maritime industry. Since its launch, companies which provide ancillary port services, such as bunker suppliers, towage companies and ship chandlers, has rely heavily on this real-time information in their daily operational planning. The goal of I-TRACK reflects a committed government intention to provide value-added information to shipping companies in the maritime industry facing this problem. The main goal of the I-TRACK is to provide real-time vessel information to help companies achieve greater efficiency, which therefore enhances the competitiveness of the local maritime industry. With the availability of such precise information, shipping companies can better plan for the shortest possible route to allocate their resources efficiently from one vessel to another, hence improving the timeliness of the overall service delivery Hardware description In the past, real-time positioning information of vessels captured by sophisticated marine radar systems is used solely by MPA to facilitate regulatory goals. With the implementation of I-TRACK, part of the information is being made available to commercial shipping companies Page 195 of 264

196 to aid them in their service delivery. This technology used to process vessel positioning information is innovative and unique. Specifically, the implementation involves extracting information from the radar systems, satellites, land beacons, etc (see figure below) processing and finally transforming them into the format that is suitable for commercial use. Figure 4-36 Technologies for acquiring real-time position information Software description The I-TRACK system was developed in-house following the rigorous Software Development Life Cycle model. The concept involves the periodic posting of tracked vessel information from MPA s sophisticated radar tracking system into a database. This then provides a snapshot view of all the vessels in the port waters, which is presented visually on display maps via the internet browser. By using Internet browser as a delivery platform, what the users need is just a simple desktop PC to access the system anytime and anywhere. MPA has combined existing technologies to create value-adding services for the Singapore maritime industry. The uniqueness of I-TRACK is attributed to the innovative combination of both the internet technology as well as the Electronic Navigational Charts (ENC) to deliver real-time information to users (figure below). The ENC is an established system that displays the graphical layout of Singapore s port, with precise details such as sealanes, anchorages, critical reference points and traffic separation scheme. MPA has used its radar systems to acquire precise vessel positions and display the locations of vessels on top of the ENC chart. Furthermore, this rich information is then made available to the shipping community via the internet browser. Page 196 of 264

197 Figure 4-37 Electronic Navigational Charts (ENC) Prior to the implementation, a pilot trial run that lasted for a few months was conducted with several maritime service providers. During the trial, feedback was gathered and various additional features were added for reasons of security. Today, the system is a fully functional service used largely by many shipping companies. The system, which is accessible from the Internet, allows the shipping community to obtain value-added information at minimal cost. All they need is an internet browser to access the I- TRACK. In this way, companies do not have to invest in setting up expensive infrastructure to attain knowledge of their own fleets. Compared to the previous method of getting vessel information through radio relaying, this solution is more efficient and minimize manual efforts required. In addition, the quality of information attained is more timely, accurate and reliable. More importantly, the real-time information acquired by shipping companies (next figure) has enabled them to plan the resource allocation process more effectively. A fleet of vessel in a specific area can service nearby vessels within a shorter time frame, and cut down on unnecessary traveling. More efficient routes planned also implied tangible cost savings, as the cutting down on the amount of fuel consumed, leading to eventual business gains. In terms of safety aspects, the real-time information has allowed companies to reduce the waiting time fleets spend around dangerous navigation crossings, hence reducing the possibility of accidents occurring. Page 197 of 264

198 Figure 4-38 Real-time information Other intangible benefits which comes along with this system include: -- improved organizational communication between MPA and shipping companies -- established good working relationships with companies in the private sector -- increased level of trust between MPA and shipping companies More information are available in the following: Coverage area The I-TRACK system covers the whole Singapore country as shown in the following figure. Figure 4-39 Singapore Page 198 of 264

199 Interface with Collateral system No reference available Personnel No reference available Total cost of the system No reference available SWOT analysis Strengths Interoperability of the system Provide monitoring services in the entire Singapore Weakness Significant investment and high running cost The need for continuous upgrade of hardware & software equipment that will support new technological trends Opportunities Connection with other systems Threats Other private Integrated Systems that provide similar services in the same area It is considered a best case for the following: The I-TRACK was designed with a specific group of users in mind right from the beginning. It has enabled various marine service providers, e.g. the towage companies, ferry operators, bunker suppliers, ship chandlers, to improve their operational efficiency, increase overall productivity, and provide better customer service significantly The I-TRACK provides shipping companies with a birds-eye view of real-time positions of their crafts at any time. This has helped them in optimizing the deployment of their resources. As a result, the companies are able to do more valueadded jobs, instead of having to invest much time and effort in tracking their vessels. Also, with better planning and deployment of resources, the specific routes of their crafts can be further optimized to service as many vessels as possible and this has translated into cost-savings in terms of fuel consumption, and cut down on unnecessary traveling. In addition, with the knowledge of such real-time information, companies can offer more reliable service to their customers as crafts can be deployed to service vessels more promptly. With the availability of real-time time vessel information, there is an opportunity for the I-TRACK to be further enhanced to automate the process of scheduling and deploying crafts to service vessels. Currently, the planning and deployment is being done manually with different planners adopting their own resource allocation strategy, Page 199 of 264

200 based on their personal experiences. The possibility of an automated scheduler can help these shipping companies achieve more consistency and transparency in the deployment of resources. In addition, with the business rules and deployment strategy being captured into the system, new planning recruits can be trained more easily than before VTS Los Angeles Long Beach VTS Los Angeles is a Marine information and communication infrastructure system in the maritime area implemented with national and own funds. The system is located in California (US). System is implemented in: US Coast Guard ND ST SW STOP 7238 WASHINGTON DC Tel Operational status The system is fully operational System description Vessel Traffic Service (VTS) Los Angeles-Long Beach (LA/LB) is a vessel traffic monitoring and reporting system within the Los Angeles/Long Beach Harbour and approaches and extending to 25 nautical miles seaward of PT Fermin. The VTS for the Los Angeles-Long Beach Harbor and approaches has been established to monitor traffic and provide mariners with timely, relevant and accurate information for the purpose of enhancing safe, environmentally sound and efficient maritime transportation. The system is comprised of three VTS Sectors. Within each Sector is a Vessel Traffic Center (VTC) with watch standers that monitor and report traffic information within their sector and coordinate traffic movements across sector boundaries. VTS LA/LB is jointly operated by the US Coast Guard and Marine Exchange of Southern California. It is considered a classic example of the benefits of Public-Private partnership. The combination of U.S.C.G. Captain of The Port Authority combined with Maritime Industry insight provides a synergy that assures a world class operation. The Marine Exchange also provides data to both the Ports of Los Angeles and Long Beach on air quality compliance through the Ports' Voluntary Speed Reduction Program Page 200 of 264

201 There are two general categories of waterway users within the VTS: Mandatory Participation: o Active User o Passive User Non-Participant Table 3. VTS waterway users The VTS works closely with the LA/LB pilots to ensure a smooth transition from vessel movements outside the federal breakwater into port. Annually over 5,500 deep draft vessels arrive from around the world to call on the ports of LA/LB supporting an annual trade which has earned the port complex the reputation as the busiest in the nation. In 2002, more than 10 million TEU's (Twenty Foot Equivalent cargo container units) will pass through the LA/LB Harbor complex. The LA/LB VTS plays a crucial role in ensuring safe, efficient, and reliable marine transportation in the nation's busiest port complex. Page 201 of 264

202 Hardware description Advanced radar systems, powerful new computers, custom designed software and a staff of experienced maritime professionals is collaborating in a systemic manner in order to provide monitoring services to LA/LB sectors. Two very important hardware equipment that are used in the VTS LA/LB are the following: Bridge Master Radar - Installed at the Marine Exchange in 2002, the state-of-the-art BRIDGEMASTER E RADAR system offers unparalleled safety to the maritime community. NorControl VTS - Read about the NorControl IT VOC 5060 VTS OPERATOR WORK STATION in use at the Marine Exchange Figure 4-40 NorControl IT VOC 5060 In addition, communication between vessels and the VTS Control Centre is also made via voice (VHF). All active and passive VTS participants in the VTS area shall continuously monitor or cause to be monitored the VHF-FM channel for the sector in which they are transiting and respond promptly when hailed. Table 4. VHF-FM channels Marine Exchange of Southern California awarded also the Tideland Maritime Systems (TMS) with the contract to supply an AIS Shore Station as additional information and security system for the jointly-operated Marine Exchange USCG Vessel Traffic System (VTS- LA/LB) located at the entrance to the ports of Los Angeles and Long Beach in San Pedro, California. The AIS equipment is currently being tweaked and tested for optimum performance standards before going on line very soon. Page 202 of 264

203 Software description The Marine Exchange of Southern California and it's Vessel Traffic Service installed NorControl IT s new state-of-the-art VTS VOC 5060 system in April of The all-digital system creates a fully integrated information service linked to other port operational areas and functions, including port management and pilot allocation systems, to coordinate the safe and efficient movement of vessels and optimum use of berth space and port facilities. The system utilizes a variety of application-specific hardware and software modules to collect, integrate, assess and display sensor data in a manner that provides the operators with a comprehensive representation of the vessel traffic situation. The primary purpose of a VTS is to provide a clear, concise, real-time picture of vessel traffic movements. As the LA/LB harbor complex is the busiest in the nation, safety cannot be over emphasized. This upgraded system assists the Marine Exchange to enhance safety of life and property, protection of the environment and efficiency of vessel traffic. The new equipment and systems also allow the Marine Exchange-VTS to distribute information among interested parties, provide search and rescue assistance to the U.S. Coast Guard and record VTS-related data for administrative purposes, analysis of incidents and planning. The Marine Exchange had been using a UNIX based system designed by NorControl in the late 80s. A decision was made in year 2003 to go digital with a new VTS system. The key difference in moving from the older NorControl VOC 5000 UNIX-based system to their new Windows NT -based VTS VOC5060 system was converting from analog hardware to digital software. PortSource The Marine Exchange continues to expand it's services with the ongoing development and design of our Marine Exchange/PortSource web portal. This one-stop shopping site will soon provide anyone involved in the transportation chain with real-time operating information via an unbiased protocol. MARIS The Marine Exchange s comprehensive vessel information computer database program, called MARIS, contains all the vital statistics for ships calling on San Pedro Bay. Hundreds of subscribers are provided with daily announcements of arrivals, departures and shifts, and berth locations for commercial vessels calling Los Angeles and Long Beach harbors. Specific reports include: Advance Arrival; Daily Arrival/Shift/Departure Logs; Active Vessels in Port; Sailing and Shifting Sheet; Monthly Composite, plus specialized ad hoc reports produced on demand. More info on Page 203 of 264

204 Coverage area The VTS service provides real time ship locations from our 25 mile radius area of responsibility right to berth. For security reasons, this information is restricted to operational activities within the Harbor Complex. Figure 4-41 Area coverage Table 5. VTS Sectors Interface with Collateral system No reference available Personnel No reference available Page 204 of 264

205 Total cost of the system No reference available SWOT analysis Strengths Interoperability of the system Provide monitoring services in the entire Singapore Weakness Enhancements in terms of user interface and functionalities Investment cost and running expenses Opportunities Possible new features that will include allowing the user of I-TRACK to send and receive electronic messages to and from the craft masters, and automatic scheduler to optimize the deployment of crafts Connection with other systems Threats Other private Integrated Systems that provide similar services in the same area It is considered a best case for the following: VTS LA/LB is jointly operated by the US Coast Guard and Marine Exchange of Southern California. It is considered a classic example of the benefits of Public- Private partnership Best Practice: Vessel Traffic Management System(VTMS) of the Suez canal During piloting in a narrow channel, or a canal, human errors may yield to ship's grounding, or collision due to inexperience, careless, or a delay in taking into account the effects of natural forces such as wind and currents, the forces of bank effects and shallow water affecting ship's manoeuvre. The pilot has to deal with these hydrodynamic forces that affect his vessel through the different navigational areas of the Canal, this can be done by adjusting their impact on the ship by adjusting the speed and distance of his vessel, either to the bank, or to the shallow water. Forces of nature, wind and currents, the pilot must learn to recognize them and work with them so that his vessel is not affected negatively by them. All these forces and conditions are present in the Suez Canal in addition to all the other operational characteristics and requirements of the Canal. Good piloting requires both judgment and experience because piloting is a constant process Page 205 of 264

206 of analysis and control of variable forces and conditions, a decision-making and action process all the way through. When manoeuvring a vessel in the Canal, the pilot does not have the benefit of friction, and brakes, so he must maintain an equilibrium of motion and forces, in order to be able to control his vessel. As the international trend in training runs by simulation, Suez Canal Authority established the "Maritime Training and Simulation Center" to be one of the greatest centers specialized in the field of training pilots in the Middle East applying the advanced methods in practical training and educational pilotage courses. One of the main objectives of this center is to train Suez Canal pilots to gain valuable and superior experiences in the field of pilotage under many conditions, in order to transit safely the Canal to avoid collision and grounding in all environments instead of being directed to anchor, that were not possible before, thus keeping the Canal open all the time for ships transit. Figure 4-42 Typical simulation bridge Main Center's Objectives: Training of S.C.A Pilots on the main manoeuvres for transiting safely the Canal for different ship's tonnage and draughts up to 62 feet for time being and 72 feet in the future. Training the Pilots in order to be able to control his vessel on different weather conditions especially in nil visibility, fog, sandstorm, and full darkness. Maintaining the effective track keeping through interpretation of navigation aids and the geographical features. Controlling the ships in emergency cases such as a steering system failure using proper procedures and techniques, a fault in navigation / communications equipments, and crash stop manoeuvre for a ship during the pilotage and mooring alongside the Canal to avoid grounding and collision. Analysing any accident in the Canal in order to find out the causes by the aid of ship's parameter curves recorded during simulation session. Periodical examinations for S.C.A pilots according to working rules for promotion and ship tonnage increment. Page 206 of 264

207 Studying the expected behaviour of special types of ships before their first transit and making researches on the constructions intended to be executed along the Canal. Updating the technical information of the pilots to the latest technology in the field of pilotage with the aid of advanced maritime courses. Simulation of any Port, Approach, Channel, or restricted, confined waterways all over the world with the associated necessary navigation aids. Instructor Console "Maritime Training and Simulation Center" is the latest achievement in Suez Canal Authority. This center is one of the most specialized centers in the Middle East for training pilots which provide unique, integrated bridge engine room-radar/arpa systems for real time "full mission" ship handling exercises and experimentation. The center's activity started in 1996 in order to train pilots along the year. Figure 4-43 Instructor console The theoretical training for pilots will be executed through special courses in the field of pilotage which are mainly applied in maritime institutes and academies all-over the world. The course is comprised of a number of units, each with a set of discrete training objectives which will provide a logical sequence in the acquisition of piloting and ship handling skills. On the other hand, the practical training will be executed with the aid of the Ship handling simulator. The Suez Canal maritime Simulator is designed to meet the demands of all navigating officers and Masters for training in radar plotting, collision avoidance, navigation, maneuvering or for refreshing and updating skills. The flexibility of the system also allows research on certain specified matters. System Main Features : Complete and realistic radar, plotting, and navigation information. Real bridge hardware. Ergonomic and user-friendly system. Modular construction for system extensions and upgrading. Realistic simulation of various type of ship. Ship manoeuvring of various types of ships. Page 207 of 264

208 Realistic ship model behaviour is included in the system to allow pilots to gain experience in ship manoeuvring. The instructor monitors exercises, run on the simulator console, through several light pushbuttons, a keyboard, a data display unit, and a joystick which controls an electronic. Marker found on the raster radar display unit. A printer, a plotter, and a VHF telephone complete the basic instructor's station. The pilots will be on the ship's bridge that is designed to closely resemble a typical ship's bridge. The simulated Own Ship responds to commands in a realistic way as realistic situations are encountered by the pilot. The bridge has controls and indicators for the various functions normally found on a ship's bridge. The engine performance is controlled by a bridge control system and the rudder is controlled by a steering gear and a steering system which includes an automatic pilot. For navigation purposes, the bridge is equipped with: ARPA radar, gyro and log indicators, clock, wind speed and direction indicator, rate of turn indicator, rudder indicator, echo sounder, radio navigation aids, ship's sound signals (fog horn, gong, bell), anchor control. The system is considered a good example: Increasing the standards of safety of vessels transiting the Canal through a radar network covering and monitoring all vessels while arriving at the approaches or ports and while transiting the Canal. Adopting simulating systems of the Canal traffic by using the number of vessels in waiting areas ( Ports, lakes, by-passes ) and weather conditions in programming the alternative designs for next day convoys "Ideal Transit Pattern". Participating in environment protection by decreasing the number of accidents in the Canal and dealing with them in the proper way in case they occur. The system is managed by Suez Canal Authority ADDRESS: Irshad Building 9th floor, Ismailia 41515, Egypt TEL : FAX: Operational status The status of the system is fully operational. The system was built with national funds System description The Vessel Traffic Management System (VTMS) is the Scientific development accomplished by Suez Canal Authority (SCA) in securing the safety of transiting ships through the Suez canal. Page 208 of 264

209 With a view to securing the highest standards of safety to vessels passing through the Canal, SCA stepped forward to execute a giant project to upgrade VTMS in order to keep up with the latest technological developments. The project conforms with the international regulations stipulated by the International Maritime organization (IMO) concerning the system of traffic in navigational channels. Targets Increasing the standards of safety of vessels transiting the Canal through a radar network covering and monitoring all vessels while arriving at the approaches or ports and while transiting the Canal. Radar surveillance covering an area of 30 km at Port-Said and Port Tewfik, and that gives an automatic announcement of arrival time of all vessels getting into the waiting area. Adopting simulating systems of the Canal traffic by using the number of vessels in waiting areas ( Ports, lakes, by-passes ) and weather conditions in programming the alternative designs for next day convoys "Ideal Transit Pattern". Monitoring all the vessels transiting the Canal to calculate average speed, separation distance, passage time at signal stations and to plot the real transit pattern. Consolidating the trust of our clients, the International Chamber of Shipping and the world maritime organizations in the safety of transit and the outstanding performance of the Suez Canal Authority. Participating in environment protection by decreasing the number of accidents in the Canal and dealing with them in the proper way in case they occur. The VTMS conforms with the international regulations stipulated by the International Maritime organization (IMO) concerning the system of traffic in navigational channels System and hardware description The system comprises of various hardware units. These are described in the following sections Radar Net It consists of 6 radars, 3 radars, each of 100 KW output power, located in Port Fuad, Port Tewfik and the Great Bitter Lakes. 3 radars, each of 50 KW output power, located in Kantara, Ismailia and Geneifa. The network offers complete and accurate radar cover-age along the Canal and 40 km away from the harbors of Port Said and Suez. Each radar has main and standby equipment and power sources. Each radar is equipped with a remote control via a microwave link and optic fiber cable to convey command and status signals plus alarms between the remote site and the operation center. Page 209 of 264

210 Radar video is transmitted from the remote site to the operation center via a wide band microwave link and an optic fiber cable. Maintenance Display Each radar site has a maintenance display with conventional circular scan" P.P.I " that displays all targets in the coverage area. It can be connected to any of the on line or standby radar units and can be used by radar maintenance team for preventive maintenance and technical alignment. It has all standard functions as; zoom, off -centering, range scales, etc. Radar Video Display 28" high resolution colour monitor with radiation filter. It displays stationary data as; Canal map with different depths, signal stations, bridges, lighthouses, buoys, anchorage positions, in addition to mobile data as; marine units which appear in raw video with a vector resembling speed and direction. It has different functions; zoom, off-centering, range scale, position in latitude and longitude or in x-y or Canal kilometric signs. It can also calculate expected time of arrival and time-position of intersection. Possibility of displaying one normal view or splitting the display to 3 different areas of the Canal " mosaic display". It displays all alarms with audio and video alert, in case of over or under speed, separation distance violation, off Canal axis, possibility of accident, out of anchorage area. There are 3 displays in Ismailia, plus 2 displays in Port Tewfik and Port Said. Figure 4-44 Control Centre Computers at the Signal Stations There are 2 computers in each of the 16 signal stations along the Canal. The first PC is connected to Ismailia main computer to display convoy lists with signal stations passage time in addition to meteorological data and navigation instructions. Page 210 of 264

211 The other PC collects meteorological data from the sensors fitted at the signal stations (wind speed and direction, visibility, tide and current) and transmits the data to Ismailia meteorological computer. It also displays the instantaneous meteorological data on digital LED displays in the stations. Signal Station Board There is a 4-line board in each signal station to display the substantial data needed by SCA pilots on board the passing vessels. The data is received from Ismailia main computer and displayed automatically on the board. The board shows the following information : The first line shows time and direction of the passing convoy. The second line shows meteorological data and navigational instructions. The third line shows the type of the preceding vessel and the time of its passing by the signal station. The fourth line shows type of the transiting vessel and time of passing by the signal station. The board is fitted with spot lights and it rotates to face the passing vessels from both directions Software description The system software is embedded in various computers and displays. The latter are presented in detail below. Informatic Display It displays different lists used by harbour and movement offices as well as navigation controllers. It displays lists of booking vessels, arrival of vessels, vessels in harbour, vessels in anchorage, vessel particulars list, convoys list, pilots list. It displays statistical and navigational patterns for the traffic 0 ships in the Canal. It also shows Ideal Transit Pattern and plots real transit pattern where each vessel movement is plotted related to Canal kilometre axis and time axis. There are 3 displays in Ismailia and 2 in each harbour. Meteorological Central Computer It collects all meteorological data from the 16 signal stations along the Canal. It displays statistical data per day / week / month. It feeds Ismailia main computer with meteorological data. Informatic-Radar Interface Computer Page 211 of 264

212 It is located in Ismailia Center. It records the movement of all marine units in the Canal and replays the required movement showing their position, speed and time which is a very useful function used in analysing accidents and studying critical navigational situations. It transmits the position and speed of all targets every 3 seconds to informatics network. It receives data of the transiting vessels including call sign, convoy order and type to be attached to each vessel on the radar display. It records every malfunction and system warnings. Development Computer It is situated in Ismailia Center and keeps all system programs and data base of all pilots, vessels and the Canal electronic maps. It allows testing of any modification to system programs and creation of new screens or lists. It also helps in upgrading data base. Panoramic Displays They are located in Ismailia Center and consist of 10 adjacent displays showing overall view of the SC electronic map and the main marine features. They show all the automatically tracked marine units in the Canal approaches and waiting areas. They are managed by a computer which allows choosing the area to be displayed on each display and interchanges data with the main computer in Ismailia Center Coverage area Most of the canal is limited to a single lane of traffic, but 4 bypasses (total length 80.7 Km ) are located along the Canal, and this allows the transit of ships in both directions. : 1. Port Said by-pass 40 km accomplished in Ballah by-pass 8.5 km accomplished in Timsah by-pass 5.1 km accomplished in Deversoir by-pass and the Bitter Lakes area 27.1 km accomplished in 1980 All the aforementioned areas are monitored by the VTMS. Page 212 of 264

213 Figure 4-45 Coverage area of the system Interface with Collateral system No reference available Personnel No reference available Total cost of the system No reference available SWOT analysis Strengths Interoperability of the system Provide monitoring services in the entire Suez Canal Weakness Enhancements in terms of user interface and functionalities Investment cost and running expenses. Opportunities Possible new features that will make the VTMS to provide more advanced services to vessels Page 213 of 264

214 4.3.7 SafeSeaNet SafeSeaNet is a European Platform for Maritime Data Exchange between Member States' maritime authorities, a network/internet solution based on the concept of a distributed database. Prevention of accidents at sea and marine pollution is an essential component of the European Union's transport policy. Since 1993, the Commission has initiated over 15 proposed Directives or Regulations concerning passenger vessels' safety, prevention of pollution, port state control, requirements for seafarers, etc. Their implementation includes the collection and dissemination of maritime data which SAFESEANET supports. SAFESEANET's main objective is to aid the collection, dissemination and harmonised exchange of maritime data. The network assists communication between authorities at local/regional level and central authorities thus contributing to prevent accidents at sea and, by extension, marine pollution, and that the implementation of EU maritime safety legislation will be made more efficient. The SAFESEANET network involves many maritime authorities across Europe, each with their own IT infrastructure and objectives. This invariably leads to varying data formats distributed across different systems throughout Europe. Consequently SAFESEANET has implemented a Central Index System that stores only references to the data locations and not the actual data itself. It functions as a central hub for all communication between data requesters and data providers - somewhat like a telephone switchboard. The Central Index needs to know what information each data provided holds. Data providers connected within the SAFESEANET network send information by means of a notification mechanism. The data provider, upon receiving queries from the data requester routed through the Central Index, retrieves the data from their local database. In this way the Central Index acts as the sole point of contact. SAFESEANET has developed a Community vessel traffic monitoring and information system according to Directive 2002/59/EC. In addition, it incorporates data exchange requirements from other EU Directives such as those relating to: Port reception facilities for ship waste Port state control inspections in ports of the European Union. SAFESEANET covers EU Member States plus Iceland and Norway and involve a number of different authorities per country, both at local and central level. The system uses new IT technologies, but it is flexible enough to cope with possible future technological developments as well as new categories of users. Page 214 of 264

215 Figure 4-46 Example of SafeSeaNet webpage Here is a list of possible benefits: Public Administrations: Through the use of SAFESEANET, and its linked legislation, maritime authorities are able to improve controls of vessels in ports and produce statistics for the European Maritime Safety Agency (EMSA), Member States and the European Commission. In addition, the once-only data collection process and a 'one-stop shop' for data provision simplify procedures and, consequently, increase the overall competitiveness of European ports by minimizing their administrative overheads. Navigation survey services: This group is set to benefit by being able to increase efficiency of port logistics such as accurate Expected Times of Arrival, waste handling etc. Search and rescue services: This group can better react in case of threat to maritime safety and the environment. Anti-pollution services: These agencies aim to improve emergency responses in case of incidents or pollution at sea. Others: Information contained in the SAFESEANET system and mandated by the control and safety at sea legislation, is often similar or even identical to information requested by other authorities. This could lead to a broadening of the SAFESEANET scope which could include information of interest to other bodies or administrations such as Customs and Border Police. 4.4 Oil spill monitoring systems Page 215 of 264

216 4.4.1 CleanSeaNet CleanSeaNet is a near-real-time satellite-based oil spill and vessel monitoring service. It entered into operation on 16 April The service is continually being expanded and improved and provides a range of different products to the Commission and to EU Member States, and to other governmental and institutional partners as appropriate. The legal basis for the CleanSeaNet service is Directive 2005/35/EC on ship-source pollution and on the introduction of penalties, including criminal penalties, for pollution offences (as amended by Directive 2009/123/EC). EMSA has been tasked to 'work with the Member States in developing technical solutions and providing technical assistance in relation to the implementation of this Directive, in actions such as tracing discharges by satellite monitoring and surveillance'. This website provides information on the CleanSeaNet service to the general public, and gives access to the CleanSeaNet service for registered users. The EMSA CleanSeaNet satellite service offers all EU coastal Member States, Iceland and Norway (hereafter referred to as coastal States) a near real time (NRT) marine oil spill and vessel detection service. The service is based on analysed radar satellite imagery acquired by the Synthetic Aperture Radar (SAR) satellites, Envisat and Radarsat 1 and 2. Once available, images will also be acquired from the Sentinel satellite. Additional sensors are used as appropriate. The service is free of charge to all Coastal States and it covers all European sea areas. The service, which is integrated within the national and regional oil pollution surveillance and response chains, aims at strengthening operational response for accidental and deliberate discharges from ships as well as assisting coastal States to locate and identify polluters in areas under their jurisdiction. The analysed satellite imagery is available to the relevant coastal State operational contact points within 30 minutes after satellite overpass. In the case of a detected oil slick, an alert message is delivered to the operational contact point. The alert message can be transmitted via a phone call, an , or an SMS, depending on which alert means the coastal State has defined. Roughly 2000 images are ordered and analysed per year. Vessel detection is becoming a more prominent feature of analysis of satellite imaging. When a vessel is detected on in a satellite image, the identity of the vessel can often be determined through correlating the satellite data with vessel traffic reports (SafeSeaNet). Page 216 of 264

217 Satellite image analysis can link oil spills to individual vessels; if the vessel is also identifiable from vessel reports, this enhances the likelihood that Member States will be able to determine which vessel(s) are polluting and to take action in response to this (e.g. verifying the spill, inspecting the vessel on entry into port). Each coastal State has access to the CleanSeaNet service through a dedicated user interface. This web map interface tool allows the viewing of all low resolution images; full resolution images are delivered by EMSA upon request. In addition, from December 2010, the user will be able to access a wide range of supplementary information through the interface. This will include features such as permanent vessel detection, oil drift modelling (forecasting and backtracking), optical images, and oceanographic and meteorological information. CleanSeaNet is a recognised Global Monitoring for Environment and Security (GMES) service, and connections between CleanSeaNet and other GMES services are encouraged. The GMES framework enables the Agency to access additional radar and optical satellite imagery at short notice in emergency situations. This image taken by ENVISAT-ASAR in the Aegean Sea on 19 May 2007, shows a very distinct linear dark features with sharp edges and uniform backscattered signal area. The width of the feature is due to the constant wind and current present in that area. The bright white spots represent vessels in the image area. Page 217 of 264

218 Figure 4-47 Example of Oil Spill in the Aegean Sea ( ESA European Space Agency / EMSA 2007) Best Practice: ARCOPOL ARCOPOL contributes to the improvement of maritime safety, to the sustainable management and protection of the marine resources and to the protection of sensitive natural sites, water resources and coastal zones that are key objectives of the Atlantic Area Programme priority 2, Protect, secure and enhance the marine and coastal environmental sustainability through the development and improvement of oil and HNS spill response capabilities and incident management systems at regional and local level. Moreover, ARCOPOL creates the foundation and establish the guiding principles of a sustainable Atlantic network of organizations and experts on spill and HNS response of the Atlantic Area. This will be supported by effective information, data exchange and management tools. This agrees with the policy of the Atlantic Area Operational programme that calls for an open and official perpetuation of the networks by consolidating the existing cooperation structures and, at the same time, bringing together key players as new partners. Page 218 of 264

219 ARCOPOL also develops a number of tangible outputs and results in the form of operational guides, protocols, methodologies and tools dedicated to local responders. This will be transferable across member states seeking to adopt a holistic approach to preparedness, response and mitigation of oil and HNS spills. 1. Other information ARCOPOL project has the following work packages and activities: 1. Project management and coordination - Development of results and outputs in time and according to the budget. - Activity reports - Consolidated claims 2. Open perpetuation of the network and project outputs - A sustainable network of experts on spill and HNS response of the Atlantic Area supported by adequate information and data exchange and management tools 3. HNS spills response: techniques and management - Database of HNS for the Atlantic Area. - Development of protocols and guidance. - Response Manual aimed at local responders including all outcomes of previous actions. - Run an exercise to test and validate the response manual. 4. Tools for response management - Airborne Pollution model from water incidents. - Advanced integrated drift and behaviour pollutants forecasting system. - Updated risk maps including risks related to inert and HNS pollution incidents. Dynamic risk analysis tool integrating all the information 5. Training and transfer of know-how: awareness raising of key stakeholders - Oil and HNS response training materials addressed to different audience categories. Recognition by the response authorities of the positive contributions of the project. - Improved pollution response organization, tools and performance. 6. Claims and compensation for small, medium and major spills - Recommendations for environmental damage assessment including monitoring procedures and reintroduction of marine exploited resources. - Operational and practical guide to be used during response operations 7. Dissemination of project outputs - A Dissemination and Communication Strategy Plan. - Programme of Conference and seminars. Guidelines and templates. - A stakeholder mailing list. Page 219 of 264

220 Operational status The status of the system is fully operational. The system was built with EU funds System description The sustainability and improvement of maritime transport and the protection of coastal resources strongly depend upon the improvement of oil, HNS (hazardous and noxious substances) and inert spill prevention, response and mitigation capabilities of coastal regions. Such improvement can only be achieved by developing effective tools and action plans coupled with training and awareness-raising activities at regional and local levels. ARCOPOL is operated by a consortium bringing together most of the partners involved in EROCIPS (Interreg IIIB), a project focused on the prevention, response to and mitigation of oil spills. Based on the experience acquired through EROCIPS, ARCOPOL aims to improve prevention, response and mitigation capabilities against oil, HNS and inert spills and to establish the basis for a sustainable Atlantic network of experts supported by adequate information, data exchange and management tools. This is achieved by: 1) Development of a sustainable Atlantic network of experts and organizations dealing with oil, HNS and inert spill prevention response and mitigation. 2) Development of operational products: HNS and inert pollution response manual aimed at local responders and transferable across the member states; decision support tools potentially table to all partners response context; recommendations for damage assessment and development of common validated methodologies, operational guidelines dedicated to all categories of damages and claims both into and out of the CLC and IOPC system, etc. 3) Increasing the awareness and training of local authorities and responders, maritime professionals and the general public. The main objectives of the project are: 1) To incorporate outputs from EROCIPS (Interreg IIIB) into strategic national, regional and local response levels. 2) To encourage development of transferable transnational techniques that strengthens statutory and no statutory emergency response. 3) To improve response capabilities in the event of HNS and inert spills and to include them in emergency action plans. 4) To improve the level of awareness and training of the potential responders and to increase the degree of stakeholder involvement. Page 220 of 264

221 5) To further encourage cross boarder collaboration between neighbouring countries to improve response strategies and enhance mutual aid capabilities, facilitating joint cross border training and exercises in the partner regions. 6) To improve mitigation capabilities by assessing current claim and compensation mechanisms as well as ecological damage compensation procedures and by developing guidelines, tools and standard methodologies. The total ARCOPOL budget yields The project is funded by The Atlantic Area Transnational Programme Project period: 01/01/ /12/ System and hardware description No reference available Software description No reference available. 4.5 Environment / coastal pollution monitoring systems Ocean-Going Vessel Emission Reduction Ocean-Going Vessel Emission Reduction project is Marine information and communication infrastructure system integrated with an Environmental management system in the maritime area implemented with national funds. The system is located in California (US), in the Ports of Los Angeles & Long Beach. Port of Los Angeles 425 S. Palos Verdes Street, P.O. Box 151 San Pedro, CA Phone/TDD: (310) SEA-PORT Port of Long Beach 925 Harbor Plaza P.O. Box 570 Long Beach, CA Operational status The system is in fully operational. Page 221 of 264

222 System description The ports of Los Angeles and Long Beach are responsible for more than 100 tons per day of smog- and particulate-forming nitrogen oxides (NO X ) more than the daily emissions from all 6 million cars in the region, according to William A. Burke, chairman of the South Coast Air Quality Management District. The largest amount of emissions (53%) is generated by ships approaching the port. A vessel speed reduction program requesting vessels to slow from knots to 12 knots at a distance 20 nautical miles from port could reduce emissions from vessels up to 80%. The Los Angeles and Long Beach Harbor Commissions approved an incentive program aimed at accelerating cargo vessel operators use of cleaner-burning fuel when transiting within 40 miles of San Pedro Bay and at berth in either port. As part of the program -- which will improve air quality by reducing toxic ship emissions the ports will earmark millions of dollars to pay vessel operators to use cleaner-burning, low-sulfur fuel in their main propulsion engines. Sulfur oxides, which contribute to the formation of health-threatening soot or particulate matter, will be cut by as much as 11 percent and particulate matter by 9 percent, accelerating air-quality improvements ahead of an already aggressive schedule set by the landmark San Pedro Bay Ports Clean Air Action Plan. Cargo ships now generally use highly polluting bunker fuel, which generates the majority of sulfur oxide emissions in Southern California and makes ocean-going vessels the single largest source of air pollution at the two ports. Under the program, the ports will pay the difference between the price of bunker fuel and more costly low-sulfur distillate fuel for vessel operators who make the fuel switch within at least 20 miles -- and as far as 40 miles -- from the ports. Vessels also will be required to use low-sulfur fuel in their auxiliary engines while at berth in the port complex. To qualify for the incentive program, the ships must participate in the ports voluntary Vessel Speed Reduction Program, limiting speeds to 12 knots during the switch to low-sulfur fuel. Most ships already participate in the speed reduction program, which also curbs emissions The one-year program begun on July 1st and expired June 30, Page 222 of 264

223 Figure 4-48 Program References Hardware description The Internet-based online AIS vessel traffic monitoring system assists to: Detect and identify AIS equipped vessels at the earliest stage of arriving Track AIS targets Create a speed limited zone Generate an automatic alarm when a vessel violates a speed limit in the zone Send a speed violation automatic notification Automatically send an AIS warning message to a vessel Generate speed violation reports Investigate violations (the unlimited history replay function) Software description The solution supports S57 and BSB nautical charts, Open Street, Virtual Earth and Google maps. The figure below depicts a typical screenshot from the system interface. Page 223 of 264

224 Figure 4-49 Screenshot of the system interface This figure presents a typical report (Speed Violation Report) of the system. More information at Coverage area The area coverage of the system is presented in the following figure. Figure 4-50 Area coverage of the system Interface with Collateral system No reference available Page 224 of 264

225 Personnel No reference available Total cost of the system The incentive program cost the Port of Los Angeles as much as $8.6 million and the Port of Long Beach as much as $9.9 million annually SWOT analysis Strengths Innovative idea for minimization of SOx and NOx emissions from ocean-going vessels Sulfur oxides will be cut by as much as 11% Weakness Significant costs for the operation of the program Opportunities Provision of other environmental-based services (e.g. costal monitoring, water quality and wild life Threats The ports will earmark millions of dollars to pay vessel operators to use cleanerburning, low-sulphur fuel in their main propulsion engines It is considered a best case for the following: The system will accelerate cargo vessel operators use of cleaner-burning fuel when transiting within 40 miles of San Pedro Bay and at berth in either port. The ports will earmark millions of dollars to pay vessel operators to use cleanerburning, low-sulfur fuel in their main propulsion engines. Sulfur oxides will be cut by as much as 11 percent and particulate matter by 9 percent, accelerating air-quality improvements ahead of an already aggressive schedule set by the landmark San Pedro Bay Ports Clean Air Action Plan. Under the program, the ports will pay the difference between the price of bunker fuel and more costly low-sulfur distillate fuel for vessel operators who make the fuel switch within at least 20 miles -- and as far as 40 miles -- from the ports. Vessels will use low-sulfur fuel in their auxiliary engines while at berth in the port complex Other information on vessel speed reduction program The objective of the Vessel Speed Reduction (VSR) Program is to reduce NOx emissions from ocean-going vessels by slowing their speeds as they approach or depart the Port, generally at 20 nautical miles from Point Fermin. Page 225 of 264

226 A voluntary VSR Program was established in 2001 with the signing of a cooperative Memorandum of Understanding among the ports of Los Angeles and Long Beach, U.S. Environmental Protection Agency, California Air Resources Board, South Coast Air Quality Management District, Steamship Association of Southern California and Pacific Merchant Shipping Association. The Marine Exchange of Southern California supplies both ports with vessel speed data. Since the establishment of the VSR program in 2001, the compliance rate has steadily increased each year. In November of 2006, the Los Angeles and Long Beach Boards of Harbor Commissioners adopted the San Pedro Bay Ports Clean Air Action Plan (CAAP). The VSR Program is one of the control measures identified in the CAAP. The measure sets a standard for 100 percent of ocean-going vessels to decrease their speeds to 40 nautical miles from Point Fermin. To be eligible for reimbursement, a vessel trip must be compliant with the Ports Vessel Speed Reduction (VSR) program speed limit of 12 knots over the entire distance for which they wish to receive an incentive reimbursement. To be compliant with the VSR speed limit, the vessel s weighted average speed must be 12 knots or less from the 20 nm or 40 nm latitude and longitude positions on each respective route to/from the Port to the seaward edge of the Precautionary Zone. Vessel speed will be determined by the Marine Exchange at 10, 15, 20, 25, 30, 35 and 40 nm from Point Fermin Light. A weighted average based on measured speed and distance travelled within each five-nautical mile segment will be used to determine the average trip speed. The seaward latitude and longitude positions and weighted average speed calculations are described in the POLA Tariff No Other systems developed under EU projects TOSCA TOSCA project (Tracking Oils Spills & Coastal Awareness network) is an Environmental management system in the maritime area implemented with EU funds. The system is located in the premises of the TOSCA project partners (Mediterranean Sea) Operational status The system is in pilot operation under testing System description The TOSCA (Tracking Oils Spills & Coastal Awareness network) project is co-financed by the European Regional Development Fund in the framework of the MED Programme. It intends to improve the quality and effectiveness of decision-making process in case of marine accidents concerning oil spill pollution and search and rescue (SAR) operations in the Page 226 of 264

227 Mediterranean. This will be done with the help of a network including local authorities, policy makers and scientists, with a scientific maritime monitoring and forecasting system and with the implementation of decision support tools and action plans. To answer this objective, the following specific objectives will be met during the project: Develop a sustainable scientific monitoring and forecasting system Through the construction of an observational network, based on state of the art technology (HF radars and drifters), the project will provide real-time observations and forecasts of the marine environmental conditions in the Western and Eastern part of the Mediterranean Sea. The system will be installed and assessed in five test sites on the coastal areas of oil spill outlets (Eastern Mediterranean) and on high traffic areas (Western Mediterranean). The use of state of the art technology will provide more accurate oil spill tracking and trajectory forecasts. Create a support tool for decision-making process in case of maritime accidents Gathered data will be combined in a useful decision support tool for authorities in charge of marine emergency response. Based on the needs of local authorities around the Mediterranean, the system will be implemented on a territorial scale and will provide critical information to support decision-making process in case of maritime accident (objects and oil spill tracking and trajectories, ocean current and dispersion maps, mapping of risk areas, vulnerability maps...) Elaborate a common management strategy on oil spill & SAR operations The network will be used to implement action plans in collaboration with local authorities as well as a common scientific strategy in cooperation with policy makers to provide immediate response, mitigation and long term management of oil spill pollution and SAR operations in case of marine accidents. Technical innovative aspects TOSCA will help press forward the state of the art in sea monitoring and forecasting, improving existing solutions to more accurate marine forecasts concerning oil spill tracking and trajectory: A sustainable radar network and the standardization in software analysis for dispersion prediction By the installation of a sustainable radar network and by the standardization of marine forecast instruments and software, the project will facilitate the use of sea monitoring and forecasting solutions by the authorities in charge of emergency response in case of a marine accident. Direct measurements of the ocean currents with HF radars and drifters and concomitant use of a model prediction with the ocean monitoring platform Page 227 of 264

228 Modelling and forecasting of transport by ocean currents are very sensitive and even small errors in the current results in significant errors in the trajectories. For this reason the TOSCA project proposes direct measurements of the current fields with HF radars and drifters. They will enable crucial and complementary information to predict oil spill dispersion and trajectory more accurately thus allowing more accurate forecasts Software description The project will implement a Geographical Information System (GIS) with a portable and easy to use web-based decision support tool. This GIS will improve the response of local authorities in the event of a maritime accident. The system using an interactive Lagrangian module will be deployed at a territorial scale in the last phase of the project. It will allow authorities in charge to access critical data and applications and enable them to : Access to Geospatial data (historical and new collected data). Visualise ocean currents and dispersion of oil spill. Visualise vulnerability and risk area. Forecast the pathway of a floating object according to observed and modeled surface currents. A first prototype of the GIS is already available. For the moment the system provides maps of surface currents from radar as well as drifters trajectories. Page 228 of 264

229 Figure 4-51 Prototype of the system More information are available in the website Coverage area The area coverage of the system is the Mediterranean sea as depicted in the figure below. Page 229 of 264

230 Figure 4-52 Area coverage of the system Interface with Collateral system No reference available Personnel No reference available Total cost of the system No reference available SWOT analysis Strengths Technical innovation in sea monitoring and forecasting tools and techniques Creation of a GIS in the MED area for sea monitoring Weakness Sustainability & Maintenance of the system Opportunities Extension of current system to a Pan-European one Threats Page 230 of 264

231 Other EU projects with similar systems Private-owned systems CleanSeaNet system The TOSCA project will result in the following long term impacts: Optimized response, mitigation and better management of oil spill pollution and SAR operations. Improved protection of the marine and coastal environment. The first step towards coordinated coastal management in the Mediterranean MARCOAST MARCOAST project (GMES Marine and Coastal Information Services Extension and Transfer ) is an Environmental management system in the maritime area implemented with EU funds. The system is located in EU Operational status The status of the system is fully operational. The system is built with EU funds System description MARCOAST delivers satellite-based services in the field of marine and coastal applications. The project is an important component for GMES, complementing the Marine Core Service and the emerging downstream service projects initiated by the Commission. MARCOAST is part of the ESA GMES Service Element projects, which started in the early 2000, and which focussed very strongly, from the beginning, on a sustainable service market, based on real user demands and implemented by fostering commercial activities driven and controlled by end users. The MARCOAST services are composed of the following 3 main service lines: Water Quality Monitoring services including 14 individual service chains which are operated by 14 service providers Water Quality Indicators services including 5 individual service chains which are operated by 5 service providers Ocean Colour data service operated by a unique service provider Page 231 of 264

232 Two main criteria will be addressed specifically in the project in order to assess the operational performance and long term sustainability of the service: Quality: The quality offered by the service portfolio will have to reach a sufficient high level by meeting most of the users need, by offering a reliable and an affordable information, and by being easily accessed; Financial autonomy: proposed services shall be less and less dependent from institutional funding sources, with a real capacity to endorse all costs related to operations through customer payments. The MARCOAST service portfolio is constituted by 6 core services which can be classified as oil spill or water quality applications. In the following table these services as well the service contacts are displayed. The services network is also published on Google Earth. These services are depicted in the figure below. Figure 4-53 The 6 core services Indicative Core services Page 232 of 264

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235 Software description In the following sections, various services (i.e. software applications) for Oil Spill Monitoring and Water Quality assessment in coastal areas are presented. These applications have been designed and implemented under the MARCOAST project. The applications are classified in: Oil Spill alert and polluter identification Oil Spill Drift Forecast Water quality monitoring Algal boom detection and alert Met-Ocean data Water quality indicators Page 235 of 264

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239 More information are available in the website Coverage area The area coverage of the system is the European Union Interface with Collateral system The system is connected with the European Maritime Safety Agency (EMSA) systems (i.e. CleanSeaNet, SafeSeaNet) Personnel No reference available Total cost of the system No reference available SWOT analysis Strengths Pan-European project funded by ESA Variety of products and services Interoperability with other S/W applications of the EMSA Weakness Sustainability & maintenance Page 239 of 264

240 Significant running costs The system is based solely on satellite constellations. Opportunities Expansion of the system to provide similar services to inland waterway Threats Similar (private-own) systems MarCoast, in the frame of GMES (Global Monitoring for Environment and Security) initiative, covers two groups of services: Oil Spill Monitoring and Water Quality assessment in coastal areas. MarCoast aims to deliver a single portfolio of marine and coastal services at a European scale. Integration and Sustainability are essential aspects within the MarCoast project, which consolidates services already developed as part of previous ESA projects SHOAL project (Robotic Fish) Shoal is a European Research Project Managed by BMT funded under the Seventh Framework Programme (FP7) for ICT. SHOAL developed number of robotic fish (next figure) that work together in order to monitor and search for pollution in ports and other aquatic areas. Traditional methods of monitoring pollution involve getting samples in some way (divers) and then sending the samples back to the lab to be tested. The whole process takes time and makes real-time pollution information far from a reality. Shoal made this process real-time. By having autonomously controlled fish with chemical sensors attached, these tests can be done in-situ. Further to this, the fish also gives an intelligence so that if they do find significant amounts of pollution and they deduce it's coming from a source they will all work together to find the source of the pollution so that the port can stop the problem early before more pollution occurs. Figure 4-54 Robotic fish Innovative robotic design of autonomously controlled fish with chemical sensors attached; Robotic fishes work together in order to monitor and search for pollution in ports and other aquatic areas; Page 240 of 264

241 Robotic fishes get samples from sea waters and provide real-time pollution information; The fishes also give intelligence so that if they do find significant amounts of pollution and they deduce it's coming from a source they will all work together to find the source of the pollution so that the port can stop the problem early before more pollution occurs Operational status The status of the system is fully operational. The system was built with EU funds System and hardware description The observation of real fish shows that this kind of propulsion is more noiseless, effective, and manoeuvrable than propeller-based propulsion, which has inspired the researchers to build robotic fish that can interact with the aquatic environment efficiently. Instead of the conventional propellers used in ships or underwater vehicles, the undulation movement provides the main energy of robotic fish. The major applications of robotic fish are in the marine & military fields such as detecting leakage of oil pipelines, monitoring water quality monitoring, mine countermeasures, etc. Major difficulties in the robotic fish research are caused by the water media since water is an incompressible fluid with high density and rather difficult environments for mobile robots, including waterproofing issues, great viscous or friction drag and water pressure drag, etc. This project is to focus on three main challenge issues as follows. Swimming mechanism and mathematical models The fish's swimming mechanism and mathematical models are not very mature. In 1930's, Gray made an assumption about the swimming mechanism. He estimated the power requirements for a cruising dolphin, assuming that its drag can be approximated by that of a rigid model and considering turbulent flow. The calculations indicated that the power required exceeded the estimates of muscle power output by a factor of seven, thus the "Gray Paradox". Later, the reversed Karman vortex-street was observed. To explain it, many researchers proposed their own theories such as "vortex peg" mechanism, undulating pump mechanism and vorticity control mechanism. These theories explained the problem how the fish obtains its energy to move forward in some extent. But the exact theory did not appear and some new observation was in contradiction to the traditional assumption. There is a need to re-examine existing data and to focus on new theoretical development. The mathematical models to describe the kinematics of fish are based on many assumptions, including the resistive hydrodynamic models, 2D waving plate theory, and later wake theories of oscillating foil propulsion. These theories provide great help for the design of artificial propulsion systems and the robotic fish body. For the static water environment or quasisteady fluid flow, current wake theories work well. But as far as the unsteady water is Page 241 of 264

242 concerned the above theories will be reformulated to derive dynamic models of the oscillating foils. Motion control methods There are three main motions for robotic fish: cruising, manoeuvring and hovering. Cruising is referred to the swimming in constant speeds. Manoeuvring is to accelerate, decelerate, change direction, turn and swim up-down, etc. Hovering is to stop or stabilize at some position in water. Early robotic fish research has focused on the cruising efficiency, i.e. propulsion efficiency and fluid flow effects. For example, the approach carried out in the MIT and Draper Laboratories projects applied a parameterised kinematic model to a robotic fish. The parameters were determined by extensive experimental trials and worked well. However, the accuracy and the robustness remain a challenge issue when the robotic fish track an unknown trajectory. Some researches focused on the manoeuvring and hovering and detailed hydrodynamic interaction models of a robotic fish were proposed. Nonlinear control method and fuzzy pectoral fins control method were developed based on the quasisteady fluid flow but the practical performance is not very satisfying. There is little research on the unsteady flow situation. Mechanical structure and sensors In general, the selection of mechanical structure, sensors and navigation technique are important factors in the design of a robotic fish. Firstly the mechanical structure of a robotic fish is diversified according to the different biological kind of robotic fish. For example, if the robotic fish mimics an eel, its body may have more joints than the robotic fish that mimics a tuna. There is non-uniform basic principle even for the same biological kind of robotic fish due to the immature mechanism of fish swimming. Secondly, most of previous research groups did not use navigation sensor apart from traditional internal sensors such as the sixaxis Inertial Measurement Unit in the VCUUV project at MIT. The sensors required by the autonomous navigation of a robotic fish include video cameras (image sensors), hydrophones, infrared sensors and ultrasonic sensors. Due to the waterproof requirement, limited space in a robotic fish and other special features of water, most of navigation sensors used in air would not work well in water. Thirdly, some researchers focus on the bio mimetic fish skin to protect inside circuits and to provide free undulation capabilities. The artificial muscle or other rubber materials belongs to this kind. Other researchers develop the new material that could act as bio mimetic actuators to create undulation movement and provide forward energy for a robotic fish, such as SMA (shape memory alloy), IPMC (ionic polymermetal composites) and ICPF (ionic conducting polymer film), etc. In summary, it remains a big challenge to realize fully autonomous navigation on robotic fish, where this project aims to make a break through. As one of the project partners in this consortium, the UESSEX team has successfully built the advanced robotic fish which swam autonomously at London Aquarium for nearly two years. The major achievements include novel hybrid control architecture, a 3D fish simulator, fish swimming patterns, simple fish behaviours and layered learning of individual robotic fish. Based on the existing success, the team will work on a new generation of robotic fish that can fully operate to monitor pollution in ports as specified in EU Directive 2005/35. More specifically, we will Develop a real-time navigation and control system for a team of 3 robotic fish; Page 242 of 264

243 Deploy a multi-sensor platform in each robotic fish for navigation, communication and pollution monitoring; and Create cooperative strategies for the robotic fish team to build a 3D pollutants map Software description BMT is in charge of creating intelligence for the fish. This will involve both an intelligence for each individual fish and the development of a swarm AI. The fish will have to be able to manage multiple problems; avoiding obstacles, knowing where to monitor pollution, finding the source of a pollution, maintaining communication distance from the other fish, recharging themselves at the charging station and many more. Each individual robotic fish will have an array of sensors and external information that will allow it to navigate the environment Current research into swarm robotics concentrates on emergent behaviour developing from biologically inspired algorithms. These can be based on movement and behaviour of insects, flocks of birds, shoals of fish or other groups. These techniques concentrate on using local information and simple rules to establish a complex group behaviour as a whole in order to achieve predetermined goals. Two examples of swarm intelligence algorithms will be utilized in SHOAL. Particle Swarm Optimisation (PSO) has been used in a range of fields since its inception and has been adapted for a range of uses. The algorithms have been tested in a wide variety of applications. In particular an evolution of this algorithm, DPSO (Discrete Particle Swarm Optimisation) has been applied to NP-hard problems such as the Capacitated Vehicle Routing Problem in a hybrid form using simulated annealing in order to overcome being trapped in local optima. An adapted form of this algorithm will be used for the basic search algorithm of the robotic swarm in SHOAL. An additional consideration will be made for the propagation of information within the swarm. Building on research which has shown that propagation of information throughout a swarm may function more effectively in decision making than simply local information, we will ensure that communication is possible between any robot and its neighbours. The swarm will work to prevent isolated groups so that information can be distributed to the whole swarm at any one time allowing all robots to take advantage of information on global optima. This will also serve to prevent any of the robots becoming "lost" by moving out of the range of their communications devices. One of the problems to be overcome in SHOAL is that the swarm must adapt quickly to a rapidly changing environment. This is analogous to the problem that foraging ants must overcome when searching for food near their nest. For this reason ant colony optimisation techniques will be incorporated into the solution for these swarming robots. Ant Colony Optimisation (ACO) has been applied to a number of fields since its inception. In particular it has found repeated use in two major fields: combinatorial problems (particularly NP-hard problems) and swarm robotics. One major reason for the popularity of this approach in robotics is that it is an algorithm that automatically adapts to changes in the environment. This makes it ideal for exploratory robotics such as searching for pollution and in fact it has been used in robot navigation problems on many occasions. Page 243 of 264

244 SHOAL will use swarm intelligence techniques in order to control each robot, individually acting on information available locally and communicated between neighbouring robots. In particular the algorithms which will be used will be a combination of particle swarm optimisation, ant colony optimisation and flocking algorithms. These algorithms will be used to build a decision making mechanism for the robots. They will use information available locally and combine this through underwater communications with the information available to other robots in the swarm. The PSO and ACO algorithms will then be applied to this information (stored locally in each robot in the form of a 3D map overlaid with additional information which will drive the algorithms) in order to determine the optimal course of action for each individual robot. The parameters involved in these algorithms will be tested using the simulation software to be developed by BMT. Once the algorithms have been tested and tuned, the software will be integrated into each robot allowing them to act autonomously on the information available to them. The maps which the Fish use will be 3D vector maps of the port. These will be initialised using electronic charts of the port which provide depth and feature information. The fish will augment these maps with the location and concentrations of chemicals detected. Pheromone maps will be built on top of these maps and will be set to decay over time. The maps will also be used for obstacle avoidance including in the same reference frame the paths of vessels supplied by an Automatic Identification System (AIS). AI is a system used by ships and Vessel Traffic Services (VTS) principally for identification and locating vessels. AIS provides a means for ships to electronically exchange ship data including: identification, position, course, and speed, with other nearby ships and VTS stations SHOAL will use a hybrid search algorithm in order to determine the optimal way to find areas of contamination in a port. A recent paper shows how combining the two aforementioned approaches can be successfully applied to the field of swarm robotics. This study demonstrated "the robustness, scalability, and individual simplicity of the proposed control architecture in a swarm robot system with real-world constraints". SHOAL will build upon the advances made in this study, further focusing on how virtual pheromone trails used in this method could be affected in real-time by shifting currents. The aim of this is to develop a more robust method of simulating pheromone trails so that reinforcement can still occur in spite of the fact that the underlying target of the trail (i.e. the pollution) will be dispersed and shifted by the water conditions in the port. SHOAL will also investigate how best to combine PSO and ACO algorithms with flocking behaviour in order to optimise the time taken to accurately develop a pollution map of a port and how best to maintain this map over time following the initial sampling period where the layout of pollution is determined. Swarm intelligence relies on the assumption that small entities working together produce an intelligent behaviour from simple rules. In our case the robot fish will become aware of the presence and extent of pollution. They will do this through algorithms we develop based on ACO and PSO algorithms and Pheromone maps. Pollution is in its nature transient, dispersing over time. As our fish will use algorithms based on ACO, the pollution becomes analogous to food sought by foraging ants and our system will adapt in the same way the Page 244 of 264

245 ants do firstly directing other fish to the location of the pollution (food) and later resuming foraging behaviour when the pollution has dispersed Coverage area The coverage of the system is usually in the port area Interface with Collateral system It can be interfaced with other information systems that analyse Personnel No reference available Total cost of the system No reference available SWOT analysis Strengths Autonomously controlled fish with chemical sensors attached. Provision of real-time pollution information. Weakness Significant production cost. Opportunities Robotic fishes can be used worldwide for sea & river pollution monitoring. Threats Other techniques for pollution monitoring that are less costly Coverage area The area coverage of the system includes the costal areas of the following countries: Portugal, Spain, France, Ireland and UK. Page 245 of 264

246 Figure 4-55 Area coverage (Portugal, Spain, France, UK, Ireland) Interface with Collateral system No reference available Personnel No reference available Total cost of the system No reference available SWOT analysis Strengths System interoperability & connectivity to other systems (e.g. AIS, VTS) Provide monitor services in the coastal area of 5 EU countries Weakness Other systems (private-owned) that offer prevention, response to and mitigation of oil spills Opportunities Provision of other services that have to do with marine information Threats Sustainability of the system (since it is an EU project the most important threat is to have funding for the operation of system after the end of the project) EROCIPS project The EROCIPS (Emergency Response to coastal Oil, Chemical, and Inert Pollution from Shipping) project is the first time that a transnational initiative has focused on the needs of Page 246 of 264

247 local/regional administrations to deliver an integrated approach to emergency planning for coastal pollution incidents. This is the core of the innovative approach of this project. EROCIPS will provide a mechanism for the exchange of best practice and the development of solutions to real problems that are specific to local maritime pollution clean-up actions. In addition to this fundamental innovative approach, EROCIPS has a number of innovative aspects to the processes and management approach that it will take: - it will provide a route through which local administrations can interact as a cohesive body with already pre-formed bodies that deal with maritime pollution at the national and regional level. - It will link ICZM and spatial planning with the need for preparedness for emergency planning. - It will build on the experience of local/regional authorities involved in recent pollution incidents, addressing real problems that have been encountered by Local/Regional Administrations in dealing with maritime pollution. - It develops effective working mechanisms for involving non professionals and volunteers in responding to pollution incidents EROCIPS also has technically innovative aspects: - A common thread running throughout the EROCIPS project is the incorporation of geospatial data managed via GIS tools. Use of GIS on a large scale Atlantic Area basis to develop a technical response capability in shipping pollution contingency planning is innovative. GIS also provides a platform on which the wider stakeholder groups, and media, can be briefed and kept informed, particularly through the use of web-enabled GIS. - EROCIPS will make innovative use of Information Technology through WP5, WP6 and WP8. In WP5 an Internet web service will be developed that will provide access to trajectory models. EROCIPS makes an innovative contribution by linking these models to pollution response command and control systems within the Atlantic Area. In WP6 a pre-existing integrated management information system will be configured to meet the needs of coastal pollution response. This will include the use of hand held devices to log on-scene surveys using mobile phone links. In WP8, all the documented outcomes of EROCIPS: GIS derived maps, reports, manuals and training information will be made available for downloading - The development of an Atlantic Area wide classification of coastal sensitivities, not restricted within national boundaries, for use in contingency planning is a further innovative technical element, enabling sound decisions to be taken in the use of clean up techniques that will reduce the environmental harm of the pollution event. It is possible that this system could be expanded to provide European wide coverage to other Areas. Page 247 of 264

248 - The development of an Atlantic Area wide classification of coastal sensitivities, not restricted within national boundaries, for use in contingency planning is a further innovative technical element, enabling sound decisions to be taken in the use of clean up techniques that will reduce the environmental harm of the pollution event. It is possible that this system could be expanded to provide European wide coverage to other Areas. The partnership of the EROCIPS project includes members from the following countries: UK, Spain, France, and Portugal Operational status The status of the system is fully operational. The system was built with National and EU funds System description In recent decades the loss of tankers such as the Amoco Cadiz, Sea Empress, Erika and Prestige has significantly affected the Atlantic Area s sea and coasts. Oil spills and pollution affect the marine environment, fishing and tourism industries. Effective preparation is necessary to minimize the risks posed by shipping incidents. The threat of coastal pollution from shipping is due to: Increasing volume of traffic in Atlantic waters Continuing sub-standard quality of some shipping Severe weather conditions which increase the potential for human failure In recognition of the challenges posed to regional and local governments, and their assisting organizations, by pollution from shipping incidents, the EROCIPS Partnership has developed a project, with European Partners in France, Spain, Portugal, Ireland and UK, to provide a timely response to coastal oil, chemical and inert pollution. The Atlantic Area of the European Union has been the scene of a number of well-known shipping accidents over the last thirty years. These include the Amoco Cadiz, Betelgeuse, Aegean Sea, Sea Empress, Erika and Prestige. Each incident has demonstrated the strain that can be placed on regional and local government resources and management structures as responders attempt to limit the impact caused by the pollution on the shoreline assets of a coastal area. Although damaging, each of these events has also provided those involved with experience of how to deal with an incident. A number of Atlantic Area regional and local governments, together with their assisting organizations, are now well placed to build on this shoreline response experience. The goal of the project is the formulation of a transferable methodology that communicates relevant information to responders and decision-makers involved in shoreline counter pollution operations following a shipping incident. Page 248 of 264

249 EROCIPS is working to strengthen the following aspects of our response to pollution incidents: Prevention strategies and techniques Protection of coastal assets Beach clean-up strategy Wildlife response Waste transportation Temporary waste storage Health and safety Response management In order to support the sustainability of sea transport systems EROCIPS aims to: Develop common methodologies, tools and techniques for dealing with shoreline response to coastal pollution incidents Make these response aids transferable across the EU An effective, co-ordinated response along the whole of the affected coast is important. Therefore, to achieve these aims, local and regional governments need to know the appropriate tools, techniques and expertise available to them and how these can be applied in the event of an incident. They will also need to share an understanding of the existing condition of their coastline so that particularly sensitive or important areas can be prioritized for protection and any damage can be quantified. The EROCIPS Project is the first time a transnational initiative has focused on the need for local and regional governments to pursue an integrated approach to emergency response for coastal pollution incidents. EROCIPS provides a mechanism for the exchange of best practice and the development of practical solutions to local maritime pollution clean-up problems. The results of EROCIPS include: - A substantial part of the Atlantic Area coastline supported by a range of risk studies, pollution prediction planning models, baseline environmental sensitive analysis and GIS data management systems for effective contingency planning; - A network of expertise and list of equipment which can be called on at times of emergency; - Greater awareness and understanding of pollution and contingency planning through training and awareness packages, and; - An extensive dissemination strategy to ensure that the tools developed in EROCIPS are widely available throughout the Atlantic Area. The longer term impacts will be: Page 249 of 264

250 - An effective, efficient and common transnational approach to planning for shoreline and coastal pollution incidents resulting from maritime disasters; - A faster, more effective and efficient response to shoreline and coastal pollution incidents with greater co-operation between regional partners and with national partners; - A network for ensuring that lessons are learnt from each new incident. EROCIPS can act as an effective conduit for implementing learning points. In the medium to longer term this will lead to better preparedness and better response and will avoid the use of inappropriate techniques that could exacerbate environmental problems rather than alleviate them, and; - Incorporation of EROCIPS outcomes into spatial planning to ensure that spatial planning provides for incident response in terms of pre-incident equipment deployment and areas where the response should aim to minimize the quantity of pollution impacting on the shoreline. For example by using the output of EROCIPS pollution risk study (WP1) and combining ICZM coastline sensitivities combined with EROCIPS generated pollution sensitivity and clean-up strategies (WP2), spatial planners will be able to identify shoreline accessibility requirements e.g. where the coastline has a high sensitivity and booming/ barrage deployment is advised then well maintained access for responders and their equipment must be provided and maintained. Conversely, if the EROCIPS sensitivity plan advises that for a certain stretch of coastline that "clean up" may cause more damage than "leave alone" then provision of access need not be considered within spatial plans, such as those, which support ICZM. Other longer term tangible benefits of EROCIPS include: - underpinning the sustainability of the European Community s policy to develop and promote short sea shipping; - more broadly, supporting the sustainability of increasing shipping traffic of all types expected in Atlantic Area waters; - Protection of bio-diversity, breeding areas, and marine species of special interest through implementation of effective response and clean-up strategies; - Minimization of the contamination of soil and water resources through the pre-planning of waste storage and disposal options; - Minimization of resource degradation through effective response and clean-up thereby promoting durable employment opportunities; - Maximization of resource availability, such as sites for aquaculture, through effective planning, and response to maritime pollution; - Protection of leisure and tourism employment and markets, and; Page 250 of 264

251 - Protection of cultural and natural heritage. These are all essential to contribute to the long term sustainable development of coastal areas and sea transport systems in the Atlantic Area Software description A significant outcome of the EROCIPS project is the design and implementation of a GIS data management system for effective contingency planning (in cases of maritime pollution). This system aims at supporting incident response in terms of pre-incident equipment deployment and areas where the response should aim to minimise the quantity of pollution impacting on the shoreline. The following figure depicts the oil observer system (pilot testing phase) in Portugal. Figure 4-56 Portuguese coastal atlas and oil observer system Coverage area The EROCIPS project is implemented in the following EU countries (Atlantic Ocean Area): United Kingdom Ireland France Spain Portugal Page 251 of 264

252 Figure 4-57 Area coverage Interface with Collateral system No reference available Personnel No reference available Total cost of the system No reference available SWOT analysis Strengths integrated approach to emergency planning for coastal pollution incidents link ICZM and spatial planning with the need for preparedness for emergency planning Weakness Sustainability & funding (after the completion of the project) Need for updating (geo-spatial data) Opportunities Connectivity with other systems for oil spills monitoring and management Threats Other systems that provide similar services Page 252 of 264