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Context. The diagnostics automatisation problem of network anomalies during navigation data processing from gauging stations to electronic chart system under river e-navigation was studied. The object of the study is a process of diagnostic in the dynamic expert system. The purpose of the research is creating of automated troubleshooting system with a help of neural system.Method. The diagnostic automatisation method of network anomalies with context-based intelligent navigation data processing usage was suggested. The main idea consists in modern data processing methods usage in the neural system. These methods are based on the fuzzy logic algorithm. Neural networks can be in operation during parameter fluctuations, that come from gauging stations. The cluster-rules set is displayed in the fuzzy neural system structure. There is no need to download all sample specifications in the electronic mapping system or to re-check the sample, it helps to speed up the process of network synthesis. Inthe navigation data processing system were used different expert systems and neural networks. Data processing system should find network anomalies and propose the ways of their decision size, the method allows to get different levels of sample specification. The method allows to minimize network error in the synthesized model. In addition to fractal method, also had been proposed a method for unknown regularities between the input and output data coming from the gauging stations. That is, the neural network can determine which signals are non-informative. With a help of input data classification from the gauging stations based on Kokhonen`s system, the space of the data stream splits into clusters of the same size and shape. By changing the cluster size, the method allows toget different levels of sample specification. The procedure of input signals classification helps to predict the increasing or decreasing of differential corrections towards depth, and recognize information from gauging stations. The method determines the encoding and decoding of navigation parameters by specifying the parametric function of the triangular shape. The rules formed by an expertknowledge were established. In order to keep intellectual system under current conditions should be used neural dynamic expert system model including use case. The mechanism of automated solution based on the search use case algorithm is defined. If there are not any use cases, the task solves with a help of neural network rules. The network nodes are neurons – particular facts that areconsequences of use case. Links between nodes of the network implement the rules. That is, a multilayer neural network of facts and rules is built up.Results. The experimental indexes of network anomalies during data processing from the gauging stations were followed up.Conclusions. The automatisation problem of network diagnostic anomalies with a help of flexible fuzzy neural network was solved. The conducted experiments confirmed the efficiency of the proposed methods. Further research may consist in the creation of an instrumental navigation method (river e-navigation)., Актуальність. Розглянуто задачу автоматизації діагностики мережевих аномалій при передачі потоку навігаційних даних від водомірних постів до електронно-картографічної системи в умовах річкової е-навігації. Об’єктом дослідження є процес діагностики у динамічній експертній системі. Мета роботи – створення автоматизованої системи діагностики мережевих аномалій на нейронних мережах.Метод. Запропонований спосіб автоматизації діагностики мережевих аномалій з використанням комплексу процедур контекстно-орієнтованої інтелектуальної обробки потоків навігаційних даних. Спосіб передбачає застосування сучасних методів обробки інформації на основі реалізації алгоритму нечіткого логічного виводу на нейронних мережах. Застосовані нейромережі можуть бути легко навчені роботі в умовах коливань параметрів, що надходять від водомірних постів. Спосіб дозволяє мінімізувати помилку у синтезованої мережі. Отриманий набір кластерів-правил відображається в структурі нейро-нечіткої мережі. Реалізація способу не потребує завантаження всієї навчальної вибірки в пам’ять електронно-картографічної системи, багаторазових переглядів навчальної вибірки і істотно прискорює процес синтезу мереж. В інформаційній системі обробки потоку навігаційних даних, яка повинна оперативно виявляти мережеві аномалії, а також пропонувати можливі варіанти їх усунення, застосовано сукупне використання експертних систем і нейронних мереж. Поряд з фрактальним врахуванням точності визначені показники якості при невідомих закономірностях між вхідними та вихідними даними, що надходять від водомірних постів. Тобто нейромережа визначає, які сигнали є неінформативними. За допомогою розробленого методу класифікації вхідних сигналів від водомірних постів з використанням мережі Кохонена простір потоку даних розбивається на кластери однакового розміру і форми. При зміні розміру кластера метод дозволяє одержувати різні рівні деталізації вибірки. Застосування процедури класифікації вхідних сигналів передбачає зростання або зменшення значень диференційних поправок до глибин, розпізнання інформації від водомірних постів. Вирішення задач кодування і декодування параметрів під час навчання нечіткої нейромережі виконувалося одночасно із завданням параметричної функції трикутної форми. Визначені правила представлення знань, сформованих експертом. Для зберігання інтелектуальної системи в явному вигляді застосована нейромережева динамічна експертна система на прецедентах. Визначений механізм отримання автоматизованого вирішення на підставі активізації алгоритму пошуку за ступенем близькості прецедентів. За відсутності прецедентів завдання вирішується нейромережевою базою правил. Вузлами мережі є нейрони – окремі факти, що витягаються із прецедентів. Зв’язки між вузлами мережі реалізують правила. Тобто, організовується багатошарова нейромережа фактів і правил.Результати. Відпрацьовані показники експериментальних досліджень процесу автоматизації діагностики мережевих аномалій при передачі потоку навігаційних даних від водомірних постів.Висновки. Вирішена задача автоматизації діагностики мережевих аномалій із застосуванням гнучкої нечітко-нейронної мережі на прецедентах. Проведені експерименти підтвердили працездатність запропонованих методів. Перспективи подальших досліджень полягають у реалізації етапів створення інструментального методу навігації (річкової е-навігації).

Based on the objectives and requirements of the pilotage service portfolio, using the design standards of HGDM organization, the nodes, activities and certification modules of ships entering and leaving the port are analysed, and the S-100 standard model of pilotage data is established. According to the characteristics and actual needs of pilotage, the technical design mode of C/S (client/server) mode of pilotage service portfolio is determined; the application example of pilotage service portfolio is verified by the service mode of tide riding opportunity in Ningbo waters for large container pilotage.

The constant increase in marine traffic and the simultaneous growth of the demand for exploiting marine areas (e.g., installing offshore wind power plants) require an adequate planning strategy for managing high traffic volumes. Maritime Spatial Planning (MSP) is the process of public development of an allocation plan for distributing, both spatially and temporally, human activities in marine areas. The adoption of e-Navigation is a possible solution for improving safety and security at sea by integrating maritime information on board and ashore. Automatic Identification System (AIS) data represents a fundamental source of information, since the analysis of AIS data can highlight the presence of congested areas as well as of illegal actions, such as smuggling, pollution, and unauthorized phishing in protected areas. Indeed, those activities are often characterized by abnormal manoeuvres that can be recognized by analyzing the routes of the vessels. However, the huge dimension of the AIS data to process requires the adoption of careful strategies for the data visualization. In this paper, we present a complete pipeline for visualizing ship routes from raw AIS data, which is a fundamental pre-requisite for carrying out a significant AIS-based route analysis, and describe a real case study, where 90 million AIS records, corresponding to one month of world-wide observations, are visualized using only open-source software.

Technology is changing the way of navigation. New technologies for communication and navigation can be found on virtually every vessel. System architectures define structure and cooperation of components and subsystems. IMO, IALA, costal authorities, technology provider and many more actually propose new architectures for e-Navigation. This paper looks at other transportation domains and technical as normative requirements for e-Navigation architectures. With the aim of identifying possible synergies in the research, development, certification and standardization, this paper sets out to compare requirements and approaches of these two domains with respect to safety and security aspects. Since from an autonomy perspective, the automotive domain has started earlier and therefore has achieved a higher degree of technical progress, we will start with an overview of the developments in this domain. After that, the paper discusses the requirements on automation and assistance systems in the maritime domain and gives an overview of the developments into this direction within the maritime domain. This then allows us to compare developments in both domains and to derive recommendations for further developments in the maritime domain at the end of this paper.

According to Software Quality Assurance (SQA) and the Human Centred Design (HCD) guidelines for e-navigation by Maritime Safety Committee of International Maritime Organization, software quality related activities and practices will be in demand in the maritime field. To provide high quality software and a usable system to users, e-navigation SQA is supported by Republic of Korea. After merging with the HCD as suggested by Australia, it has been endorsed as IMO Circ.1512 in June 2015. To apply SQA to the maritime industry, it needs to achieve the current status of maritime software related industries. This article introduces the IMO Circ.1512 and the progress of e-navigation SQA so far including the international workshop held in Busan, Korea as previous accomplishments. Also, the result of a survey on the status of software quality management of the Korean domestic maritime IT related industry will be described. The purpose of survey is to find out how SQA is dealt with in domestic industry, what experiences the industry have had so far and what software project related issues they have. The questionnaire is composed of two parts. The first part mainly deals with fundamental knowledge about the scale of the company and the number of development teams s. The second part consists of three sub-parts with Quality Management, Configuration Management, and Process Management. Otherwise, several questions are surveyed with respect to engineering tools for SQA and education support. Approximately 150 cases were gathered. The outcome of the survey shows some points that both of industry and government can contemplate for the future.

Conspicuous grey shading or blue colours are traditionally used in printed nautical charts to represent shallow water. The problem is that what is “deep” water for one size of ship might not be so for another size. To understand the extent of navigable water the bridge crew has to make a number of relatively complicated mental calculations. This paper suggests an automatic way of displaying NoGo areas that will give the bridge officer an at-a-glance knowledge of his ship’s manoeuvrable space, present and along the future route. A prototype has been developed and was tested with professional mariners in the EU project ACCSEAS. The system was rated as good and acceptable from a professional point of view although further improvements are necessary.

Maritime communication systems and devices that are required onboard ships under the SOLAS (Safety Of Life At Sea) Convention are determined by the communication functions of Global Maritime Distress and Safety System (GMDSS). This system was fully implemented on the 1st February 1999, and since then maritime communications methods have not been significantly changed. As a result, numerous researches and studies were conducted, intended to improve existing communication systems. Furthermore, the exchange of data in maritime communications is of great importance for the purpose of safety of navigation and commercial services. For this reason, the advantages and disadvantages of existing maritime communication systems for data exchange are systematically analyzed in this paper, in order to determine the guidelines for their improvement or replacement by new communication systems. The focus is on the used modulation techniques, as well as the maximum achieved data rates. According to these characteristics the possibility of applying certain communication systems in communications infrastructure of the strategy called “e-Navigation” is determined. In addition, an overview of international recommendations and guidelines for the modernization of maritime communications in the VHF frequency band is elaborated in this paper.

It is clearly understood that the main benefits of e-navigation are improved safety and better protection of the environment through the promotion of standards of navigational system and a reduction in human error. In order to meet the expectations on the benefit of e-navigation, e-navigation services should be more focused on non-SOLAS ships. The purpose of this paper is to present necessary e-navigation services for non-SOLAS ships in order to prevent marine accidents in Korean coastal waters. To meet the objectives of the study, an examination on the present navigation and communication system for non-SOLAS ships was performed. Based on the IMO's e-navigation Strategy Implementation Plan (SIP) and Korea's national SIP for e-navigation, future trends for the development and implementation of e-navigation were discussed. Consequently, Electronic Navigational Chart (ENC) download and ENC up-date service, ENC streaming service, route support service and communication support service based on Maritime Cloud were presented as essential e-navigation services for non-SOLAS ships. This study will help for the planning and designing of the Korean e-navigation system. It is expected that the further researches on the navigation support systems based on e-navigation will be carried out in order to implement the essential e-navigation services for non-SOLAS ships.

The paper presents the framework of usability testing of Electronic chart display and information system (ECDIS) equipment based on the International Maritime Organization (IMO)’s Guidelines on Software Quality Assurance and Human-centred Design for e-Navigation. By incorporating the eye tracking techniques into the procedure it was possible to measure the visual attention distribution and the cognitive work-load. The presented method could be used to evaluate usability of every e-navigation system, which is necessary to ensure that the seafarers are able to successfully perform primary operations of systems upgraded with e-navigation functions, regardless of the type and specifications of the system and users’ knowledge and experience with the system. The initial results are presented and discussed as the study is still ongoing.

In offshore industry activities, the suitable onboard provision of assets location and geospatial marine information during operations is essential. Currently, most companies use its own data structures, resulting in incompatibility between processes. In order to promote the data exchange, oil and gas industry associations have pursued initiatives to standardize spatial information. In turn, the IMO - International Maritime Organization - started the implementation of e-Navigation policy, which is the standardization of technologies and protocols applied to maritime information and navigation. This paper shows relationship and integration points between maritime activities of oil and gas industry and e-Navigation technologies and processes, highlighting geospatial information. This paper also preludes out an initiative for a suitable product specification for the offshore oil and gas industry, compliant with e-Navigation and IHO S-100 international standards.

Vođenje sigurne navigacije brodom veoma je zahtjevan posao, gdje zapovjednik ili časnik na dužnosti konstantno zaprimaju raznorazne informacije vezane za plovidbu ili plovidbeno područje, od kojih obično mnoge ne predstavljaju veliku važnost. Priljev takvih informacija u područjima povećanog prometa može oduzeti koncentraciju zapovjednika ili časnika, što rezultira smanjenje sigurnosti plovidbe. Ljudska greška uzrok je oko 70 % nesreća na moru. Brzi razvoj tehnologija pruža pomorskoj industriji opciju integriranja pametnih aplikacija na brodove i kopnene centre, gdje bi se prikladnnom infrastrukturom i softverima znatno poboljšala komunikacija svih sudionika plovidbenog pothvata, a ponajviše olakšalo časniku u vođenju sigurne navigacije. E-Navigacija se smatra prekretnicom u vođenju pomorske industrije u novo, digitalno doba. Cilj ovoga rada je pružiti uvid u prednosti koje pruža sustav e-Navigacije, te njegov utjecaj na povećanje sigurnosti plovidbe i zaštite morskog okoliša. Safe navigation is a very demanding job, where master or officer in charge constantly receive various informations regarding navigation or navigational area, from which many do not represent significant importance. The inflow of such informations can lower concentration of the master or officer, and can result in reducing safety of navigation. Human error is cause of about 70% of accidents at sea. The rapid technological development provides maritime industry an option of integrating smart applications on vessels and shore centres, where fitted with adequate infrastructure and softwers would significantly improve comunication between all participants in sea voyage and especially provide help to the officer in charge. E-Navigation is considered turning point in leading maritime industry in new, digital era. The objective of this thesis is providing an insight in benefits brought by e-Navigation system and its effect on increasing safety of navigation and protection of sea enviroment.

E-navigation poses significant challenges for shipping. The analysis of the legal norms in the International Regulations for Preventing Collisions at Sea (COLREGS) and court decisions supports the use of information technology on the bridge for the purpose of improving navigational safety. However, the current regulatory and standardisation requirements hamper the introduction of new information streams in navigational systems and remove the incentives for investment in navigation technology. The liability arising from navigational failures will remain on the employer of the crew irrespective of how the additional navigational information is provided to the navigational systems. The shipowner's liability may depend on the way information streams are provided to the ship only within the context of the Civil Liability Convention (CLC) 1992 and other similar pollution conventions where the characterisation of the navigational system as a navigational aid or an aid to navigation may decide the issue of liability. Research on the legal background of these terms underlines the need for a clear distinction between the two terms to be made. An interpretation is proposed which ensures that the CLC liability exception operates in accordance with the underlying legal requirements.

Ships in autonomous mode will for a long time interact with conventional ships with human decision-makers on the bridge. For safety it will be necessary to simplify this interaction and this paper discusses three areas which will be crucial in this respect: the collision regulations, e-navigation and traffic separation schemes. To be able to code collision avoidance algorithms COLREGS must be quantified. Soft enumerations like “good seamanship” needs to be made machine-readable. At the same time, such attempts threaten to make them less human-readable. On the positive side e-Navigation services like route exchange promises to make ship intentions more transparent and paired with an extended network of Traffic Separation Schemes future interaction between manned ships and ships in autonomous mode can be facilitated. Open Access. Content from this work may be used under the terms of the Creative Commons Attribution 3.0 licence. CC-BY

Although International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA) and International Maritime Organization (IMO) have published a large number of manuals, reports, guidelines and recommendations concerning the e-Navigation architecture concept, additional clarification and the improvement regarding functional connections can still be achieved if the architecture is observed in the context of new Information and Communication Technology (ICT). This paper synthesizes the previous research and official relevant documents related to the e-Navigation architecture. By combining the existing scientific literature and various official documents published by organizations such as IMO, IALA, and International Hydrographic Organization (IHO), the paper provides an analysis of the existing e-Navigation architecture, as well as the concepts for future e-Navigation architecture regarding the ICT technologies. Special attention is given to the functional connections and data/information flow within the e-Navigation architecture. In the context of emerging ICT technologies, certain recommendations regarding e-Navigation architecture are provided.

Aids to Navigation (AtoN) are auxiliary devices intended to support maritime navigation. They include both traditional signals (e.g., buoys and lights) and electronic aids, as for example those transmitted to ships through automatic tracking systems. In both cases, international organizations together with local authorities define technical specifications and standards on their use. Work still being finalized in the Venetian Lagoon made it necessary an assessment of the existing signaling system to guarantee the maximum level of safety in the waterways. Considering the severe atmospheric conditions to which the Lagoon is frequently subjected and the bathymetry restrictions affecting the navigation, an alternative aid system has been formalized for the first time in Italy. It is based on electronic and identification devices employed to virtualize the AtoN that will not be located at sea but only remotely identified by their coded messages, thus guaranteeing the continuity of port operations in any visibility conditions. This paper presents the procedures followed to reach a solution in line with the safety and efficiency standards given for the AtoN systems, considering position and luminous characteristics of physical signals in the first case, theoretical and statistical studies on Virtual AIS AtoN placement in the second case.

eLoran needs to satisfy the user requirements for accuracy, availability, continuity and integrity to fulfil its envisioned role as a backup system to GPS. The eLoran accuracy performance at receiver locations is dependent on the variations of the Additional Secondary Factor caused by changes in the ground conductivity. This paper focuses on eLoran accuracy performance analysis for maritime harbour entrance and approach. Based on observational ASF data, a new, updated and more accurate empirical model for eLoran time of arrival variance that improves upon the existing models in the literature is proposed. The time of arrival variance algorithm developed herein incorporates the long-term effects of the changes in terrain conductivity on the pseudorange measurement errors of the received signals at the user’s receiver location. The developed model has been used to determine the diluted position accuracy of eLoran over the North European maritime region, and for harbour entrance and approach (HEA) for SOLAS ports in Ireland and United Kingdom. The results show that if the European eLoran system was reintroduced, positioning accuracy of less than 20 m would be achievable in the North Sea and less than 10 m at the SOLAS ports if differential Loran was also available there. These would meet the navigational requirements for HEA. However, in the Irish sea down through the Bay of Biscay, the positioning error would exceed 80 m and be unacceptable for marine navigation, especially compared to GPS. This suggests that the inclusion of two or more eLoran transmitters located further South-West of Ireland are needed to enhance coverage in this area. The results of this work can also provide the radio planners and authorities regulating sea traffic with the insight of where to deploy new resources such as reference stations.

The growing use of ICT in complex and critical infrastructures in the energy- and maritime domain leads to the development of system-of-system engineering efforts especially for system architectures. Such efforts need to integrate a standardized elicitation and harmonization of requirements between different interoperability perspectives and with domain-specific aspects. According to this, the paper adapts the existing architecture management approaches SGAM and MAF for a methodology to structure the identification and harmonization of requirements considering domain specific characteristics and interoperability.

This article presents a preliminary Modernization Plan for the Global Maritime Distress Communication System (GMDSS). On the base of a status of the GMDSS and the discussion on a modernization topic, some aspects of the Modernization Plan for the GMDSS, both regulatory and technical nature, have been described. Further work on the GMDSS Modernization Plan was also considered.

The Maritime Cloud is the term used to describe the concept of an infrastructure that support authorized, seamless information transfer, as requested by the IMO e-navigation strategy, and as derived from testbeds focused on e-navigation. In this paper, we proposed Bucket ID Transformation that is a new encryption mechanism and the scheme can range search without order-preserving. Bucket ID Transformation is performed by recursive HMAC as many as a value of Bucket ID.

Advances in technological innovation have been deployed to support autonomous or semi-autonomous vehicles in many industries. A question that remains unanswered is why very little progress has been made in remote pilotage over the past 15 years. This paper draws together theories from innovation management and the high reliability organisation literatures to shed light on this question. Using a case study of two Australian ports, we examine a business case for remote pilotage demonstrating that despite positive cost benefit models, ambiguities in benefits exist throughout the ecosystem. The discussion sheds light on unique challenges that port executives face where it is necessary to simultaneously develop a strategy to: (1) manage the internal innovation process, and (2) manage the external consequences of the innovation by mobilising allies, managing opponents, and converting those who are indifferent to the innovation. The main contribution of this paper is to show that any assessment of the innovation challenge facing remote pilotage and enhanced navigational assistance requires the maritime industry to ask new questions not previously considered.

This paper aims to summarize and make some conclusions from findings of five EU project during the period 2009-2015. In the ACCSEAS project (2012-2015) the future accessibility of the North Sea region was investigated from a shipping perspective. The EfficienSea project (2009-2012) and the two MONALISA projects (2010-2013, and 2013-2015) investigated Sea Traffic Management (STM) as a way to optimize ship traffic that might satisfy safety and efficiency demands as well as the demands for lower emissions. The paper will look in detail on the navigational solutions and the user tests that has been done with ship officers, pilots and VTS operators. The EU commitment to reduce greenhouse gas emissions by 80% to 2050 is another factor acting on the shipping industry. By "slow steaming" and just-in-time-arrival, substantial reduction in emissions can be made. A surprising finding was the large number of planned offshore windmill installations in the North Sea. Managing a growing number of ships in a shrinking sea space will led to issues of who is in control: the master onboard or the central coordination mechanism overseeing the whole traffic situation. The task of the mariner risk being reduced to keeping the ship in a time-slot-box, monitoring an ever better automation. In addition, slower speeds lead to longer voyages, which risk being less socially attractive. Lack of competent seafarers is already today a problem. Finally, the issue of unmanned ships will be considered, the MUNIN project (2013-2015), Maritime Unmanned Navigation through Intelligence in Networks. Even before this project has finished the industry has picked up some of these new possibilities and has proposed different solutions for unmanned ships, one of them electrical, with zero emission. Language: en

The paper provides brief information of the history of development of e-Navigation concept, its definition, modern understanding of its main statements, and the first implementation results.

최근 해양 분야에서는 안전항해에 대해 e-Navigation 전략을 개발하고 있다. e-Navigation 전략이 구현되면 새로운 소프트웨어에 대한 요구가 증가할 것이다. 국제해사기구에서는 소프트웨어 품질의 중요성을 인식하고 소프트웨어 품질 보증 가이드라인을 공식문서로 승인하였다. 이에 따라 해양산업분야에 가이드라인을 적용하기 위해서 실무 지침의 제작이 필요하다. 본 논문은 실무 적용 지침의 명확한 정보 전달을 위해 품질 표준을 기반으로 하여 요구사항 분석단계의 구체적인 활동을 도출하고 개선하는 방안을 제안한다.

This paper proposes to include engine information in Maritime Service Portfolio (MSP) for effective implementation of e-Navigation. Even though engine information is one of most important element to e-Navigation, MSP consists of mainly about navigation and communication information not included engine information. Furthermore, in reality, engine information sent from ship side such as mainly noon report and Planned Maintenance System (PMS) is too limited to make e-Navigation possibly. Therefore, Remote diagnostic structure receiving and sending data of engine information must be included in MSP for implementation of e -Navigation. Also, it has to be designed, and developed by Software Quality Assurance (SQA).

Global Maritime Distress and Safety System (GMDSS) equipment and Electronic Chart Display & Information System (ECDIS) are typical equipment which help seafarers to obtain information for ship`s safe navigation. In this study, a survey on using of GMDSS equipment and ECDIS was conducted on a total of 260 ship masters and crew who have been working on ocean-going vessels. The subjects were asked about the usage, and level and reason of satisfaction or dissatisfaction of GMDSS equipment and ECDIS, the leading navigational system from which they receive information. The survey showed that the third- and fourth-most frequently used equipment, MF/HF and INMARSAT (telex), were deemed to be the second- and third-most useless equipment. It means that the frequency of device usage is not proportionate to the level of navigational safety. Especially, `ease of device use (42.3%)` and `necessity of the provided information (50%)` were highlighted as factors increasing the level of satisfaction with the system. The survey result shows that ship safety cannot be realized by only adopting advanced systems, technology and services. It emphasizes the need to consider the level of `accessibility and appropriateness of the information` and `ease of device use`. Discussions implemented by the IMO on various policies and regulations are aimed at securing ship safety. In order to achieve the goal, such institutions should be validated by end-users and relevant studies should be conducted.

It is clearly understood that e-navigation is beneficial to prevent collision and grounding of ships. The purpose of this study is to define and present a future ship operation system under the e-navigation environment in order to provide clear direction for the design of Korean e-navigation system. The future ship operation system consists of shipboard navigational system, shore supporting system and maritime communication system. To achieve the objectives of this study, the ship operation system was discussed separately into SOLAS ships and non-SOLAS ships in this study. In SOLAS ships, mariners become a system manager, choosing system presets, interpreting system output, and monitoring vessel response. In small ships and fishing vessels, mariners may enjoy their navigation by using the automatic tracking of ship’s position on the portable electronic chart display. The improved bridge design, integrated and harmonized navigational system and single window reporting will reduce significantly the administrative and physical workload of mariners. Mariners can concentrate their attention more on navigational duty under the e-navigation environment. To build an effective Korean e-navigation system, the essential navigational functions and e-navigation services for small ships and fishing vessels must be identified and developed taking into account user needs.

Recently, there has been much interest in the e-Navigation that applies a variety of digital devices to shipboard thanks to the high interest to maritime safety and the rapid development of ICT technologies. The e-Navigation proposes a new ICT paradigm in maritime information service and maritime safety. This study proposes the shore-based maritime information service platform that enables the converged services of various kinds of maritime data and the standard ENC based on IHO S-100. The proposed maritime information service platform enables the harmonized integration, presentation and web services of ENC, sensed data such as AIS, ocean weather and currents, and geospatial data. Also, the platform enables the mobile maritime information service through WebApp or App software operating in mobile devices of smart phone or web pad. Finally, the proposed platform accommodates the standard ENC of the existing S-57 and the new S-101, and the standard web services of WMS and WMTS of ISO 19100 and OGC.

This study proposes the improvement of maritime traffic management for domestic ships and fishing vessels by introducing the e-navigation environment. This study discusses the development of present Vessel Traffic service (VTS) in a systematic aspect and a fuctional aspect. The concept and architecture of e-navigation operation system based on the General Information Center on Maritime Safety and Security (GICOMS) are proposed as a solution for the improvement of maritime traffic management in Korean coastal waters. Especially, means of data exchange between ships and ship-shore based on the Maritime Cloud and regional e-Data Center are discussed. This study will help to the implementation of the Korean e-navigation project which focuses on the safety of small ships and fishing vessels. In the future, it is needed to study for the development and operation of accident prevention system under the e-navigation environment.

Since IMO’s recent approval of the E-navigation strategy, projects like EfficienSea2 have focused on improving information exchange, safety and efficiency of navigation. To identify current gaps and potential development opportunities, this study investigated the current maritime network, typical work practices and technologies through qualitative research with the Swedish Vessel Traffic Services, coastal pilots and navigation instructors. Maritime operations happen within a resilient sociotechnical system where ship- and shore-based operators work in cooperation to achieve common goals. However, the low interconnection of information technologies was evident, and basic local navigational information was dispersed, sometimes conflicting or inaccessible, increasing uncertainty and complicating decision-making for ship- and shore-based stakeholders. New e-navigation solutions may not only alter work processes but also the organisation of the maritime network.

Context: The shipping industry is undergoing a transitional phase at different levels, including IMO’s e-Navigation initiative, and with this comes the need to use a human-centred design (HCD) approach to avoid accidents linked to automation issues, and to cater for the maintenance of safety and efficiency within this global transport system. Aims: The aim of this thesis is to investigate the value and challenges in HCD practice and how ergonomics/human factors (E/HF) principles can be introduced, as well as what gaps and opportunities exist in current standard operations and technologies in navigation that can potentially be followed upon by future e-Navigation developments, not only from a technological perspective but also regulatory, operational etc. Methods: This thesis derives from the work of six appended articles that mainly utilized a qualitative approach to data collections, including focus groups, interviews and observations, and to data analyses, such as narratives and a grounded theory approach. In total, two design teams and four separate sets of onboard and shore-based operators were consulted for data collection. Results: The results from the appended papers suggest that user involvement in design as well as in rule making and purchasing of new ship equipment was perceived as important for a good work environment, and efficient and safe operations onboard in this safety-critical industry. The results show that design projects are situated experiences that involve complex tasks and resource management, and that require re-iterative adaptations throughout the process. In involving the users and implementing E/HF methods, support from the management is needed and professional E/HF expertise should be a part of the team to help interpret E/HF methods and guide the process to foster continuous knowledge sharing within the team, the organization and with the users from an early stage. When investigating current operations and technologies in navigation, it was evident that gaps exist that can be improved by the redesign of current technologies or the implementation of novel e-Navigation solutions. For example, there is a large number of unintegrated systems and information sources today, and everyday routines and information across geographical areas and communication channels are not unified. Technology concepts and developments towards the e-Navigation principles have been considerably debated, yet there are still gaps that can be filled, and despite e-Navigation’s principle for HCD, the holistic – macro – perspective of the development of these new technologies seems to be under-exploited. Conclusions: Filling the existing gaps with available novel technologies is not enough to guarantee efficiency and safety in the domain, nor to guarantee acceptance. A more systemic perspective is needed, of how the different people and processes in the sea transport system can be affected by the introduction of new technology in terms of how work is performed, of regulations, new training and re-skilling, as well as of preparation for new issues that may arise with increased automation such as workload and cyber-security. This work points at the value and practice of E/HF and systems-driven design, and directs it at change makers and opinion leaders: designers, managers, rule-makers, educators, to consider the human element for safety and efficiency. In this transitional stage, one of the great values of E/HF is to more proactively prepare the shipping industry for the ongoing e-Navigation changes rather than having the industry adapt operations, regulations, training and plan the sustainability of the transport system ad hoc after technology implementation.

This paper outlines the results of a project to develop and test an augmented reality smart phone application (‘app’) to aid the safety of navigation of leisure sailors with limited navigational skills. The app works in two modes: in the ‘turned off mode’ the app gives an alarm 30 seconds before the boat is predicted to ground. The navigator then immediately stops the boat, picks up the phone and, uses the app to view the surrounding water where NoGo areas less than 3 metres in depth are outlined in red. By panning the smart phone around, safe escape routes with deep water are visible. The prototype app was tested on a group of boat owners in western Norway with very good results, both from technical and usability perspectives. This report outlines the concept of operation of the app, details some of the difficulties encountered in its development and testing, specifies the issues that remain to be resolved to turn the concept into an effective system, and outlines future development plans. © 2018. This is the authors' accepted and refereed manuscript to the article. The final authenticated version is available online at: https://doi.org/10.1017/S0373463318000371

The aim of this study was to assess proof of concept and usability of a maritime service website prototype in a full-mission ship bridge simulator through Swedish mariners’ experiences and perceptions. This test was part of the European Commission’s EfficienSea2 project for e-navigation. The prototype was intended as an aid to existing standard systems and methodologies for planning, executing and monitoring voyages. The study began with 5 days of simulator trials focused on today’s standard practices. This served as a baseline to compare to subsequent 4 days of simulator trials testing the prototype. For data collection, observations, video footage, interviews, and eye tracking were used. Data analysis included breaking apart the qualitative data to capture the perceptions of the participants, and a preliminary analysis of eye-tracking data as a complement. The results suggested that the prototype could be more suitable for a route planning stage, that the participants were familiar with similar existing solutions from other manufacturers, and that the contents of the tool would be most beneficial if integrated within the Electronic Chart Display and Information Systems (ECDIS). There is a pressing need for the novel solutions to be user needs-driven, integrated with the existing technologies, and standardized across the domain, and these processes must go hand-in-hand with accounting for all involved stakeholders, procedures, regulations, and training, as this will alter the course of shipping.

Recently, the e-Navigation is main flow of worldwide maritime communications. The eNavigation suggested by the International Maritime Organization (IMO) and International Association of Lighthouse Authorities (IALA) is about collecting/integrating/expressing /analyzing/exchanging the marine data between ships and the land in harmony through the electronic method for protecting marine environment, keeping safe navigation, and maintaining marine safety/security [2]. However, the e-Navigation is concentrated only the maritime service and a common data structure to share maritime information, so security considerations especially when ship starts to communicate other ships is insufficient. In this paper, we analyze the e-Navigation Maritime Service Portfolios (MSPs) and ship-to-ship information sharing protocol. We propose security requirements of MSPs and secure ship-to-ship information sharing scheme to provide reliable communication between ships based on the analysis results. Our proposed scheme has 3 steps to authenticate each other using the each ship’s Maritime Mobile Sevice Identify (MMSI) is a unique key of each ship and increases the security of reliable ship-to-ship communication.

Currently, maritime wireless communications have many limiting factors. In particular, a damping effect of wireless communication, a problem caused by fixed installations, and a distance from other nearby communication. Among the existing wireless communication, satellite communication is the most common communication method in terms of convenience compared to the distance. However, considering the domestic economic and communication environment conditions, it requires high cost to use. Therefore, the Ministry of Maritime Affairs and Fisheries is developing efficient communication at sea in case of disaster by using Long Term Evaluation-Maritime (LTE-M), But in communication using only LTE-M, it is difficult to support perfectly in a disaster situation, and there are many difficulties in connection with communication such as Automation Identification System (AIS). In this paper, we propose a system that can support LTE-M without imposing much burden on existing system by configuring local network using LTE-M in the maritime disaster situation and expect contributing to the maritime wireless communication environment using the AIS system in LTE-M environment efficiently.

The raising complexity of ICT in critical infrastructures results into the development of new system-of-system engineering efforts. Within this contribution, the authors show firstly an already established approach for the Smart Grid domain and discusses secondly the integration of its design principles into an approach for the development of maritime system architectures in a socio-technical system-of-systems environment considering maritime characteristics.