6. Sea Transport and Traffic
Management – enhanced use of
innovations and technology
MONALISA EVENT 23 October 2013
DG MOVE
Maritime Safety – D2
Jacob Terling
Transport
7. What does the Union have?
Directive 2002/59/EC (as amended by Directive
2009/17/EC) establishing a Community vessel
traffic monitoring and information system
The purpose of this Directive is to establish in the
Community a vessel traffic monitoring and information
system with a view to enhancing:
• - safety
• - efficiency of maritime transport and maritime traffic
• - the response of authorities to incidents, accidents or
potentially dangerous situations at sea, including search
and rescue operations, and
• - prevention and detection of pollution by ships.
Transport
8. What does the Union have ?
EU legislation establishes a reporting obligation on
Masters, operators or agents of ships:
- SafeSeaNet to be the system to use and develop
- The SSN High Level Steering Group
(Governance, Political)
- Hosting and technical implementation is with
EMSA
Transport
9. SafeSeaNet
• - is a specialized system established to facilitate
the exchange of information in an electronic
format between Member States and,
• - all electronic messages exchanged in
accordance with the VTMIS Directive and relevant
Community Legislation shall be distributed
through SSN.
• - is composed of a network of national SSN
systems in MS linking into a SSN central system
acting as a nodal point
Transport
10. SafeSeaNet
•
- The central SSN system shall interconnect all
national SSN systems and shall establish the
necessary IT infrastructure and procedures
• - Technical documentation related to SSN,
such as standards for data exchange format,
users manuals and network security
specifications, shall be developed and
maintained by EMSA in cooperation with MS
Transport
11. SafeSeaNet
• - The system shall use industry standards and
be able to interact with public and private
systems used to create, provide or receive
information within SSN
• - Shall be developed in such a way that masters
etc and relevant authorities need to submit
information only once
Transport
12. SafeSeaNet
• - MS shall develop and maintain the necessary
interfaces for automatic transmission of data by
electronic means.
• “the Community system SafeSeaNet should be
used by all relevant user communities and be
developed further to function as the main
platform for information exchange in the EU
maritime domain…"
Transport
13. How has it developed?
• - Origin was HAZMAT information
• - tool to support efficiency of maritime safety,
security and pollution prevention
• - Maritime transport and maritime traffic
• Hence, in addition to exchanging and sharing
relevant information it is moving fast towards
providing Integrated Maritime Services
Transport
17. IMDatE
Integrated Maritime Data Environment
SSN
EU LRIT DC
CSN
THETIS
Short range
maritime picture
around EU
coastline
Long range maritime
picture for EU ships
Oil spill and Vessel
detection picture
around EU coastline
Port State Control
inspections
Dir. 2002/59/EC
as amended
IMO MSC 202, 211
Council LRIT Res.
2007/Oct
Dir. 2005/35/EC
Reg. 100/2013
SafeSeaNet
CleanSeaNet
EU LRIT DC
THETIS
2004
2007
2009
Dir. 1999/35/EC
Dir. 2009/16/EC
IMDatE
2013/2014
17
18. Integrated Data Information
Nautical Chart
Shore based AIS
Integrated ship’s
track
Direct access to
ship’s risk status
LRIT
Satellite AIS
Direct access to
PSC information
PSC information
Ship Risk Profile: High Risk
Inspection Priority: 1 (mandatory)
Eligible to be banned: No
Eligible for Expanded Insp.: Yes
Navigation Status
Extended search
capabilities
Direct access to
voyage details
19. What is it for?
• The VTMIS already foresees the wider use, with
SSN at the core as the main platform for
information exchange in the EU maritime domain,
for maritime functions at national, EU and
international level.
Transport
20. What is it for?
Maritime picture is composed of data coming from different
regional and EU maritime networks
• Ship tracking
• Port/ship arrival notifications
• Cargo and risk information
• marine events – oil spills
• vessel inspection details
• intelligence/incidents: infringements, sightings etc
• As well as sector or function specific information which is then
overlaid:
• Examples: fishing vessel tracking and fisheries permits
• Supporting local, regional , EU and global views
• Example: Indian Ocean for EU NAVFOR Forces
•
Transport
22. Border Control
• Users: FRONTEX
• User function: Border Control
• Delivery: System-to-system interface
22
23. Other User Functions and Beneficiaries
•
•
•
•
•
•
SSN /VMS synergies pilot project (about the added value that SSN
can bring to the fishery control community).
Ship emissions pilot project (about the use of SSN AIS data in the
assessment of ship air emissions).
Exchange of radar data through SSN (about defining the
operational concept for exchanging radar images through SSN and testing
the exchange
Ship Reference Database (about developing a service that will
support Member States for their operational purposes).
Blue Belt pilot project (about providing ship notification reports to
customs authorities of all EU Member States, and to demonstrate that this
information can be used to simplify customs formalities for goods carried
aboard ships engaged in intra-EU trade).
Pilot projects with third countries
Transport
24. What is it for?
• - Already all functions or user communities are
benefitting from the integrated maritime services
• - EMSA has been tasked to make the necessary
technical arrangements for this to happen
• - Based on legislative requirements or requests for
information needed
• - cooperation with other EU agencies involved
• - cost efficient way of using and building on the
existing systems and platforms
Transport
25. How does it link?
• - Same overall objective of strengthening
efficiency, safety and environmental performance
of maritime transport, and at the same time
• - improve tools to reduce the administrative
burden
• - standards, common interface and data
format
• - user driven concrete services both from industry
and from administrations
• Need to match!
Transport
26. What should it all aim towards?
• Further enhancing the existing maritime information
surveillance and exchange systems, with the purpose of their
better linking into the broader policy aim to secure “safe
and efficient inter-modal connections, allowing for an
integrated transport chain to facilitate the movement of
persons and goods across the Union and beyond".
• (2011 Transport White paper)
Transport
27. What should it all aim towards?
• With ongoing technological developments and the
implementation of the Single Windows, the role of the system
has been brought to a completely different level. While
maritime vessel monitoring for safety purposes was the
starting point, the future rests with an interconnected system
that will work in a harmonized manner to facilitate not only
safety but also maritime transport and traffic; the system is
moving towards the next generation Union maritime
information and exchange system.
• Leading to a safe efficient maritime space without barriers!
Transport
33. Change in Air Traffic Management
infrastructure is inevitable
•
33
34. EUROPEAN CHALLENGES:
Capacity:
Air Traffic to double by 2030
Safety:
Improvements linked to growth
Environment:
Growth must be ‘green’
Economics:
Incentives & liberalisation
Operations:
Eliminate fragmentation
Technology:
All above & interoperability
35. EUROPEAN CHALLENGES:
A new Air Traffic Management System is required:
For the benefit of all air space users:
airlines, business & general aviation,
airports, air navigation service
providers, military, passengers &
citizens
37. Single European Sky builds on five pillars
Performance
Safety
Technology
Airports
Human factor
Performance scheme
Airport observatory
Performance Review Body
Functional Airspace Blocks
Network Manager
ATM Master plan
National Supervisory
SESAR Joint Undertaking
Specific sectorial dialogue Committee
EASA: ATM
Authorities
Common projects
Consultative expert group on social
Competence
dimension of the SES
Crisis coordination
cell
37
39. SESAR IS ORGANISED IN THREE PHASES:
Definition
phase
Development
phase
Deployment
phase
Resulted in the
European ATM
Master Plan
Managed by the
SESAR Joint
Undertaking
Implements the results
of the development
phase, delivers
the performance
increase foreseen
in the ATM
Master
Plan
Based on the Master Plan,
results in Standards,
new operational procedures,
new technologies and
pre-industrial
components,
2015-2025
2008-2014
2006-2008
40. The SJU a unique PPP
2 FOUNDING MEMBERS
European
Union
40
Eurocontr
ol
EUR 2.1 bio
15 other members
13 associate partners = 110 companies in total
20+ countries
3000 people working on SESAR
300+ projects
41. THE 4 GOALS OF SESAR
Enabling EU skies
to handle 3 times
more traffic
Improving safety
by a factor of 10
Reducing
the environmental
impact
per flight by 10%
Cutting ATM
costs by 50%
43. SJU INVOLVES ALL ACTORS
•A Multi-Stakeholders approach at the heart of our way of
working
Ground
Industry
Airborne
Industry
Airports
Air
Navigation
Service
Providers
Staff
associations
Airspace
users
R&D
community
National
Authorities
44. The SJU a unique PPP
Members
2 FOUNDING MEMBERS
New associate partners since July 2010
44
45. The SJU a unique PPP
Major/Hub
2 FOUNDING MEMBERS
GA/BA
Regional
45
Leisure
Cargo
Low Cost
50. MINIMIZE THE ENVIRONMENTAL IMPACT
OF AIR TRAFFIC
10% gain per flight
CO2 emissions
NOx
Noise
Respect local constraints
> Implementation at European scale
51. CONCEPT OF OPERATIONS
Civ/Mil ATM Performance Partnership
Integration of Air- and
Ground-systems
Integration of Airport
”turn-around” operations
Performance Partnership
Human
Time and performance based
operations / 4 D B/M
Trajectories
The ATM intranet of clients
using SWIM
Rolling Network Operations Plan
Automation support to the Human
Efficient separation modes
Network
Operation Plan/
Collaborating
Planning
Business
Trajectory
SWIM
Integrated
Airport
operations
52. SESAR WORK PROGRAMME
16 Work Packages organized in logical groups
Three key work package types
• Overall & Transverse
• Operational Domains
• Systems / Technical Domains
53. A WP FOR EVERY STEP OF THE FLIGHT
WP16
WP15
WP B / C
WP7 / 13
WP9 / 11
WP4 / 10
ToC
WP3
ToD
WP5 / 10
WP5 / 10
WP8 / 14
WP6 /11/12
CTA
WP6 /11/ 12
• Consistent engineering methodology
• Validation ‘close to market’
• Performance partnership
55. Release 4 Overview
Exercise ID
EXE-04.07.02-VP-500
EXE-04.07.01-VP-002
EXE-04.08.03-VP-066
EXE-05.03-VP-708
EXE-05.06.01-VP-477
EXE-05.06.01-VP-478
EXE-04.03-VP-472
EXE-05.06.03-VP-483
EXE-05.06.07-VP-695
EXE-06.05.02-VP-549
EXE-06.08.01-VP-690
EXE-06.08.04-VP-453
EXE-06.08.04-VP-639
EXE-06.08.05-VP-563
EXE-06.09.02-VP-678
EXE-06.09.03-VP-063
EXE-07.03.02-VP-522
EXE-07.05.02-VP-710
EXE-07.05.02-VP-717
EXE-07.06.04-VP-712
EXE-13.02.02-VP-462
EXE-15.03.06-VP-236
Exercise Title
MTCD: Conflict detection and resolution aid to PC and TC with some proportion of
evolving flights (UIR/FIR)
Complexity Reduction based on statistical approach
Display and use of ACAS RA Downlinked information
Advanced Arrival Management supported by CTA and ASPA S&M
i4D + CTA Real Time Simulations
i4D + CTA Flight Trial
i4D Flight Trial
Advanced APV Procedures – Flight Trial
Basic XMAN V3 live Trials in Reims UAC
Integration of landside process information in the AOP
Time Based Separations & Static Pairwise Separations & Weather Dependent
Separations for Arrivals
Integration AMAN-DMAN-A-SMGCS
Single Remote Tower – Medium Size Airports
GBAS Cat II/III Procedures - AIRPORT SIMULATION
Airport CWP
Multiple Remote AFIS Live Trial
Dynamic DCB: Short Term ATFCM Measures (STAM)
AFUA: Real time airspace status data exchange – Civil-Military Coordination
AFUA: Modular planning and activation of the ARES based on VPA principle in Free
Route environment
UDPP: Enhanced ATFM slot swapping real time simulation and live trial
Digitally Enhanced Briefing Services
GBAS Cat II/III Procedures Flight trials in Toulouse
55
57. SESAR has a strong green component and manages
the EU-US AIRE (Atlantic Interoperability Initiative
to Reduce Emissions) programme on the European side.
18 projects
Strong focus on
implementation
Quick Wins that present
the highest potential for
fuel burn reduction are
well covered in the
expanded AIRE
Programme
Pioneer locations and city pairs
▪
Airports (surface/TMA):
▪
▪ Brussels
▪ Cologne/Dusseldorf
▪ Paris
▪ Vienna
▪ New York
▪ Stockholm
▪ Goteborg
▪
▪ Toulouse
▪ Prague
▪ Zurich
▪ Point -a- Pitre (West indies)
▪ Madrid
▪ Amsterdam
En route/Oceanic:
▪
▪
▪
▪
▪
Gander
Shanwick
Santa Maria FIR
Casablanca FIR
Lisbon FIR
City pairs:
expanded in 2014
Page 57
Paris<>Toulouse
▪
Zurich <> TBD (several
cities in Asia and North
America are pre-identified)
▪
Programme will be
▪
▪
▪
▪
▪
Amsterdam <> TBD
(several cities are preidentified)
Paris <> Point-a-Pitre
Paris <> New York
Stockholm <> Goteborg
Goteborg <> TBD (several
cities are pre-identified)
58. GLOBAL COOPERATION &
INTEROPERABILITY
Standards built
on SESAR and NextGen
developments will support
harmonised
Implementation and
Regulation
ICAO
Programme level
coordination enhanced
by interoperability and
wider industry buy-in.
EUROCAE
RTCA etc.
SESAR
NextGen
EC/FAA Coordination
Page 58
59. EU- US /SESAR NextGen coordination
• Identifying interoperability issues that needs to be
harmonised.
• Strong coordination with the FAA/NextGen and other
regional modernisation programmes is essential for
standardisation activities in ICAO and EUROCAE and
RTCA.
• The need for global interoperability and standards
requires support at the ICAO level and a concerted
approach is essential
62. Conclusions: What do people associate
the SJU with?
Demonstration
Deployment preparation
Competitive leadership
Innovation
Europe
Full cycle
Performance
Research
Results
Long-term vision
Partnership
Validation
Interoperability
Airports Integration
Tomorrow’s ATM
62
The development and operation of the 4 systems herewith presented was based on clear legal framework and mandatory requirements, either at EU or international level, as evolved over the last 10 years. Each system was developed to respond to a specific need and as such has followed its own individual development cycle on a Project Management basis approach. By the end of 2010, EMSA was faced with the particular situation of hosting and operating 4 different systems, using different design, architecture and technology. Moreover, data exchange, cross-checking, quality validation and correlation between the systems was not possible, even for the users entitled to access all systems. Our sustainability analysis shows that continuing this type of development based on independent systems is not economically and technically feasible and not aligned with the best operational ICT practice. A sound financial and technical management requires a holistic approach for maximising return of investment based on standardisation, synergies, harmonisation and integration of available resources, especially within the tight economical environment of the last years. Therefore a new vision and management approach was developed which at operational level was translated into an Integrated Maritime Data Environment –shortly IMDatE – project.
At the ‘Programme’ Level US/European coordination will be conducted under the framework of the agreement under discussion by the EC and FAAWidespread participation to standards activities by industry enables another level of coordination and global stakeholder buy-inATM Masterplan and Standardisation Roadmap will contribute to international coordination of standards developmentsPublications of ICAO SARPs and agreed Industry standards will support regulation and drive implementation in an interoperable way.
