Genoa Demonstrator

Where: Pallazzo de la Borsa - Genova - Italy

When:  September 23 to 25, 2008 

Overview

The first of the MarNIS demonstrators was held in Genoa, Italy from 23^rd to 25^th September 2008.The objective of this demonstrator was to present the main findings from the MarNIS project in such a way as to demonstrate not only the individual elements but also emphasize the interaction and interoperability of the concepts of Maritime Information Management (MIM) and Maritime Operational Services (MOS) as proposed in MarNIS. It was the aim to provide the audience with the complete picture of what the MarNIS concept could mean for maritime authorities and administrations as well as the shipping community at large in the years 2012-2020 with particular focus on maritime safety, efficiency and protection of the environment.Further, it was the aim to demonstrate how MarNIS had recognised existing technologies and those under development, whilst firmly placing the main emphasis on the organisational and legal aspects.

Participants

Participants ranged from representatives of DGTREN, Maritime Administrations (coastal and port) of various member States on both policy and operational level, professional “trade” organisations representing specific groups such as Harbour Masters, Ship Masters, Pilots etc., representatives from international organisations, representatives from other European projects and initiatives as well as from the MarNIS Consortium itself.

Programme

Each day was split into two sessions. The morning sessions provided a continuous “storyline” utilising fictional vessels to demonstrate areas in which the proposed MarNIS solutions would provide benefit. Through a variety of methods such as scenarios using fictional ships represented live from the Warnemunde simulator facility, a mock-up of a MOS centre on stage, clips highlighting the key essence of an individual element, narrative to explain more detail and interviews on stage the morning sessions were designed to provide a concise overview of what MarNIS means. The afternoon sessions were of an interactive nature providing further detailing on specific themes as well as question and answer sessions. Utilising three screens and various multimedia techniques the audience were able to follow the voyage of the vessel in question and at the same time “monitor” what was happening on shore, as well as gain additional details on the workings of the concept.The concepts of Maritime Information Management (MIM) and Maritime Operational Services (MOS) were central to the demonstrators. The following structure was used to present the concepts:

Day 1: Focus on MIM, with added value for MOS;

Day 2: Focus on MOS, and the role of MIM;

Day 3: Additional services and considerations for implementation, for both MIM and MOS.

On Day 1 the welcome address was given by Admiral Lolli, Harbour Master of Genoa, Ligurian region Italian Coastguard. This was supplemented by the showing of a taped keynote speech from Mr. Dimitrios Theologitis, Head of Unit DGTREN, emphasizing the challenges faced and the role of MarNIS herein. Following a short overview of the MarNIS project by Cas Willems, DVS and Project Manager MarNIS, the audience were provided with an overview of the total MarNIS concept through means of a short film.The morning session of the demonstrator itself began with the preparation for departure of the vessel “Antigone” from Rostock, bound for Lisbon. The Antigone was simulated in Warnemunde and presented live and through demonstration and interviews with the Master and on stage the benefits of the following elements were highlighted:

• The European Harbour Masters Committee (EHMC) website for port and terminal information, providing up-to-date information on actual conditions;

• The Calculated Time of Arrival server (CTA server) aimed at providing more pertinent advice to the master based on more accurate weather forecasting and ETA calculation techniques;

• The National Single Window (NSW) and SafeSeaNet++ (SSN++) concepts, highlighting simplified (single) reporting (PAN/PDN), reuse of data, tailor-made reports for authorities containing only the data actually authorized/required for that authority (PEPs/PDPs) and the central role of SSN++ in the distribution of data between member States (SSN NOT);

• The Integral Traffic Planning and POADSS as tools for better planning the movement of vessels in the confined waters of ports and approaches as well as increase the potential tidal window allowing for a more efficient use of the port infrastructure inn the case of marginal ships.

The MOS concept was introduced with the focus being placed on the improved availability and quality of information and how this can be used to determine, amongst others:

• Predicted routes of vessels through the Voyage Plan Server and together with selected characteristics thereby inform coastal States of the expected vessels in their area in order to facilitate monitoring and above all pro-active Vessel Traffic Management;

• Alert and Risk values for vessels sailing in EU waters;

• The role of MOS in channelling updates from vessels to the port of destination and other member States along the route, contributing to the simplification of reporting. 

Demonstrating the importance of information for preparedness and recognising that up to 75% of all Search and Rescue actions involve small craft such as leisure craft, the yacht website was demonstrated using the vessel “Livadia”. Emphasis was placed on reporting by yachts of their intentions and the ability for MOS to then direct or send specific safety information relevant for their voyage to the yacht and assist the MOS in their preparedness should a SAR action be required. The use of AIS-B transponders was emphasized. Themed sessions were held in the afternoon session on the following subjects:

• Theme 1: NSW approach and SSN++

• Theme 2: Architecture

• Theme 3: MOS

• Theme 4: The Voyage Plan Server and the CTA Server 

Through use of an “instantaneous” voting system the audience were able to provide their judgement on the individual themes as well as at the end of the day to gauge the overall opinion of all subjects presented in terms of contribution and/or improvement towards maritime safety, efficiency and/or protection of the environment. In order to gauge the response the audience indicated whether they represented one of five categories, namely:

• Authorities – Policy level;

• Authorities – Operation level;

• R&D – Education;

• Maritime Industry;

• Maritime Professionals.

Members of the MarNIS consortium linked to the development of the concepts presented were discouraged from voting.

Mr. Jean Trestour and Mr. Dimitrios Theologitis, both of DGTREN, made a notable presentation at the end of Day 1 expressing their support for the work achieved in MarNIS and the need to further this towards an implementation strategy.
On Day 2 the focus was switched to MOS. Following a keynote speech from Mr. John Erik Hagen the audience were reminded of a key aspect of a MOS, this being the bringing under one (virtual) roof the existing functions of Search and Rescue (SAR), Oil Pollution Response Coordination (OPRC) and Maritime Assistance Service (MAS) together with pro-active Vessel Traffic Management (VTM), all with the aim to fulfil obligations of both the coastal and flag State.Recognising that the majority of participants on Day 2 had also been present on Day 1 the programme was adjusted slightly so as to avoid repetition.

Three vessels were used for the scenarios in the morning sessions to emphasize elements of the MOS concept. The scenarios made use of live connection with the simulator centre in Warnemunde and/or with the MOS centre on stage. The vessels were revisited at various stages of their voyage however the key messages brought across were as follows:

The vessel “Hesperus”, sailing from Valetta to Genoa:

• The use of MOS by other authorities, other than the “traditional” maritime authorities, such as customs and immigration, to track/trace vessels checking for any deviation or interference along it’s route, filling the “black holes” left by current sensors;

• The use of the Satellite Toolkit (STK) to determine which sensors are most appropriate to track or trace a vessel, oil spill and thereby perpetrator;

• The use of various sensors, such as Side Looking Airbourne Radar (SLAR), Synthetic Aperture Radar (SAR and Ship Radar (SHIRA), for detecting and monitoring oil spills.

The vessel “Poseidon”, located close to Genoa:

• The use of Electronic Evacuation Plans both on-board and ashore in a MOS centre;

• The availability of additional information through SSN++, such as SAR plans;

• The ability for a MOS centre to have a complete overview of all potential SAR units in the area;

• In short, better preparedness. 

The vessel “Claridon”, in difficulty close to Falmouth:

• The role of the MarNIS Rep (extended version of the current SOSREP as used in the UK);

• The benefits of the “Under one roof” principle and simultaneous coordinated actions by SAR, OPRC and MAS;

• The use of Web Mapping Services and oil prediction software.

Various interviews were conducted on-stage including with Mr. Hugh Shaw, SOSREP in the United Kingdom. 

Themed sessions were held in the afternoon session on the following subjects:

• Theme 5: Common Maritime Space;

• Theme 6: MOS, Human Factors, Job Profiles and Manning. 

As with Day 1 assessment questions were submitted to the audience following the themed sessions as well as at the end of the day to gauge the overall opinion of all subjects presented on Day 2.

The programme on Day 3 was adjusted slightly reflecting not only the fact that the majority of participants had been present on Day 1 and Day 2 but also to take into account comments and opinions received on the first days and to add focus on the next steps. Following the keynote speech of Capt. Jaap Lems, in his capacity of Chairman of the MarNIS Advisory Board, the participants were introduced to the vessel “Retribution”.

The Retribution, having the Swedish flag and in difficulty in Canadian waters, was used to demonstrate the role a MOS could play on behalf of the flag State, providing and coordinating assistance to a vessel of their own flag, other than those undertaken by the Canadian SAR organisation.

This was followed by a themed session on risk and the work undertaken in MarNIS with respect the identification of Alert values and ultimately High Risk Ships.Recognising the importance of MIM and the reactions received in the previous days, the themed session on MIM dealt with the challenges faced, recognising both the need for an implementation strategy where not only inter-member State issues were to be dealt with but more importantly between organisations and authorities within individual member States themselves. Stress was also recognised and placed on the need for the “bottom-up” approach through addressing the commercial side of the reporting structure, which to date has focussed on the requirements for reporting to and between authorities. Following reminders of the speeches of Mr. Theologitis and Mr. Hallberg from the previous days, the results of the cost-benefit analyses were presented and ended with the slogan: “With MarNIS you can’t lose”. Even in the most pessimistic scenario MarNIS would provide a positive ratio.Following thanks to all those who had participated in and contributed to the success of the demonstrator in Genoa the participants were invited to watch a short introduction to the forthcoming demonstrator in Lisbon on 14^th and 15^th October focussing on ports. The VTM Toolkit and POADSS clips were shown.

Preliminary Conclusions

The participants were not only enthusiastic with respect to how the demonstrator was conducted but more importantly on the message and content of what was said and shown. It was notable that the representatives of DGTREN Mr. Jean Trestour and Mr. Dimitros Theologitis, along with colleagues Mr. Urban Hallberg and Mr. Christos Pipitsoulis, all considered MarNIS not just a step in the right direction but worthy of support in the coming period with respect implementation. There are a number of issues that stood out with respect to:

• The need to further address the legislation, not only with respect reporting requirements in current EU Directives but also with respect to consultation with i.e. IMO;

• The need for participants to go back to their member States and promote and encourage the results of MarNIS within their own administrations, as being part of the overall goal of E-Maritime and Common Maritime Space;

• Results of MarNIS have wider consequences than just the EU member States and were considered as of utmost relevance to international initiatives such as e-Navigation.

It was emphasized that the EU cannot and should not go forward alone in the further development of MarNIS and due attention has to be paid to the International Maritime Organization (IMO) if much of what MarNIS is proposing is to be successful in achieving international recognition and more importantly not create conflict with initiatives in other areas of the world so that shipping is not confronted with varying solutions.

Detailed results of the acceptance assessment responses are not available at the time of writing however the preliminary results as provided instantaneously following each vote in the afternoon sessions indicated an overwhelming improvement in maritime safety, efficiency and protection of the environment for the MarNIS concept as presented.

Of particular note was the value attached to the Architecture as developed in MarNIS and it was encouraged that this be progressed and promoted on a wider stage, including cooperation with IMO, IALA and e-Navigation.