Posted: October 20th, 2022

A study on prospects for the evolution of maritime traffic management systems taking into account eNavigation

A STUDY ON PROSPECTS FOR THE
EVOLUTION OF MARITIME TRAFFIC
MANAGEMENT SYSTEMS TAKING INTO
ACCOUNT E-NAVIGATION

ACKNOWLEDGEMENTS
At the outset, I would like to express my gratitude to the Government of the Republic
of Korea for providing me with an opportunity to expand my knowledge of maritime
affairs at this prestigious University. My sincere appreciation also goes to my
esteemed and distinguished supervisor, Professor Raphael Baumler, who guided me
in my dissertation work, and provided me with valuable advice and suggestions
leading me to accomplish the dissertation.
I would also like to thank Professor Olof Linden who has delivered valuable lectures
to enhance my knowledge during the semesters, and my English teacher Inger Sund
Battista for helping me perfect the writing of this dissertation in English.
Furthermore, I also wish to record my particular gratitude to Professor Michael
Baldauf who has encouraged me to focus on my dissertation.
Lastly, I express my sincere gratitude to my father, Byoungman An, whose blessings
and guidance have enabled me in continuing to achieve success in my life. Also to
my wife, Jongboon Moon, and my lovely daughters, Soyeon An and Nayeon An, for
sharing their happiness and providing me with a memorable stay in Malmö, Sweden.
iii
ABSTRACT
Title of Dissertation: A Study on Prospects for the Evolution of Maritime Traffic
Management Systems Taking Into Account e-Navigation
Degree: MSc
This dissertation is a study on prospects for the evolution of maritime traffic
management systems taking into account e-Navigation. It aims to discuss the future
direction for the GICOMS of the Republic of Korea as a precedent of e-Navigation.
The study is done by investigating the traditional and newly adopted maritime traffic
management systems. It is hoped that this study would be helpful to enhance the
maritime safety, particularly fishing vessels and small ships in Korea.
Traditionally, vessel movements have been tracked from shore side for safety purposes.
VTS, mandatory ship reporting systems and VMS are mainly used for tracking vessels.
Since vessel movement information is a key for situational awareness and prompt initial
actions against incidents, such systems have played an important role in reducing
accidents at sea.
Since 2002, IMO has adopted various measures to enhance maritime security. AIS and
LRIT provide a better environment for the identification and tracking of vessels
globally. Currently, data exchange and system integration are important trends in the
maritime systems. Furthermore, it is expected that full implementation of e-Navigation
which is under development will bring great impacts to the whole shipping industry.
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The GICOMS system is an integrated information system and data centre for
information sharing. From the shore-based perspectives, the GICOMS has similar
functionalities as shore-based e-Navigation. Despite of the successful implementation
of the GICOMS project, some issues have remained.
Chapter 6 provides the future direction of the GICOMS system as a precedent of eNavigation. Also it contains some recommendation to policy makers for the mandatory
VMS for all ships. At the end, it is reiterated that fishing vessels and small ships should
be managed in order to reduce marine accidents in coastal waters and to save human
lives at sea.
KEY WORDS: Vessel Traffic Service (VTS), Vessel Monitoring System (VMS),
Automatic Identification system (AIS), Long-range Identification and Tracking
(LRIT) of Ships, Maritime traffic management, e-Navigation, General Information
Centre on Maritime Safety and Security (GICOMS)
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TABLE OF CONTENTS
DECLARATION……………………………………………………………………………………………. i
ACKNOWLEDGEMENTS…………………………………………………………………………….. ii
ABSTRACT ………………………………………………………………………………………………… iii
TABLE OF CONTENTS ……………………………………………………………………………….. v
LIST OF TABLES………………………………………………………………………………………. viii
LIST OF FIGURES …………………………………………………………………………………….. viii
LIST OF ABBREVIATIONS…………………………………………………………………………. ix
1 INTRODUCTION …………………………………………………………………………………….. 1
1.1 Background……………………………………………………………………………………….. 1
1.2 Objectives …………………………………………………………………………………………. 5
1.3 Scope of the Study ……………………………………………………………………………… 6
1.4 Methodology and Sources of Information……………………………………………… 7
2 TRADITIONAL SYSTEMS FOR VESSEL TRAFFIC MANAGEMENT……….. 9
2.1 Introduction……………………………………………………………………………………….. 9
2.2 Vessel Traffic Service (VTS) …………………………………………………………….. 10
2.2.1 General……………………………………………………………………………………… 10
2.2.2 Development of VTS………………………………………………………………….. 11
2.2.3 SOLAS and VTS ……………………………………………………………………….. 12
2.2.4 VTS Services…………………………………………………………………………….. 12
2.2.5 VTS Elements……………………………………………………………………………. 13
2.3 Ship Reporting Systems…………………………………………………………………….. 15
2.3.1 General ……………………………………………………………………………………… 15
2.3.2 Mandatory Ship Reporting Systems under SOLAS …………………………… 15
2.3.3 Ship Reporting Systems for Search and Rescue……………………………… 16
2.3.4 General Principles of Ship Reporting Systems…………………………………. 17
2.3.5 Examples of Current Ship Reporting Systems………………………………….. 18
2.4 Emergency Reporting Systems…………………………………………………………… 21
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2.4.1 General……………………………………………………………………………………… 21
2.4.2 GMDSS…………………………………………………………………………………….. 21
2.4.3 COSPAS-SARSAT…………………………………………………………………….. 22
2.5 Vessel Monitoring System (VMS) ……………………………………………………… 22
2.5.1 General……………………………………………………………………………………… 22
2.5.2 Components of VMS ………………………………………………………………….. 24
2.5.3 VMS Data …………………………………………………………………………………. 25
2.5.4 Application of VMS …………………………………………………………………… 27
2.6 Conclusion of Traditional Maritime Traffic Management Systems…………. 28
3 TRENDS ON MARITIME TRAFFIC MANAGEMENT SYSTEMS…………….. 29
3.1 Introduction……………………………………………………………………………………… 29
3.2 Automatic Identification and Tracking of Ships in Short-range………………. 30
3.2.1 AIS in Short-range……………………………………………………………………… 30
3.2.2 Overview of AIS………………………………………………………………………… 31
3.2.3 AIS Information Sent by Ships…………………………………………………….. 32
3.2.4 AIS as a Navigation Tool ……………………………………………………………. 34
3.2.5 AIS as a VTS Tool……………………………………………………………………… 35
3.2.6 Limitations Associated with Use of AIS ……………………………………….. 38
3.3 Global Identification and Tracking of Ships…………………………………………. 39
3.3.1 Global Identification and Tracking of Ships ………………………………….. 39
3.3.2 Long-Range Identification and Tracking (LRIT) of Ships……………….. 39
3.3.3 Components of the LRIT System …………………………………………………. 41
3.3.4 Ship Security Alert System (SSAS) ……………………………………………… 43
3.4 Data Exchange and System Integration……………………………………………….. 44
3.4.1 Cooperation on Data Exchange ……………………………………………………. 44
3.4.2 System Integration ……………………………………………………………………… 46
3.4.3 Vessel Traffic Monitoring and Information System (VTMIS) in EU … 48
3.5 Small Ships Monitoring…………………………………………………………………….. 49
3.6 Conclusion of Trends on Maritime Traffic Management Systems…………… 52
4 DEVELOPMENT OF E-NAVIGATION……………………………………………………. 54
4.1 Introduction……………………………………………………………………………………… 54
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4.2 Background of e-Navigation………………………………………………………………. 54
4.3 Overview of IMO Strategy of e-Navigation…………………………………………. 56
4.3.1 Definition and the Concept of e-Navigation…………………………………… 56
4.3.2 Objectives and Benefits of e-Navigation……………………………………….. 58
4.3.3 Key Elements of e-Navigation……………………………………………………… 60
4.4 Expected Consequences of e-Navigation …………………………………………….. 62
4.5 Conclusion of the Development of e-Navigation ………………………………….. 63
5 GENERAL INFORMATION CENTRE ON MARITIME SAFETY AND
SECURITY (GICOMS)……………………………………………………………………………. 64
5.1 Introduction……………………………………………………………………………………… 64
5.2 Safety of Fishing Vessels and Small Ships…………………………………………… 65
5.3 Overview of the GICOMS…………………………………………………………………. 67
5.3.1 Background of the GICOMS……………………………………………………….. 67
5.3.2 Objectives of the GICOMS …………………………………………………………. 68
5.3.3 Legal Framework……………………………………………………………………….. 69
5.4 Components of GICOMS ………………………………………………………………….. 69
5.4.1 Global VMS………………………………………………………………………………. 70
5.4.2 Marine Accident Management System………………………………………….. 72
5.4.3 GICOMS Data Centre…………………………………………………………………. 73
5.4.4 International Cooperation ……………………………………………………………. 75
5.5 Perspective of GICOMS ……………………………………………………………………. 75
5.5.1 Implementation of VMS for Fishing Vessels and Small Ships…………. 75
5.5.2 Perspective of GICOMS taking into account e-Navigation ……………… 77
5.6 Conclusion of the Development of the GICOMS………………………………….. 78
6 CONCLUSION……………………………………………………………………………………….. 79
REFERENCES ……………………………………………………………………………………………. 86
viii
LIST OF TABLES
Table 1 The Requirements of Radio Communication Equipment (Ship Safety Act) ………………. 66
Table 2 Radio Communication Device for VMS …………………………………………………………………… 71
Table 3 The List of Individual Systems Consisting of GICOMS Data Centre ………………………… 73
Table 4 Number of Ships for VMS and Recommended VMS Devices……………………………………. 77
LIST OF FIGURES
Figure 1 VMS (Source: European Commission Fisheries)……………………………………………………. 25
Figure 2 AIS System Overview (Source: IMO)…………………………………………………………………….. 31
Figure 3 AIS Information (Source: Author sourced from IMO)……………………………………………. 33
Figure 4 LRIT (Source: Author)………………………………………………………………………………………….. 39
Figure 5 LRIT System Architecture (Source: IMO)……………………………………………………………… 40
Figure 6 SafeSeaNet (Source: German Federal Waterways Administration)………………………… 49
Figure 7 e-Navigation Architecture (Source: IALA) …………………………………………………………….. 57
Figure 8 Shipboard System (Source: Author sourced from IMO)…………………………………………. 61
Figure 9 Shore-based System (Source: Author sourced from IMO)………………………………………. 61
Figure 10 Objectives of GICOMS (Source: MLTM)…………………………………………………………….. 68
Figure 11 System Architecture of GICOMS (Source: MLTM)……………………………………………… 70
Figure 12 The Web Page of Web-VMS (Source: MLTM)……………………………………………………… 74
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LIST OF ABBREVIATIONS
AIS Automatic Identification System
AMSA Australian Maritime Safety Authority
AMVER Automated Mutual Helpance Vessel Rescue System
ASP Application Service Provider
AUSREP The Australian Ship Reporting System
CCTV Close-circuit Television
CSP Communication Service Provider
DGNSS Differential Global Navigation Satellite System
DGPS Differential Global Positioning System
DSC Digital Selective Calling
EC European Committee
ECDIS Electronic Chart and Display Information System
EEZ Exclusive Economic Zone
EMSA European Maritime Safety Agency
ENC Electronic Navigational Chart
EPIRB Emergency Position Indicating Radio Beacon
ETA Estimated Time of Arrival
EU European Union
FMC Fisheries Management Centre
FSI Sub-Committee on Flag State Implementation
GIS Geographic Information System
GICOMS General Information Centre on Maritime Safety and
Security
GMDSS Global Maritime Distress and Safety System
GPS Global Positioning System
GT Gross Ton
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HF High Frequency
IALA International Association of Marine Aids to Navigation
and Lighthouse Authorities
IEC International Electrotechnical Commission
IHO International Hydrographic Organization
IMO International Maritime Organization
ISC Information Sharing Centre
ITU International Telecommunication Union
LRIT Long Range Identification and Tracking
LRIT-IDE International LRIT Data Exchange
MARPOL 73/38 International Convention for the Prevention of
Pollution from Ships, 1973, as modified by the
Protocol of 1978 relating thereto, as amended
MARPOL PROT 1997 Protocol of 1997 to amend the International
Convention for the Prevention of Pollution from Ships,
as modified by the Protocol of 1978 relating thereto
MEH Marine Electronic Highway
MF Medium Frequency
MKD Minimum Keyboard Display
MLTM Ministry of Land, Transport and Maritime Affairs
MMSI Maritime Mobile Service Identity
MOMAF Ministry of Maritime Affairs and Fisheries
MRCC Maritime Rescue Coordination Centre
MSC Maritime Safety Committee
RCC Rescue Coordination Centre
ReCAAP Regional Cooperation Agreement on Anti-Piracy in
Asia
RFMO Regional Fisheries Management Organizations
SAR Search And Rescue
SOLAS International Convention for the Safety of Life at Sea
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SOLAS 1974 International Convention for the Safety of Life at Sea,
1974, as amended
SP Sailing Plan
SSAS Ship Security Alert System
UN United Nations
UNCLOS United Nations Convention on the Law of the Sea
UNEP United Nations Environment Programme
US United States
USCG United States Coast Guard
UTC Coordinated Universal Time
VHF Very High Frequency
VMS Vessel Monitoring System
VTMIS Vessel Traffic Management and Information Service
VTS Vessel Traffic Service
1
1 INTRODUCTION
1.1 Background
Increasing the demand of maritime transportation has exerted many changes to the
maritime industry, especially in terms of the size and speed of ships. Those changes
raise the risk of marine accidents as much as the economic benefits. Marine accidents
cause not only loss of lives and properties but also damage to the marine environment.
As observed in many recent oil spill cases at sea, incidents have caused serious marine
environmental problems in line with enormous economic losses. The impact of largescaled marine pollution incidents is not limited to a specific area but also to adjacent
countries.
Since ships are designed and built in compliance with the safety standards set in
international regulations, ships do not bear higher possibility of capsizing or sinking
itself. For ensuring the safety of ships, a large number of regulations and guidelines
have been developed by the International Maritime Organization (IMO). Despite of
these efforts to enhance the safety of ships, marine accidents have not been reduced.
Recent marine accident statistics indicate1 that around 80% of incidents are caused by
operating errors, such as negligence of lookout, deficiency of preparation for and
response to bad weather, violation of navigation rules and regulations, negligence of
watchkeeping and neglecting safety working rules on board. Furthermore, in the

1
Marine accident statistics of the Korea Maritime Safety Tribunal (KMST) indicate that 82.3% of the
marine accidents in the period of 2005-2010 are caused by the operating errors.
2
collision incidents, more than 95% of incidents are related to operating errors2
,
particularly negligence of lookout and violation of navigation rules and regulations.
This fact has same context with that most of marine accidents are mainly attributed to
human errors (Kim & Kwak, 2011). The contribution of human errors to marine
accidents is increasing (Baker & Seah, 2004, pp.14). It is also indicated3
that 67% of
the marine accidents are occurred in the coastal waters including port areas and their
approaching channels. It is analyzed that the risk of accidents is relatively high
particularly in port areas due to high traffic volumes, high portions of speed craft and
ferries, close proximity of marine facilities within a small geographic area, active midsteam operations for cargo movements, multiple water approaches to the port, and lots
of single point moorings (Yip, 2006).
Traditionally, Vessel Traffic Service (VTS) has been used as a main tool for maritime
traffic management. Typical VTS uses radar, VHF radio and closed-circuit television
(CCTV) to monitor vessel movements. Once vessels report their position, course and
speed to VTS centre by VHF-radio, VTS centre begins to track vessel movements by
radar. VTS centre provides navigational safety information for vessels as well. Recent
advances of technology change the concept of VTS. Considering the advances of
information technology in maritime sector, it is expected that traditional concept of
VTS would be developed as a general information system to enhance maritime safety
and security and the protection of marine environment (An, Heo, Hong, Jeong, Kim,
Lee, Park, & Yun, 2006).
After the September 11 attacks in 2001 in the United States, various measures have
been taken to enhance maritime security. For example, IMO introduced the Automatic

2
Marine accident statistics (2005-2010) of Korea Maritime Safety Tribunal (KMST) indicate that 96.7
% of collision incidents are caused by operational errors.
3
Marine accident statistics (2005-2010) of Korea Maritime Safety Tribunal (KMST) indicate that 10.7
% of marine accidents are occurred in ports and their approaching channels and the 56.3% of those are
occurred in the coastal waters (territorial seas).
3
Identification System (AIS), Ship Security Alert System (SSAS) and Long-range
Identification and Tracking (LRIT) of ships. They have been introduced with the
intention to enhance: safety and security of life at sea; the safety and efficiency of
navigation; and the protection of the marine environment (https://monkessays.com/write-my-essay/imo.org).
AIS exchanges data between ships and ship-to-shore. The purpose of AIS is to help
identify vessels; Help in target tracking; simplify information exchange (e.g. reduce
verbal mandatory ship reporting); and provide additional information to Help
situational awareness. In particular, AIS has the ability to detect other ships in
situations where the radar cannot detect targets due to functional limitation of radar.
AIS is designed to improve the quality of the information available and AIS would
become an important source of maritime traffic information for national and regional
monitoring networks (IMO, 2001). However, due to poor performance and incorrect
transmission of AIS data, mariners and VTS operators cannot wholly trust the system
in their work. Poor performance and transmission of AIS information are vital issues
on the use of AIS for anti-collision operation (Harati-Monkhtari, n.d.).
The Long-range Identification and Tracking (LRIT) of ships was introduced as an
international system on 19 May 2006 by IMO. According to the SOLAS Convention,
ships must report their position to their flag state at least four times a day by using
existing satellite communications system. LRIT is also one of the sources of maritime
traffic information for monitoring of vessel movements.
Recently, IMO has initiated the development of e-Navigation with the intention to
reduce navigational accidents, errors and failures by developing standards for an
accurate and cost effective system (Patraiko, n.d.). e-Navigation is a vision for the
integration of existing and new navigation systems in a systematic manner. This
would be expected to Help in improving both well-designed onboard systems for
shipborne users and closer cooperation with vessel traffic management instruments
4
and systems for shore users (Chakraborty, 2009). At the proposal of five countries4
,
IMO developed the “Strategy for the development and implementation of e-Navigation”
in co-operation with the International Association of Marine Aids to Navigation and
Lighthouse Authorities (IALA) and the International Hydrographic Organization (IHO)
in 2008. IMO also adopted the “Framework for the implementation process for the eNavigation strategy” in order to implement e-Navigation. According to this time
frame, “Gap analysis” and “Cost-benefit and risk analyses” will be carried out by the
relevant Sub-committees. On completion of the strategic implementation plan in 2012,
all ocean going vessels and 169 IMO member States will be subject to e-Navigation.
e-Navigation is a very important issue because it is likely to be an unavoidable stream
in maritime traffic management in the future. e-Navigation is not a new technology
but a new concept to enhance the safety through the high quality of decision-making
support systems, based on information management. According to the concept of eNavigation, it is expected that maritime traffic management will be advanced by
integration of existing systems, namely AIS, VMS, LRIT and SSAS on the basis of
electronic geographic information system (GIS).
Generally, it is considered that that technological advances have contributed to
improving the safety and efficiency of navigation. However, technological advances
have not always brought advantages. For example, new functions of electronic
navigational equipment on the bridge of ships would create some confusion to ship
officers and jeopardize ships at risk. It is expected that full implementation of eNavigation would bring great impacts to all stakeholders in the shipping industry.
In the Republic of Korea, the Government established the General Information Centre
on Maritime Safety and Security (GICOMS) to enhance the national capability on
maritime safety and security, and protection of the marine environment. The GICOMS

4
Japan, the Marshall Islands, Netherlands, Norway, Singapore, UK and USA submitted the proposal
paper to develop an E-Navigation strategy (MSC 81/23/10).
5
is the national maritime crisis management system based on integrated maritime traffic
information among governmental agencies. The GICOMS project includes the
establishment of the global Vessel Monitoring System (VMS) for all Korean flagged
vessels, LRIT, SSAS, the integration of local VTS centres, and information exchange
system based on GIS. The foundation phase of the project was implemented during the
period from 2003 to 2007. The operation centre of GICOMS is under operation in the
Ministry of Land, Transport and Maritime Affairs (MLTM)5
since 2005.
It is expected that the introduction of e-Navigation would change not only shipboard
navigation systems but also maritime traffic management systems on shore. Under the
above circumstances, it is very important to discuss the future direction of maritime
traffic management systems taking into account the potential effects of e-Navigation.
This dissertation deals with maritime traffic management systems, the basic concept of
e-Navigation and the GICOMS project of the Republic of Korea. This dissertation
provides a model case of how e-Navigation can be implemented on shore side based
on the experience from the GICOMS project. Furthermore, this dissertation would be
helpful for the people who are involved in policy making on maritime safety in
maritime Administrations.
1.2 Objectives
The objectives of this dissertation are to analyse the trends of maritime traffic
management systems taking into account e-Navigation and to provide policy makers
with options based on the future direction of national marine traffic management in the
Republic of Korea. Especially, it is hoped that this dissertation would contribute to
enhancing the safety of fishing vessels and small ships in the Republic of Korea.
In order to achieve the objectives, this dissertation will:

5
According to the reform of the governmental organization of the Republic of Korea, former the
Ministry of Maritime Affairs and Fisheries (MOMAF) has changed into the Ministry of Land,
Transport and Maritime Affairs (MLTM) in 2008.
6
• Examine and review the existing systems for marine traffic management;
• Analyze trends on maritime traffic management systems taking into account
e-Navigation;
• Investigate the current progress of the development of e-Navigation in IMO
and estimate consequences of e-Navigation;
• Review the case of GICOMS project of the Republic of Korea as a precedent
of e-Navigation; and
• Discuss the prospects for evolution of maritime traffic management taking
into account e-Navigation
1.3 Scope of the Study
This research work consists of 6 chapters. Chapter 1 gives the background, objectives,
scope and methodology of the study.
Chapter 2 provides the general overviews, essential elements and services of the
traditional systems for vessel traffic management. It describes the main functions of
VTS, ship reporting system, emergency reporting system and VMS together with
relevant cases. It also reviews legal provisions in relation to these systems on the basis
of international conventions.
Chapter 3 investigates the systems that have been introduced recently by the
international maritime community and discusses the recent trends on the integration of
maritime traffic monitoring systems. It also gives a brief overview of the newly
introduced systems for identification and tracking of ships, namely AIS and LRIT. The
European cases of system integration for maritime traffic monitoring and surveillance
are referred to in the discussion of recent trends.
7
Chapter 4 reviews the background of e-Navigation on the basis of the process of the
development of e-Navigation by IMO. It also gives general overviews of the IMO
Strategy of e-Navigation. Finally, it describes the expected consequences of eNavigation.
Chapter 5 gives an overview of the GICOMS project implemented by the Government
of the Republic of Korea. It also reviews the GICOMS system in detail on the basis of
Plans and Project documents published by the relevant Ministry. In addition, it
evaluates the process of project implementation and discusses the issues to be
considered.
Finally, Chapter 6 includes the conclusion with discussion perspectives of GICOMS
system.
1.4 Methodology and Sources of Information
This research work was conducted aiming to seek the future direction of maritime
traffic management taking into account desirable functions and services of eNavigation. To achieve the research objectives, the research methodology will be
mixed with qualitative and quantitative analysis.
The qualitative analysis mainly focused on the examination of evolution and trends of
maritime traffic management system, review of the GICOMS project of Korea and
strategy of e-Navigation developed by IMO. The collection and review of relevant
articles, reports, legislations and documents regarding maritime traffic management,
the GICOMS project and e-Navigation were undertaken. To investigate the GICOMS
project as a precedent of e-Navigation, project documents including system design and
architecture will be referred to from the MLTM. IMO meeting documents will be
reviewed to identify the potential effects of e-Navigation particularly on the meeting
of the Maritime Safety Committee (MSC), the Sub-Committee on Safety of
Navigation (NAV), the Sub-Committee on Radiocommunications and Search and
8
Rescue (COMSAR). The data for performance standards and guidance for the key
navigational and traffic management systems, such as VTS, ship reporting system,
VMS, AIS, LRIT and SSAS will be included. To add practical issues in this
discussion, data collecting for conference proceedings, official meeting reports and
public hearings for the last five years was carried out in co-operation with the MLTM.
On the other hand, the quantitative analysis will focus on the assessment of safety of
small ships and fishing vessels in the costal waters of the Republic of Korea based on
the statistic data for ship registry and marine accidents in Korea.
9
2 TRADITIONAL SYSTEMS FOR VESSEL TRAFFIC MANAGEMENT
2.1 Introduction
Ship position information is important because it is a key for situational awareness and
prompt response to any occurrence. From a long time ago ship position information
has been collected in many ways. Traditionally, there are three types of systems for
vessel traffic management, namely Vessel Traffic Service (VTS), ship reporting
system and Vessel Monitoring System (VMS). In addition, there are emergency
reporting systems by using emergency distress devices6
fitted on board vessels.
From the ship operator’s perspective, they are different. For example, in VTS, vessels
are detected by a VTS centre and the VTS operator is responsible for identifying and
tracking vessels. However, in the ship reporting system and VMS, vessels must report
their positions and movements. From the shore station’s perspective, the systems have
their own purposes. While VTS is to manage maritime traffic mainly in the port and
harbour area, VMS is often used as a tool of Monitoring, Control and Surveillance
(MSC) against illegal, unreported and unregulated (IUU) fishing.
This Chapter provides general overviews, essential elements and their services of the
traditional systems for vessel traffic management ogether with relevant cases. It also
reviews legal aspects of these systems for the discussion about the system integration
in the following Chapters.

6
GMDSS and COSPAS-SARSAT
10
2.2 Vessel Traffic Service (VTS)
2.2.1 General
VTS is a shore-side system for maritime traffic management established by coastal
states. VTS is designed to improve the safety and efficiency of navigation, safety of
life at sea and the protection of the marine environment and the adjacent shore area,
worksites and offshore installations from possible adverse effects of maritime traffic
(IMO, 1997). The basic principles of VTS are stated in SOLAS Regulation V/12
together with the Guidelines for Vessel Traffic Services (IMO Resolution A.857(20))
adopted on 27 November 1997.
IMO defined VTS as “a service implemented by a Competent Authority, designed to
improve the safety and efficiency of vessel traffic and to protect the environment. The
service should have the capability to interact with the traffic and to respond to traffic
situations developing in the VTS area.” There are two types of VTS, namely Port or
Harbour VTS and a Coastal VTS. A Port VTS is mainly focused on the vessel traffic
to and from a port or harbour, while a Coastal VTS is mainly designed to monitor
vessel traffic passing through the coastal waters. In certain cases, a VTS can be a
combination of both types. Generally a Port or Harbour VTS usually provides a
navigational Helpance service, while a Coastal VTS provides only an information
service (IMO, 1997c).
According to port regulations, ships generally report to a VTS centre when they enter
a certain area and the VTS centre will start tracking and monitoring the vessels. In the
VTS area ships must keep watch on a specific VHF-radio channel for navigational or
other warnings. The SOLAS Convention states that governments may establish VTS
when, in their opinion, the volume of traffic or the degree of risk justifies such
services.
11
Implementation of VTS has many benefits. It allows to identify vessels and to monitor
vessel movements for providing navigational information and Helpance. It can also
Help in pollution prevention measures. Continuous reliable communications and
provision of correct and relevant information are critical factors for the efficiency of
VTS. The capability of detecting a developing dangerous situation and the ability to
provide timely warning of such dangers are also very important factors for high
quality VTS service. The particular objective of any VTS may depend on the
particular circumstances in the VTS area and the volume and character of maritime
traffic (IMO, 1997c).
2.2.2 Development of VTS
Traditionally, in port or harbour areas, masters of ships commanded a ship Helped by
a pilot where necessary. Ships used some flags and sound signals as means of
communication. However, the use of flags and sound signals was not efficient
particular in foggy weather. Since late the 19th century, VHF-radio and radar have
become more useful means of communication in port or harbour areas. The
development of radar makes it possible to accurately monitor and track maritime
traffic (An, Heo, Hong, Jeong, Kim, Lee, Park, & Yun, 2006).
VTS has about 60 years history. It is known that the world’s first harbour surveillance
radar was installed at the end of Victoria Pier, Douglas, Isle of Man on 27 February
1948. Five months later, a more sophisticated port radar system was installed at the
Port of Liverpool, England. In 1951, a radar and VHF-radio equipment were installed
in Long Beach, California, to facilitate port operations (https://monkessays.com/write-my-essay/maritimevts.co.uk/).
Installation of radar and VHF-radio made it possible to observe vessel movements
from the shore side under almost all weather conditions. Particularly, the combination
of radar and VHF-radio began to provide an environment for real time information
exchange between ships and shore. At the beginning, VTS was focused on the
12
improvement of efficiency of port operations. After it has been recognized that VTS
was useful to protect ships from collision and grounding accidents, VTS started to
spread widely in the world (An, Heo, Hong, Jeong, Kim, Lee, Park, & Yun, 2006).
2.2.3 SOLAS and VTS
VTS is recognized internationally as a navigational safety measure through the
SOLAS Convention. In particular, the SOLAS Regulation V/12 states that VTS
contribute to safety of life at sea, safety and efficiency of navigation and protection of
the marine environment. Under the framework of SOLAS, IMO adopted Assembly
resolution A.857(20) – “Guidelines for Vessel Traffic Services provides guidelines for
implementing and operating Vessel Traffic Services”, including guidelines on
recruitment, qualifications and training of VTS operators. Specifically, the resolution
defines a Vessel Traffic Service as:
“A service designed to improve the safety and efficiency of vessel traffic and to
protect the environment. The service should have the capability to interact with
the traffic and to respond to traffic situations developing in the VTS area”.
The guidelines also clearly state that decisions concerning effective navigation and
manoeuvring of the vessel remain with the ship’s master. Further, the guidelines
highlight the importance of the pilot in VTS and reporting procedures for ships
passing through an area where a VTS operates.
2.2.4 VTS Services
The benefits of VTS are that it allows identification and tracking of vessels, strategic
planning of vessel movements and provision of navigational information and
Helpance. According to the “Guidelines for Vessel Traffic Services of IMO”
(Res.A.857(20)), the VTS provides information service, navigational Helpance
service and traffic organization service. Details of such VTS services are as follows:
13
a. Information service
VTS provides the information service at fixed times and intervals or at the request of a
vessel or by the VTS when deemed necessary. The broadcasting information will
include the position, identity and intentions of other traffic; waterway conditions;
weather; hazards; or any other factors that may influence the vessel’s transit.
b. Navigational Helpance service
The navigational Helpance service is normally provided at the request of a vessel or
by the VTS when deemed necessary. This service is very important in dangerous
situation.
c. Traffic organization service
The VTS provides the traffic organization service to prevent congestion and dangerous
situations in the VTS area. This service concerns the operational management of
traffic and the forward planning of vessel movements. It is also particularly relevant in
high traffic density. In addition, it may include establishing traffic clearance systems
or VTS sailing plans, which are in relation to priority of movements, allocation of
space, mandatory reporting, recommended routes, speed limits or other measures
which are considered necessary by the VTS authority
2.2.5 VTS Elements
The requirements of each element are determined by the nature of the VTS area, the
density and character of the traffic and the type of service that is to be provided. To
perform the required tasks a VTS requires a shore centre, adequate operating staff,
operational procedures and participating vessels. In addition, back-up facilities for a
VTS system should be considered to sustain and maintain the desired level of
reliability and availability (IMO, 1997c). The IMO guidelines describe the details of
VTS elements as follows:
14
a. A shore VTS centre
A shore VTS centre should be equipped with a radar system to detect vessels, a radio
communication system to communicate with vessels and patrol craft and aircraft.
Recently, most VTS centres are equipped with Automatic Identification System (AIS)
base stations which provides better picture of identification and tracking of vessels in
the VTS area.
b. VTS operators
IMO provides the guidelines on recruitment, qualification and training of VTS
operators. These guidelines provide guidance in determining how VTS authorities can
recruit and train personnel in order to carry out their tasks in accordance with VTS
standards. Authorities must be able to determine what competencies a VTS operator
must possess to carry out assigned functions. Authorities should also establish
concomitant training standards for VTS operators.
c. Operational procedures
Internal and external VTS operational procedures should be taken into account.
Internal procedures include operating instruments, interactions among the staff and the
internal routeing and distribution of data. External procedures cover interactions with
users and related services. All operational procedures, routine or contingency, should
be laid down in handbooks or manuals and be an integral part of regular training
exercises.
d. Participating vessels
Vessels navigating in a VTS should make use of VTS services for the safety of
navigation and port operations. Depending upon port regulations, participation in a
VTS may be either voluntary or mandatory. Decisions concerning the actual
navigation and the manoeuvring of the vessel remain with the master. However,
15
communication with the VTS and other vessels should be maintained according to
relevant rules and procedures. During their passage through the VTS area, vessels
should maintain a continuous listening watch on the assigned frequency and report
deviations from the agreed sailing plan. Masters of vessels should report any observed
dangers to navigation or pollution to the VTS centre. Vessels should carry publications
giving full particulars on governing rules and regulations regarding identification,
reporting and conduct in the VTS area to be entered.
2.3 Ship Reporting Systems
2.3.1 General
There are many kinds of ship reporting regimes. Vessels report their position to port
authorities, VTS centres and their company for various purposes. Ship position data
can be also collected through the ship reporting systems. While VTS identify and track
vessels automatically by VTS centre when a vessel enter the VTS area, vessels should
send their position report to the designated authority at regular intervals under the ship
reporting system. IMO has introduced ship reporting systems in the SOLAS
Convention and SAR Convention with different intention.
2.3.2 Mandatory Ship Reporting Systems under SOLAS
SOLAS 1974 Convention7
states that ship reporting systems contribute to safety of life
at sea, safety and efficiency of navigation and protection of the marine environment.
This regulation does not address ship reporting systems established by governments
for search and rescue purposes which are described in the SAR 1979 Convention.
Ship reporting systems can be established by a government after it has been accepted
by IMO in compliance with all requirements of SOLAS. Ship reporting systems

7
See the Regulation 11 in Chapter V (Safety of Navigation) of SOLAS 1974.
16
should be considered for adoption only for the purpose of enhancing maritime safety
or the protection of the marine environment. A contracting government or contracting
governments can propose the adoption of ship reporting system for a particular area to
IMO. At the request of contracting government(s), IMO will assess the proposal in
accordance with the guidelines and criteria adopted by the MSC of IMO by resolution
MSC.43(64), as amended by resolution MSC.111(73) and MSC.189(79). The proposal
should be in compliance with “General principles for ship reporting systems and ship
reporting requirements”, adopted by IMO Resolution A.851(20). According to the
“Procedure for the adoption of ship reporting system” adopted by IMO by resolution
A.858(20), the function of adopting ship reporting systems shall be performed by the
Maritime Safety Committee (MSC) on behalf of IMO.
In assessing proposals for the adoption of a ship reporting system, IMO should
consider the technical and financial resources available for contracting governments.
IMO has to ensure that adopted ship reporting systems are evaluated under the
guidelines and criteria adopted by IMO. IMO has to also disseminate to member States
the adoption of ship reporting systems (IMO, 2004).
The adopted ship reporting systems will be mandatory. The master of a ship must
follow the requirements of adopted ship reporting systems and report to the
appropriate authority information required in accordance with the provisions of each
such system. The system should be operated by the shore-based authority designated
by a contracting government. Such an authority may or may not be an authority in
charge of a vessel traffic service. They may or may not be operated as part of VTS.
The participation of ships should be subject to no cost.
2.3.3 Ship Reporting Systems for Search and Rescue
The International Convention on Maritime Search and Rescue, 1979 (SAR 1979) also
states that ship reporting systems may be established to facilitate Search and Rescue
(SAR) operations. According to the SAR 1979 Convention, ship reporting systems
17
may be established either individually by governments or in co-operation with other
governments. Governments considering the institution of a ship reporting system
should take into account whether existing reporting systems or other sources of ship
position data are available for the region. They should also seek to minimize
unnecessary additional reports by ships, or the need for Rescue Co-ordination Centres
(RCC) to check with multiple reporting systems to determine availability of ships to
Help with SAR operations.
Reporting of ship location enables RCCs to take a positive SAR watch. If a regular
position report or final report is not received from a ship, RCCs will check the ship for
the safety. If these checks are unsuccessful, then they will initiate SAR operations. In
this context, it is important that the ship master should comply with the defined
procedures for reporting ship’s position.
The SAR 1979 Convention requires that the ship reporting system, in the event of a
distress incident, should provide up-to-date information for vessel movements in order
to speed up SAR operations and get quick identification of vessels for Helpance. Ship
reporting systems should satisfy the operational requirements set in the SAR 1979
Convention. Governments should encourage all vessels to report their position in their
SAR operation areas for safety purposes.
2.3.4 General Principles of Ship Reporting Systems
Ship reporting systems are used in order to collect, provide or exchange information
through radio communications from ships. The information is used for many purposes
including SAR, VTS, weather forecasting and prevention of marine pollution.
However, many national ship reporting systems use different procedures and reporting
formats. To unify the format and procedures of ship reporting systems, IMO
developed “General principles for ship reporting systems and ship reporting
18
requirements” by resolution A.851(20). According to these principles, ship reports
should be simple by using the Standard Marine Navigational Vocabulary8
and regular
reports should be sufficiently flexible to avoid interference with essential navigational
duties except for urgent reports regarding safety and pollution. Further, a shore-based
authority who is responsible for system operation should be manned by properly
trained persons. These principles are applicable for both mandatory ship reporting
systems under the SOLAS and SAR Conventions.
2.3.5 Examples of Current Ship Reporting Systems
a. AMVER
AMVER (The Automated Mutual Helpance Vessel Rescue System) is a worldwide
voluntary ship reporting system for SAR operated by the United States Coast Guard
(USCG). The primary function of AMVER is to Help SAR authorities to arrange for
Helpance to persons in distress at sea. AMVER provides SAR authorities, on demand,
information on the positions and characteristics of vessels near a reported distress
location (USCG, 2005).
Any commercial vessel, regardless of flag, over 1,000 gross tons on voyages of 24
hours or greater is encouraged to participate in AMVER. International participation is
voluntary regardless of the flag of vessel. However, according to U.S. Maritime
Administration (MARAD) regulations, U.S. flag merchant vessels of 1,000 gross tons
or more must report and regularly update their voyages and positions to AMVER. In
addition, U.S. passenger ships transporting more than six passengers and operated
more than 200 nautical miles from the nearest land, must participate in the AMVER.

8
See “Standard Marine Navigational Vocabulary” – IMO Resolution A.380(X) and “Use of the
Standard Marine Navigational Vocabulary” – IMO Resolution A.488(XII)
19
Prior to sailing, participating vessels send a sailing plan to the AMVER computer
centre. Vessels then report their locations every 48 hours until arriving at their port of
call. The AMVER system is able to predict the position of each ship at any point
during its voyage. The position of each participating ship is displayed in an AMVER
surface picture. In an emergency, any rescue coordination centre of any country can
request ship data to determine the relative position of ships near the distress location.
To communicate with the AMVER system from ships, various communication
networks can be used, such as electronic mail via the internet, HF radiotelex service of
USCG Communication Stations, telex and telefax. It means that all GMDSS
equipment is used for AMVER communication networks. However, CW (Morse Code)
is not recommended. All distress messages must be sent to the nearest RCC, not
AMVER (USCG, 2005).
b. AUSREP
AUSREP (The Australian Ship Reporting System) is an integral part of the Maritime
Search and Rescue (SAR) system in Australia. AUSREP is operated by the Australian
Maritime Safety Authority (AMSA) through the RCC Australia. The objective of the
AUSREP system is to contribute to safety of life at sea by limiting the time between
the loss of a ship and the initiation of SAR operations, in cases where no distress
signal is sent out (AMSA, 2009).
A principal function of RCC Australia is the coordination of Maritime SAR activities
within the Australian SAR area. On departure from an Australian port or on entering
the AUSREP area from overseas, vessels have to send a Sailing Plan (SP) to RCC
Australia and a computerized plot will be maintained of the ship’s position.
According to the Commonwealth of Australia Navigation Act 1912, all Australianregistered ships in AUSREP area must report. Foreign ships must also report from
their arrival at their first Australian port until their departure from their final
20
Australian port. However, they are encouraged to participate from their entry into and
final departure from the AUSREP area (AMSA, 2009).
c. STRAITREP
STRAITREP is the mandatory ship reporting system in the Straits of Malacca and
Singapore. STRAITREP has been adopted by IMO at the proposal of Indonesia,
Malaysia and Singapore by resolution MSC.73(69). Objectives of the STRAITREP are
described as follows (IMO, 1988):
• to enhance the safety of navigation;
• to protect the marine environment;
• to facilitate the movements of vessels; and
• to support SAR and oil pollution response operations.
STRAITREP took effect on 1 December 1998. Masters of vessels in the STRAITREP
area must comply with its requirements according to SOLAS Regulation V/11.
Vessels of 300 gross tons and above, vessels of 50 metres or more in length, vessels
engaged in towing, vessels carrying hazardous cargo and all passenger vessels must
participate in the reporting system. The operational area of STRAITREP covers the
Straits of Malacca and Singapore. The area includes the routeing system in the Straits
of Malacca and Singapore. The operational area is shown in the navigational charts.
The ship must report to the three VTS authorities according to the prescribed reporting
format. The report required from a ship contains only essential information. VTS
operators will link the ship’s position with the information supplied by the VTS
facilities on receipt of a position message. The information on heading and speed will
help the VTS operators identify a ship within a group.
STRAITREP provides information to ships about specific and critical situations that
could cause conflicting traffic movements and other information concerning safety of
navigation. Every ship must watch a VHF radio on the appropriate VHF channel
21
depending on the sector where the ship is. The report must be made to the appropriate
VTS authorities by the VHF radiotelephone. STRAITREP is based on VHF voice
radio communication in English (IMO, 1988).
2.4 Emergency Reporting Systems
2.4.1 General
Global Maritime Distress and Safety System (GMDSS) is set of radio equipment,
communication protocols and procedures to improve distress and safety
communications. GMDSS is intended to provide means of automatic communications
between ships and ship to shores in case of an emergency. Ship position information
can be also collected through GMDSS equipment.
2.4.2 GMDSS
Using shipboard equipment, ships can send distress and emergency alerts to shore
authorities as well as to other ships in the vicinity in case of an emergency. Ships can
also receive such distress and emergency alert messages. In addition, ships can receive
navigational safety and weather information through GMDSS equipment.
GMDSS is mandatory for SOLAS ships. Depending on the areas9
where ships operate,
ships are obliged to be fitted with the following GMDSS equipment:
• Radio at VHF and MF bands with DSC functionality;

9 According to SOLAS Convention, there are four “Sea Areas” defined in GMDSS:
– Area A1, within range of shore-based VHF DSC coast station (around 40 nautical miles);
– Area A2, within range of shore-based MF DSC coast station (excluding areas A1) (around
150 nautical miles);
– Area A3, within the coverage of an Inmarsat geostationary satellite (approximately 70°N to
70°S) (excluding sea areas A1 & A2); and
– Area A4, the remaining areas outside sea areas A1, A2 & A3 (polar regions).
22
• NAVTEX receivers for reception within 300 nautical miles of the coast;
• HF Narrow Band Direct Printing (NBDP) receivers;
• Satellite communications via Inmarsat (A, B or C terminals); and
• EPIRBs (Emergency Position Indicating Radio Beacons) which can issue a
distress alert at 406 MHz that is received by the COSPAS-SARSAT satellite
system anywhere in the world.
2.4.3 COSPAS-SARSAT
The COSPAS-SARSAT is an international satellite system intended to respond to
distress signals from land, sea and air. The COSPAS-SARSAT programme was
developed by Canada, France, the US and the former USSR. COSPAS is operated by
Russia, and SARSAT (Search And Rescue Satellite-Aided Tracking) is operated by
Canada, France and the US, but they work as one system. The shipboard radio beacon
(EPIRB) transmits distress messages on 406 MHz. The message includes
identification of the beacon and its country of registration. Beacons can be registered
and their information held in a national database. COSPAS-SARSAT is part of
GMDSS (EC, 2008).
2.5 Vessel Monitoring System (VMS)
2.5.1 General
Vessel Monitoring System (VMS)10 collects position and operation data from ships
automatically. The basic function of a VMS is to provide information on ship’s

10 Recently, the term of VMS is defined by IMO in “Performance standards and functional requirements
for the long-range identification and tracking (LRIT) of ships” by Resolution MSC.263(84) adopted
on 16 May 2008 as “a system established by a Contracting Government or a group of Contracting
Governments to monitor the movements of the ships entitled to fly its or their flag. A Vessel
Monitoring System may also collect from the ships information specified by the Contracting
Government(s) which has established it.”
23
location and its movements at regular intervals. Generally, VMS is used in
commercial fishing to monitor and regulate fishery resources by international, regional
or national fishery authorities. However, VMS is used for monitoring the safety of
merchant vessels as well in some countries, particularly in the Republic of Korea.
VMS is different from VTS and ship reporting systems. VMS is a programme of
surveillance, in which equipment that is installed on vessels provides information
about the vessels’ position, movements and activities. It can thus provide information
on whether a fishing vessel is in a permitted fishing area. However, it may also be
used for the safety of navigation, SAR and maritime traffic management in the
territorial waters or in the Exclusive Economic Zones (EEZ) of a country.
The 1982 United Nation Convention on the Law of the Sea (UNCLOS, 1982), the
United Nations Environment Programme (UNEP) and the International Convention
for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978
(MARPOL 73/78) are emphasizing the importance of protection the marine resources
and obligation of coastal States. The Food and Agriculture Organization (FAO) of the
United Nations adopted the “Code of Conduct for Responsible Fisheries” in order to
establish principles and standards applicable to the conservation, management and
development of all fisheries on 31 October 1995. It provides a necessary framework
for the implementation of effective fisheries monitoring, control, surveillance and law
enforcement measures including VMS (FAO, 1995).
There is great deal of literatures on the subject of monitoring, surveillance and control
(MCS). According to FAO, MCS is the implementation of a plan or strategy for
oceans and fisheries management. In the fisheries sector, MCS is the implementing
tool to comply with obligations for all states to conserve the marine resources and their
environment by the relevant international conventions (FAO, 1998).
24
2.5.2 Components of VMS
While VTS covers areas in harbours, ports and approaching channels on the basis of a
radar system, a VMS covers the EEZ areas and high seas on the basis of long-range
radio technologies. Each participating vessel must carry a transmitter or transceiver
which is capable of fixing a position. An automated reporting system then controls the
transmission of the position data and possibly other data through a communications
system to a fisheries monitoring station. The transmitter or transceiver must have an
integrated means of fixing a position and hence calculating speed and course. The
Global Positioning System (GPS) is used generally because of its high level of
accuracy and availability. Figure 1 shows how VMS does work. For communications
networks between the vessels and the monitoring agency, satellite-based
communications systems are generally used, such as Inmarsat, Argos, and Orbcomm.
In fisheries monitoring authority, a computerized monitoring station is needed to
collect, store and analyze the data received from the earth station. A specialized GIS is
used in the monitoring station particularly for historical and statistical analysis of both
position and catch data. As a result, in the commercial fishing sector, any member
state of participating regional fisheries management organizations (RFMOs) can
observe its own vessels in all waters and the activities of vessels from other member
states in its own waters. The received information will then be cross-checked against a
range of other data.
25
Figure 1 VMS (Source: European Commission Fisheries)
Due to the cost, most fisheries authorities and shipowners subscribe to VMS service
providers. Then the VMS service company provides the users of VMS data by e-mail
or other applications. Shipowners should pay for installation and maintenance for ship
equipment and continuing satellite communication costs. VMS service providers also
offer various optional services such as information services for navigation safety,
weather and fisheries.
2.5.3 VMS Data
The fisheries VMS provides position information of vessels that are participating in
the VMS at periodic time intervals. VMS data is very valuable and powerful
26
information. Before the VMS was introduced, fisheries management agencies were
depending on information provided by ship operators. Due to many reasons, the
information provided by ship operators may not be reliable.
VMS also provide information of ship’s speed and heading. Generally the ship’s speed
and heading can be computed on the basis of transmitted data from ships. However,
ship’s speed and heading can also be calculated at the monitoring station on the basis
of consecutive position reports from ships. Ship’s speed and heading information are
very important for fisheries monitoring authorities because the fisheries monitoring
authorities can conclude about the activities of a vessel from the vessel position and
speed provided in a number of consecutive position reports.
VMS allows reports of catch data from the fishing vessel to monitoring authorities at
the fishing grounds immediately after each fishing operation. Fisheries catch data
cannot be transmitted automatically by VMS equipment onboard the vessel but must
be input manually by the ship operator. As the data input is made manually, the catch
data may not be accurate. However, since the vessel may be subject to a boarding
inspection at sea or at the landing port, the ship operator should report as correct as
possible. Regardless of its reliability, however, the reported catch data are used in
many ways for the purpose of MCS.
Furthermore, the ship operator can enter and send the time of starting and ending of
fishing operations to monitoring authorities through the VMS. The ship operator can
also send other unformatted messages to shore fisheries monitoring authorities through
VMS. This information includes notification of entering a port or fishing zone. Even
though this information can be transmitted by other than VMS, the VMS is reliable,
direct, and inexpensive means of communication between the ship and the shore side.
Apart from the position report, a VMS has the function to transmit other valuable
information that is not entered manually by the vessel operator. Such information
could be transmitted automatically from automatic sensors on board a ship. For
27
example, seawater temperature or information about the operation of main equipment
on board the vessel can be monitored from shore through VMS. Much of this
information can be used for a specific purpose. However, data transmission from ships
should not disturb ship operators. The issue of sensor data should be taken into
account in the longer term as use of this technology develops (FAO, 1998).
2.5.4 Application of VMS
The essential functions of VMS are tracking vessel locations, identifying fishing
activities and providing a means of communication between ship and shore. VMS is a
powerful MCS tool against illegal, unreported and unregulated (IUU) fishing in both
national and international contexts. The effects of VMS can be realized in the context
of exchange of the VMS data between coastal and flag states. It is estimated that more
than 80 countries are using VMS to monitor fishing vessel activities. However, many
developing countries have problems in implementing a VMS due to economic and
technical difficulties. FAO has contributed to the system by providing technical and
operational guidelines on implementation of VMS to support national fisheries
administrations in the management and development of fisheries resources (FAO,
2007).
The case of the European Union is a good example of widespread cooperation on
VMS. The European Commission (EC) established legislation to mandate a satellitebased VMS for European fishing vessels in 1997 (EC, 1997). Since 1 January 2000 all
fishing vessels exceeding 24 metres in overall length have been required to transmit
their position every two hours (EC, 1997). The regulation was amended to include all
vessels exceeding 18 metres in 2004 and 15 metres from 2005 (EC, 2003). From 2006
vessels are obliged to transmit their speed and course according to the Commission
Regulation (EC) No. 2244/2003 of 18 December 2003 laying down detailed provisions
regarding satellite-based VMS (EC 2003).
28
Currently, most of the major flag or coastal states are using VMS. A number of
Regional Fisheries Management Organizations (RFMOs) also are requiring VMS. The
2005 Rome Declaration on IUU fishing by Fisheries Ministers calls for further
expansion of VMS on the high seas. Although VMS is intended principally for
fisheries management, VMS data can be used for other purpose. For example, VMS
data can be helpful in SAR operations, especially when the SAR authority participates
in GMDSS.
2.6 Conclusion of Traditional Maritime Traffic Management Systems
Ship position information is crucial for identification and tracking of vessels. Without
ship position information, it would not be possible to conduct traffic management and
SAR operations efficiently. VTS is a primary shore-based maritime traffic management
system. In addition to VTS, vessels can be tracked in many different ways, such as ship
reporting systems, GMDSS and VMS. While vessels are tracked by VTS in the coastal
waters and port area, VMS provides global tracking of vessels by using the satellite
communications. Although these systems are different each other, as discussed in this
Chapter, they are mainly used for enhancing the safety of ship and protection of the
marine environment.
29
3 TRENDS ON MARITIME TRAFFIC MANAGEMENT SYSTEMS
3.1 Introduction
To enhance maritime security the international community introduced various
measures and technologies in response to the threats to ships and port facilities in the
wake of the September 11 attack in the United States in 2001. In December 2002,
IMO adopted a series of measures to strengthen maritime security and to combat
maritime terrorism. In the SOLAS Convention, the new chapter XI-2 (Special
measures to enhance maritime security) was adopted to implement the International
Ship and Port Facility Security Code (ISPS Code) and Chapter V (Safety of
Navigation) was amended to introduce new equipment and systems on board vessels.
According to the amendment of SOLAS, the carriage of the Automatic Identification
System (AIS) and Ship Security Alert System (SSAS) has been mandated on board
vessels.
In line with the measures for the enhancement of maritime security, IMO also adopted
the Long-Range Identification and Tracking (LRIT) for global identification and
tracking of vessels in 2006. The United States made a proposal to IMO for the
introduction of LRIT in 2002 to enhance maritime security. However, LRIT was
adopted, at the end, in SOLAS Chapter V for safety and marine environment
protection purposes. In the LRIT system, ships are obliged to automatically transmit
the LRIT information to their flag States.
30
In addition, IMO mandated to install the Electronic Chart Display and Information
System (ECDIS) on board vessels for navigation safety. Ships engaged on
international voyages must be fitted with ECDIS after 2012 through the time schedule
as set in SOLAS Regulation.
The introduction of new technologies, such as AIS, LRIT, SSAS and ECDIS, are very
important and it is estimated that such new systems will give great impacts on
maritime traffic monitoring in the world. In this context, this Chapter investigates the
systems that have been introduced recently by the international maritime community
and discusses the recent trends on the integration of maritime traffic management
systems. It also gives a brief overview of the newly introduced systems for
identification and tracking of ships, namely AIS, LRIT and SSAS. The European cases
of system integration for maritime traffic monitoring and surveillance are referred to in
the discussion of recent trends.
3.2 Automatic Identification and Tracking of Ships in Short-range
3.2.1 AIS in Short-range
AIS technology has been developed as a navigation tool for collision avoidance. The
benefit of AIS for mariners is its capabilities for increasing navigational awareness and
help in collision avoidance. AIS is one of the means of data exchange between ships,
and shore to shore.
AIS is a VTS tool as well. Nowadays AIS became an important source of information
about the maritime traffic in the coastal waters including port areas. Due to its
functions for automatic identification and tracking of vessels, AIS is playing a
significant role in maritime traffic management in ports, harbours and approaching
channels (in a shot-range).
31
3.2.2 Overview of AIS
a. Objectives and Description of AIS
IMO introduced AIS with the intention of enhancing safety of navigation and
protection of the marine environment. The carriage of AIS on board vessel was
mandated by the amendments to SOLAS Chapter V (Safety of Navigation) by IMO
Resolution MSC.99(73) on 5 December 2000. AIS technology was created as a tool
for collision avoidance and means of automatic data exchange between ships and ships
and shore. IMO states that the purpose of AIS is to identify vessels; Help in target
tracking; reduce verbal mandatory ship reporting; and provide additional information
to avoid collision accident (IMO, 2001).
AIS is a broadcast communication system based on the marine very high frequency
(VHF) mobile band. SOLAS Regulation V/19 requires that AIS must provide and
receive information automatically with shore stations, other ships and aircraft. AIS is
capable of sending ship information related to ship identification, navigation status and
voyage to other ships and to shore as shown in Figure 2. Thus, ships fitted with AIS
can be tracked and monitored by other ships and shore surveillance station. Further,
data exchange between ships and shore-based facilities is possible via AIS.
Figure 2 AIS System Overview (Source: IMO)
32
Since AIS is a supplement to existing communication systems, AIS information can be
useful not only for ship operators but also for a shore surveillance station. Thus, it is
generally recognized that AIS is an important tool for increasing situational awareness
of maritime traffic and for vessel traffic management without additional burden on
users (IALA, 2001).
b. Recommendations, standards and guidelines for AIS
To provide technical and operational standards and guidelines for AIS, various
international organizations are involved, such as IMO, International
Telecommunications Union (ITU) and International Electrotechnical Commission
(IEC). Particularly, IALA developed guidelines on AIS operational issues and
technical issues.
c. Carriage requirements
According to SOLAS Regulation V/19, AIS had to be fitted on all ships of 300 gross
tonnage and upwards engaged on international voyages, cargo ships of 500 gross
tonnage and upwards not engaged on international voyages and all passenger ships
irrespective of size through a phased time schedule from 2002 to 2008.
However, all ships are not fitted with AIS. For example, warships, naval auxiliaries
and government ships are not required to be fitted with AIS. In addition, leisure craft,
fishing vessels and small vessels are exempt from the carriage of AIS. Moreover,
ships fitted with AIS might have the equipment switched off or defective. For this
reason, IMO cautions AIS users to bear in mind that information provided by AIS may
not provide a complete and accurate picture (IMO, 2001).
3.2.3 AIS Information Sent by Ships
AIS information includes the ship’s identity, type, position, course, speed, navigational
status and other safety-related information. According to IMO performance standards,
there are three types of AIS information transmitted by a ship as follows (see Figure 3):
33
a. Fixed or static information – entered on installation;
b. Dynamic information – automatically updated depending on the navigational
status; and
c. Voyage-related information – manually entered and updated during the voyage.
Figure 3 AIS Information (Source: Author sourced from IMO)
The static information includes MMSI (Maritime Mobile Service Identity), call sign
and name, IMO Number, length and beam, type of ship and location of position-fixing
antenna on the ship. The dynamic information includes ship’s position, time in UTC,
course over ground, speed over ground, heading, navigational status (underway, at
anchor, not under command, restricted in ability to manoeuvre, moored, etc) and rate
of turn. Some information is provided from other devices through sensor network. For
example, the heading information is entered from gyro compass and position fix data
is entered from GPS. Voyage-related information includes ship’s draught, hazardous
cargo (type), destination and ETA and route plan (waypoints).
34
AIS information also includes short safety-related messages. They are fixed or free
format text messages addressed either to a specified destination (MMSI) or all ships in
the area. Free format short text messages would be manually entered, addressed either
a specific addressee or broadcast to all ships and shore stations. Their content should
be relevant to the safety of navigation and should be kept as short as possible. The
system allows up to 158 characters per message.
While static and voyage-related data are sent every 6 minutes or on request, dynamic
information has to be updated automatically depending on speed and course alteration
from 2 seconds to 3 minutes.
3.2.4 AIS as a Navigation Tool
In IMO Resolution 74(69) “Recommendation on performance standards for an
Universal Shipborne Automatic Identification System (AIS)” adopted on 12 May 1998
and IMO Resolution A.917(22) as amended by A.956(23) “Guidelines for the
Onboard Operational use of Shipborne Automatic Identification Systems (AIS)”,
various benefits of AIS as a navigation tool are described.
According to IMO, the most benefit of AIS for mariners is its capabilities for
increasing navigational situation awareness and help in collision avoidance in the
ship-to-ship mode. Through AIS information, mariners on AIS fitted vessels can
identify other vessels’ identification and movement automatically. Mariners can use
accurate information by cross check between AIS and radar. This is a very important
and convenient feature for mariners. Before using AIS, mariners had to confirm the
radar target by using a VHF radiotelephone. As a means of collision avoidance,
mariners exchange information about ship’s identification and their intention for
collision avoidance in voice communications by using VHF radio. However, the voice
communications between the ships may jeopardize vessels in collision danger
especially in a dense traffic situation due to wrong identification of vessel.
35
Compared to radar system, AIS has additional benefits, because AIS has no blind
areas created by islands, rocky fiords or high structures in the port. In addition, AIS
signals are not affected by false target acquisition between two ships. AIS
transmission is also more robust in heavy rain and snow weather conditions. However,
the accuracy of AIS information completely depends on used positioning system (GPS,
DGPS, etc) and the accuracy of data entered manually by mariners.
If AIS integrate with other devices such as ECDIS, automatic radar plotting aid
(ARPA), the effectiveness of AIS can be increased significantly. When AIS is used
with the display unit based on graphical information, ship operators can obtain the
Closest Point of Approach (CPA) and Time to Closest Point of Approach (TCPA)
calculated from the information transmitted by the target vessels.
AIS transponders also have message exchanging functions with other ships and shore
VTS centres. This message includes safety related messages, text messages in relation
ship to ship or ship to shore, and binary massages like DGPS corrections data from
shore VTS centres. Through message functions, the ship with AIS transponders can
exchange various safety related messages, such as navigation warning and weather
information from shore. Ships can obtain accurate position fix through AIS binary
messages. The mariners can also make use of aid to navigation information, virtual
navigational aids and radar target broadcasting through AIS data exchange functions.
3.2.5 AIS as a VTS Tool
According to IALA “Guidelines on AIS as a VTS tool” adopted in December 2001,
when AIS information is used in the ship-to-shore mode, littoral states obtain
information about vessels and their cargo as a VTS tool for traffic management. AIS
can also Help in the identification of targets, by name or call sign and by ship type
and navigational status. IALA guidelines describe the possible functions and benefits
of AIS as a VTS tool as follows:
36
a. Automatic Vessel Identification
Automatic identification of ship’s identity (name, MMSI and call sign) can facilitate
quick and correct radio communication. This benefit is of great value for both
mariners and VTS authorities. The process of achieving ship’s identity and correlating
this information with an unassigned radar target is time consuming and wholly
depending on the co-operation of participating vessels.
b. Improved Vessel Tracking
VTS authorities can receive AIS data through AIS base stations. VTS operators may
detect vessel targets outside the conventional radar range. Since AIS uses dedicated
VHF channels, AIS is able to detect ships within the VHF/FM range. A typical AIS
range is 20 to 30 nautical miles depending on the antenna height and other conditions.
With the help of repeater stations, the coverage for both ship and VTS stations can be
improved. Wider geographical coverage of VTS detection range may be achieved by
the installation of additional base or repeater stations at much lower cost than radar.
When AIS is associated with the Differential Global Navigation Satellite System
(DGNSS) correction signals, AIS can achieve greater positional accuracy than radar11.
AIS tracking can prevent many adverse effects which may occur in radar systems due
to shadow areas, target swapping and heavy rain or snow.
c. Capable of being programmed by shore
According to the recommendation on performance standards of AIS, AIS should be
capable of operating in various modes: an autonomous and continuous mode for all
areas; an assigned mode for specific areas; and polling or controlled mode. In an
assigned mode, a shore traffic monitoring authority can set the data transmission

11According to the IALA AIS guidelines as a VTS tool, while radar which as a function of frequency,
pulse repetition rate, and beam width will only achieve positional accuracy in the range 30 to 50
metres, AIS aims to achieve positional accuracy better than 10 metres when associated with DGNSS
correction signals.
37
interval and/or time slots remotely. AIS information should be transmitted
continuously and automatically without any intervention of ship operators. An AIS
shore station can require updated information from a specific ship or all ships within a
defined sea area by ‘polling’. However, the shore station can only increase the ships
reporting rate, not decrease it.
d. Electronic transfer of sailing plan information and safety messages
Where AIS is integrated with a VTS system, the exchange of sailing plan information
is possible between vessels and the VTS centre. Also, transmission of short safety
messages makes the electronic broadcasting from a VTS centre of local navigation
warnings, and similar safety related messages possible. It is anticipated that VTS
centres may have broadcast local chart corrections information to ECDIS fitted ships
through AIS.
e. Pseudo AIS information
VTS centres may send information about non-AIS vessels which are tracked only by
VTS radar via the AIS to vessels fitted with AIS. Pseudo AIS target broadcast by VTS
centre should be identified by ship AIS transponders. When using this information, the
mariners should be careful because accuracy of these targets may not be as complete
as actual targets and the information content may not be as extensive.
f. AIS on SAR operations
AIS may be used in search and rescue operations, especially in combined helicopter
and surface searches. AIS allows the direct presentation of the position of the vessel in
distress on other displays such as radar or ECDIS, which facilitates the task of SAR
craft. For ships in distress not equipped with AIS, the On Scene Co-ordinator (OSC)
could create a pseudo.
38
g. AIS networks
Networking between VTS centres is emphasized increasingly on a regional basis. Such
regional AIS network make the rapid transfer of vessel details between different VTS
centres possible.
3.2.6 Limitations Associated with Use of AIS
Despite the many benefits of AIS, there are limitations of AIS as a navigation tool. A
ship without AIS transponders cannot be identified and detected. The capabilities of
AIS as a navigational tool can be maximized with enhancement to the mandatory
carriage of AIS equipment for all ships. Moreover, if the AIS is not integrated with
GIS like ECDIS, it is difficult to utilize AIS information efficiently. The display unit
of AIS information, minimum keyboard display (MKD) on the shipboard equipment,
which is the basic display unit by IMO requirement, has very limited possibilities
because it is difficult to read the text message on MKD and situational awareness
requires cooperation with external chart system. Practically, the use of MKD might
add workload to mariners.
Similarly, there are several limitations in VTS operations. Since all vessels may not be
equipped with AIS, VTS operators should not overly depend on AIS as means for vessel
identification. Further, VTS operators should remember that AIS data might include
errors. According to the research carried out by Lloyd’s Register Educational Trust
Research Unit Seafarers International Research Centre, there are many errors in the
transmitted AIS. The effectiveness of such systems depends upon the competence of
those who operate them. To ensure the effectiveness of AIS, the ship operator should be
trained and educated properly (Bailey, Ellis & Sampson, 2008). In addition, proper
supervision of data accuracy by competent maritime authorities would enhance its
efficiency in all navigation operations (Harati-Mokhtari, n.d.).
39
3.3 Global Identification and Tracking of Ships
3.3.1 Global Identification and Tracking of Ships
While AIS provides identification and tracking of ships in a short range, LRIT is
designed to provide the global identification and tracking of ships. Since LRIT uses
satellite communications, vessels can be tracked regardless of their location in the LRIT
system. Although LRIT was introduced to enhance the maritime security, LRIT is
expected to be an essential system on maritime safety and marine environment protection.
3.3.2 Long-Range Identification and Tracking (LRIT) of Ships
LRIT was introduced to enhance maritime safety and security, and marine
environment protection. According to SOLAS Regulation V/19-1, ships must
automatically transmit LRIT information to ship’s Administration at least four times a
day. The Administration should be able to receive LRIT information about ships
flying its flag regardless of ships location (see Figure 4).
Figure 4 LRIT (Source: Author)
40
In addition, a contracting government may receive LRIT information about ships
intended to enter within its waters regardless of ship’s location. Moreover, a
contracting government may receive LRIT information about any ships navigating
within a distance not exceeding 1,000 nautical miles of its coast. LRIT information
should include the identity of the ship, the position of the ship (latitude and longitude)
and the date and time of the position provided. Figure 5 shows an illustration of the
LRIT system architecture.
Figure 5 LRIT System Architecture (Source: IMO)
LRIT information can be provided to contracting governments and search and rescue
authorities, upon request, through a system of national, regional and cooperative LRIT
Data Centres using the International LRIT Data Exchange. Each Administration
should provide to their LRIT Data Centre a list of the ships entitled to fly its flag
together with other salient details and then the list should be updated. Ships should
41
only transmit the LRIT information to the LRIT Data Centre selected by their
Administration (IMO, 2008a).
The SOLAS Regulation provides the principles for the cost incurred in LRIT data
exchange. Contracting governments should bear all costs associated with any LRIT
information and they should not impose any charges on ships in relation to the LRIT
information they may seek to receive. Basically ships entitled to fly its flag should not
incur any charges for transmitting LRIT information. The search and rescue services
of contracting governments may receive LRIT information free of any charges in
relation to the search and rescue of persons in distress at sea (IMO, 2008a).
3.3.3 Components of the LRIT System
According to Performance standards and functional requirements for the LRIT
adopted by the resolution MSC.263(84) adopted on 16 May 2008, the LRIT system
consists of the shipborne LRIT information transmitting equipment, the Application
Service Provider (ASP), the Communication Service Provider (CSP), the LRIT Data
Centre, including any related VMS, the LRIT Data Distribution Plan and the
International LRIT Data Exchange (IMO, 2008a). The details are described as follows:
a. Shipborne equipment
Generally, GMDSS equipment may be used as LRIT shipborne equipment. LRIT
shipborne equipment should transmit the LRIT information using a satellite
communication system which provides coverage in all areas where the ship operates.
The shipborne equipment should be set to automatically transmit the ship’s LRIT
information at 6-hour intervals to the LRIT Data Centre identified by the
Administration. The equipment should be capable of transmitting the Global
Navigation Satellite System (GNSS) position (latitude and longitude) of the ship,
without human interaction. The interval of data transmitting can be configured
remotely. In addition, the shipborne equipment should transmit LRIT information
following receipt of polling commands.
42
b. Application Service Provider (ASP)
The ASP provides a communication protocol interface between the Communication
Service Providers (CSP) and the LRIT Data Centre. ASP provides services to: a
national LRIT Data Centre; a regional or a cooperative LRIT Data Centre; and an
international LRIT Data Centre.
c. Communications Service Provider (CSP)
The CSP links the various parts of the LRIT system using communications protocols
in order to transfer the LRIT information. A CSP may also play a role as an ASP.
d. LRIT Data Centre
The LRIT Data Centre collects LRIT information from ships instructed by their
Administrations and provides information to LRIT users upon request. There are three
types of LRIT Data Centres: a national LRIT Data Centre; a regional or a cooperative
LRIT Data Centre; and an international LRIT Data Centre.
A national LRIT data centre is established by a contracting government. A regional or
a cooperative LRIT Data Centre is established by a group of contracting governments.
Upon request, national, regional and cooperative LRIT Data Centres may provide
services to contracting governments other than those establishing the centre. An
international LRIT Data Centre recognized should be established by IMO. Contracting
governments not participating in a national, regional or cooperative LRIT Data Centre,
or contracting governments may participate in the establishment of an international
LRIT Data Centre. Ships, other than those which are required to transmit LRIT
information to either a national, regional or cooperative LRIT Data Centre, should
transmit the required LRIT information to the international LRIT Data Centre.
43
e. International LRIT Data Exchange
The international LRIT Data Exchange (LRIT-IDE) routes LRIT information between
LRIT Data Centres using the information provided in the LRIT Data Distribution Plan.
LRIT-IDE should be connected to all LRIT Data Centres and the LRIT Data
Distribution Plan server. European Maritime Safety Agency (EMSA) was appointed
as the LRIT-IDE operator by IMO, and EMSA commenced its duty as the LRIT-IDE
operator from 18 October 2011 (EMSA, 2011).
f. LRIT Data Distribution Plan
The LRIT Data Distribution Plan is established and maintained by IMO. The LRIT
Data Distribution Plan should include a list indicating the unique LRIT identities of
contracting governments, SAR services entitled to receive LRIT information, LRIT
Data Centres, the international LRIT Data Exchange, ASPs, the LRIT Data
Distribution Plan server and the LRIT Coordinator.
3.3.4 Ship Security Alert System (SSAS)
In addition to the existing emergency and distress system (GMDSS), the SOLAS
Regulation XI-2/5 requires ships to be fitted with a Ship Security Alert System (SSAS)
in order to address the maritime threat from piracy and terrorism. In emergency cases,
the SSAS will transmit a security alert to ship’s administration.
The security alert includes identification and location of the ship, and indicates that the
security of the ship is under threat or it has been compromised. The system will not
raise any alarm on-board the ship. It should be capable of being activated from the
navigation bridge and in at least one other location. The procedures for the security
alert should be agreed with the ship’s administration as part of the ship’s security plan.
Procedures and format of the ship’s security alert are not standardized internationally.
Commercial SSAS service providers offer solutions employing e.g. INMARSAT-C or
Iridium.
44
3.4 Data Exchange and System Integration
Under the integrated maritime policy, the recent trends are pursuing the enhanced
interoperability and integration between existing monitoring and tracking systems,
across the different maritime sectors. Such an integration of the existing or future
maritime surveillance systems is considered as an essential tool towards the
improvement of services provided by authorities at sea.
VMS has been regarded as relatively far advanced in operational data sharing between
countries, but restricted in any sharing outside the fisheries sector. Recently, national
and regional AIS data exchange is developing fast. Due to the many benefits of data
exchange and system integration, all countries have plans to start or further develop
the integration.
3.4.1 Cooperation on Data Exchange
a. VMS data exchanges
In the fisheries sector, it was agreed that there was a need for international and
regional cooperation in VMS and in monitoring, surveillance and control (MCS) in
view of the high levels of IUU fishing across jurisdictions. As a result, various kinds
of VMS data exchange networks are in operation between fisheries authorities and
Regional Fisheries Management Organizations (RFMOs)
12 to share data on IUU
vessels at the international level (FAO, 2007).

12According to FAO Fisheries Report 185, expert consultation of the use of VMS and satellite for
fisheries MCS, the following Regional Fisheries Management Organizations have implemented or are
considering implementing VMS measures within their areas of competency for their member States:
– North East Atlantic Fisheries Commission (NEAFC);
– Northwest Atlantic Fisheries Organization (NAFO);
– Commission for the Conservation of Antarctic Marine Living Resources (CCAMLR);
– International Commission for the Conservation of Atlantic Tuna (ICCAT);
– Commission of the Conservation for Southern Blue Fin Tuna (CCSBT); and
– Indian Ocean Tuna Commission (IOTC)
45
VMS data of a fishing vessel that is in the waters of another country are sent to coastal
states. VMS data are also forwarded to RFMOs by flag states whose vessels are
operating in the waters controlled by the RFMO. Under the VMS data exchange
system, the member states can access to VMS data on specific request, and that
received data are to be treated as confidential. In practice, VMS data are generally not
exchanged with other national agencies such as maritime authority, customs and police.
However, there is a possibility of data access from such national agencies for public
purposes in specific cases (EC, 2008).
b. Regional AIS networks
With a view to benefit from AIS information, many maritime authorities have
recognized the value of exchanging the AIS data with a centralized national network.
In this context, most countries have national AIS network systems. Furthermore,
adjacent countries are collaborating to exchange a national AIS network in several
regions. There are many examples of regional AIS networks such as HELCOM for the
Baltic Sea and the North Sea Safety at Sea Working Group for the North Sea. There
has been a similar initiative in the Mediterranean Sea amongst 10 countries
13. At the
end, many military initiatives for AIS networks have been built, such as MSSIS
(Maritime Safety & Security Information System) operated by NATO, the Regional
Virtual Maritime Traffic Centre (V-RMTC) hosted by the Italian Navy, and the Black
Sea Harmony network managed by the Turkish Defense.
c. LRIT data exchange
Pursuant to the SOLAS Regulation on LRIT, multi-lateral or regional agreements for
sharing LRIT information between SOLAS contracting governments have been
established. Such agreements are mainly for maritime security and search and rescue
purposes. Contracting governments can receive information about ships navigating

13 A common AIS Mediterranean network whereby 10 Member States: Portugal, Spain, France,
Slovenia, Italy, Malta, Greece, Cyprus, Bulgaria and Romania
46
within a distance not exceeding 1,000 nautical miles off their coast through the LRIT
Data Exchange.
In the European Union (EU), the EU LRIT Data Centre plays a role as regional LRIT
Data Centre for the member states of the Committee. The existing SafeSeaNet system
communication platform is used to facilitate the sharing of LRIT information between
Member States. Through the regional LRIT Data Centre, member States can make use
of LRIT data for maritime security, SAR, maritime safety and protection of the marine
environment. For the functionality of LRIT, all LRIT data could be exchanged via
LRIT Data Exchange between national, regional/cooperative and international LRIT
Data Centres.
3.4.2 System Integration
a. VMS and LRIT
LRIT is a similar system to VMS. As examined in the previous Chapter, VMS has
been introduced by FAO as a tool for MSC for fisheries industry and also by IMO in
the interests of marine safety and search and rescue. Under the LRIT and VMS
systems, ships are required to report their positions to their flag states at regular
intervals and, if such a report is not received, an alert will be provided to the operator.
According to the LRIT Performance standards
14, national, regional and cooperative
LRIT Data Centres may also serve as a national, regional or cooperative VMS and
may require, as VMS, the transmission from ships of additional information, or of
information at different intervals, or of information from ships which are not required
to transmit LRIT information. VMS may also perform other functions in addition to

14 Revised performance standards and functional requirements for the long-range identification and
tracking of ships (IMO Res. MSC.263(84)) adopted in May 16 2008.
47
the basic functions for LRIT. There is good example in the Republic of Korea. In
Korea, a National VMS is playing a role as a National LRIT Data Centre
15.
If LRIT requirements are extended to fishing vessels for maritime security purposes,
fishing vessels fitted with VMS equipment could easily meet the requirements of
LRIT. In this case, fisheries authorities can easily pass the VMS data to the LRIT
centre in the flag state, the coastal state, or the regional centre, upon request. FAO
indicates that this sharing of VMS information is already being discussed by flag
states to coastal states where fisheries agreements make this a requirement of access to
fishery resources (FAO, 2006).
b. AIS and VMS
While AIS is a system for identification and tracking of ships in short-range, LRIT is a
global system for identification and tracking of ships. AIS and LRIT/VMS are not
inter-operable or compatible because each uses different communications systems and
reporting rates. Furthermore LRIT and VMS are not designed for collision avoidance
or situational awareness. Therefore, LRIT and VMS are not an acceptable substitute
for AIS. However, AIS is acceptable for LRIT. It is clearly described in SOLAS
Regulation V/19-1 that ships fitted with an AIS, and operated exclusively within sea
area A1, will not be required to carry the LRIT equipment. Since the LRIT message
information is a subset of the AIS message information, integration of functionalities
of AIS and LRIT could be efficient. On the receiving side, the LRIT exemption for
ships operating only in sea area A1 creates the impression that any required LRIT
information of those ships is supposed to be extracted from the received AIS data (EC,
2008). Currently, satellite AIS is under development by the US. It is anticipated that
the development of satellite AIS will overcome the shortcoming of present AIS by
extending its coverage from short-range to global.

15 See the 5.4.4 of Chapter 5
48
3.4.3 Vessel Traffic Monitoring and Information System (VTMIS) in EU
The European case shows a good example for the integration of an interoperable
surveillance system. The EU adopted the policy
16 on establishing a Community Vessel
Traffic Monitoring and Information System (VTMIS) in 2002 with a view 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. VTMIS is an interoperable surveillance system to bring together
existing monitoring and tracking systems used for maritime safety and security,
protection of the marine environment, fisheries control, control of external borders and
other law enforcement activities.
Such an integration of the existing maritime monitoring and surveillance systems is
considered as an essential tool towards the improvement of services provided by
authorities at sea in all the areas. To establish the VTMIS, member states are required
to set up infrastructures for ship reporting systems, ships’ routeing systems and VTS.
Member states should also be provided the appropriate equipment and shore-based
installations for receiving and utilizing the AIS information (EC, 2002).
In addition to the above, member states should establish and operate the maritime
information management exchange system, national SafeSeaNet, at national or local
levels. SafeSeaNet is a specialized system to facilitate the exchange of information in
an electronic format between member states and to provide the Commission with the
relevant information. It is composed of a network of national SafeSeaNet systems in
member states and a SafeSeaNet central system acting as a nodal point. The

16 DIRECTIVE 2002/59/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 27 June
2002, establishing a Community vessel traffic monitoring and information system and repealing Council
Directive 93/75/EEC
49
SafeSeaNet network links all national SafeSeaNet systems and include the SafeSeaNet
central system (see Figure 6). The system allows information to be transmitted 24
hours a day. Upon request, through SafeSeaNet, member states should be able to send
information on the ship and the dangerous or polluting goods on board to other state
(EC, 2002).
Figure 6 SafeSeaNet (Source: German Federal Waterways Administration)
3.5 Small Ships Monitoring
In the Republic of Korea, 90.8% of registered ships are fishing vessels
17 and 94.9%
are small ships of less than 100 gross ton18. According to the marine accidents

17The total number of registered ships is 85,556. Among them, fishing vessels are 77,713 (90.8%) and
non-fishing vessels are 7,843 (9.2%).
50
statistics, 72.2%19 of marine accidents are caused by small-sized ships of less than 100
G/T. Generally, small ships are vulnerable to safety compared to big ships. Since
most small ships are operating in coastal waters, they are not obliged to carry safety
and emergency equipment on board ships. To reduce marine accident, the maritime
policy should be focused on the small ship. In this context, it is very important to
discuss small ships monitoring as a future trends.
Chapter V is the section that specifically includes fishing vessels in the SOLAS
Convention. Nevertheless, SOLAS Regulation V/19 does not require the mandatory
carriage requirement of AIS for fishing vessels, small ships, pleasure craft and inland
waterway vessels. However, under SOLAS Regulation V/1.4, the Administration may
determine to extend the provisions of the regulation for: ships below 150 gross
tonnage engaged on any voyage; ships below 500 gross tonnage not engaged on
international voyages; and fishing vessels. This means that a national administration
can choose to implement the regulations on AIS for its own fishing vessels, if it so
wishes. It is expected that many maritime administrations and ship operators may
realize the potential benefits of AIS to enhance the safety of navigation.
ITU classifies AIS into class A and Class B in the AIS Technical Standards (ITU-R
M.1371-120). According to the ITU Recommendation, while the Class A AIS is
intended for SOLAS ships, the Class B AIS provides facilities for non-SOLAS ships.
The Class B AIS device, for example, transmits information at less frequent intervals
than the Class A AIS. The Class B AIS also does not transmit the vessel’s IMO
number, ETA or destination, navigational status and text safety messages.

18 4,229 ships out of 7,843 non-fishing vessels are less than 100 gross ton. 76,948 ships out of fishing
vessels are less than 100 gross ton.
19 2,984 incidents (72.2%) out of 4,136 incidents are caused by ships of less than 100 G/T.
20 Recommendation ITU-R M.1371-1, Technical characteristics for a universal shipborne automatic
identification system using time division multiple access in the VHF maritime mobile band
51
Administrations have the responsibility of determining the applicability of the Class A
or Class B AIS device to vessel categories.
Most fishing vessels currently do not carry AIS, except for those on ships of 300 gross
tonnage and upwards engaged on international voyages. However, in Europe, carriage
of AIS is mandatory for fishing vessels. According to the EU regulation
21, fishing
vessel with an overall length of more than 15 metres and flying the flag of a EU
member state and registered in the Community, or operating in the internal waters or
territorial sea of a member state, or landing its catch in the port of a member state
should be fitted with an AIS (Class A). Fishing vessels equipped with AIS must
maintain it in operation at all times (EC, 2009). The decision to introduce an
obligation to carry AIS for fishing vessels was a response to the large number of
collision accidents involving fishing vessels. In short, AIS is a valuable and useful tool
for tracking of small ships including fishing vessels, pleasure craft and inland
waterway vessels.
Recognizing the importance of the small ship monitoring, the Korean Government
established the legislation to mandate the carriage of vessel monitoring equipment on
board in 2006. According to the Article 30 (Ship Position Transmitter) of Ship Safety
Act, ships must be equipped with a device which automatically transmits the position
of the ship (ship position transmitter) in order to secure the ship’s safety of navigation
and to enable a quick response to marine accidents. The ship position transmitter
should function properly when the ship is in operation. Where radio communication
equipment has a function of a ship position transmitter, the ship should be deemed as
being equipped with a ship position transmitter. Practically, all kinds of radio

21DIRECTIVE 2009/17/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 23 April
2009, amending Directive 2002/59/EC establishing a Community vessel traffic monitoring and information
system
52
communications devices
22 are reflected in the law. In the event of determining that
frequent appearances of piracy attacks may pose a threat to the safety of a ship, the
master of the ship may turn off the ship position transmitter. In such a case, the master
should record the fact in the ship’s logbook.
Pursuant to the Article 30 of the Ship Safety Act, in 2006, MTLM determined the ships
to be fitted with ship position transmitter as follows:
• Passenger ships
23 of 2 G/T and above
• Ships other than passenger ships of 300 G/T and above, engaged in
international voyages
• Ships other than passenger ships of 500 G/T and above, engaged in domestic
voyages
• Tug boats, oil tankers and ships carrying dangerous goods in bulk, of 50 G/T
and above
It is noted that fishing vessels and small ships are excluded in mandatory VMS scheme
due to the objections of the fisheries industries in Korea. The guidelines for
installation of Class A and Class B AIS and other radio equipment are established
under the Ship Safety Act.
3.6 Conclusion of Trends on Maritime Traffic Management Systems
The author does not intend to complete the summary of existing surveillance systems
or VTMIS, but rather draw attention to current and further trends on system
integration. With a view to the technological advances in maritime traffic monitoring
systems, it is expected that VTS would be extended into VTMIS. As defined in the

22 In GICOMS System, VMS equipment includes AIS, VHF DSC, commercial mobile phone for sea
area 1, MF/HF radio and satellite for sea area 2, and satellite for sea area 3. 23 The Ship Safety Act (Article 2) defines that “passenger ship” is a ship which can transport more than
13 passengers.
53
EU Directive, VTMIS is an integration of various systems such as VTS, AIS, VMS,
LRIT and data exchange system. Through the data exchange system, VTS Centres,
maritime authorities, fisheries monitoring authorities and MRCC may utilize the ship
movement information regardless of location in the world. It is likely that
implementation of LRIT would accelerate the system integration because existing
VMSs have regarded as LRIT Data Centre in accordance with the SOLAS Regulation.
In addition to data exchange and system integration, the small ships monitoring will be
focused in the world. To reduce the number of marine accident, the small ships
monitoring is crucial.
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4 DEVELOPMENT OF E-NAVIGATION
4.1 Introduction
It is expected that the introduction of e-Navigation will bring great impacts on
maritime traffic monitoring and surveillance. As outlined in the previous Chapter,
recent trends in maritime systems are the integration of existing and future systems
and the form of global network for information exchange. It is estimated that eNavigation will lead the information exchange through system integration. In this
context, this Chapter reviews the background of e-Navigation on the basis of the
process of the development of e-Navigation by IMO. It also gives general overviews
of the IMO strategy of e-Navigation. Finally, it describes the expected consequences
of e-Navigation.
4.2 Background of e-Navigation
In December 2005, Japan, the Marshall Islands, the Netherlands, Norway, Singapore,
the UK and the USA submitted a proposal
24 to IMO on the development of an eNavigation strategy. It was proposed to add a new work programme on the NAV
(Safety of Navigation) and COMSAR (Radio Communications and Search and Rescue)
Sub-committees. The proposal was aimed to develop a strategic vision for the
utilization of existing and new navigational tools, in particular electronic tools, in a
holistic and systematic manner. The proposal paper stated that e-Navigation would

24 It is proposed to add a new item on e-Navigation to the work programme of NAV and COMSAR
Sub-Committee (MSC 81/23/10) on 19 December 2005.
55
help reduce navigational accidents, errors and failures by developing standards for an
accurate and cost effective system that would make a major contribution to IMO’s
agenda of safe, secure and efficient shipping on clean oceans (IMO, 2005). The MSC
discussed the proposal and decided to include, in the work programmes of the NAV
and COMSAR Sub-Committees, a high priority item on “Development of an eNavigation strategy”, with a target completion date of 2008. The MSC also agreed
that the two Sub-Committees should consider the issues with the aim of developing a
strategic vision to develop the necessary policy direction for further progress of this
important work (IMO, 2006).
Many groups and organizations had cooperated on the development of an eNavigation strategy. Particularly the International Association of Marine Aids to
Navigation and Lighthouse Authorities (IALA) has been charged by IMO with
developing the e-Navigation standards. IALA e-Navigation Committee was
established in 2006 by international delegates, representing practitioners and technical
experts to contribute to the concept of e-Navigation through IMO.
Following the considerable discussion, the MSC of IMO at its eighty-fifth session, in
December 2008, approved “Strategy for the development and implementation of eNavigation”, as set out in MSC 85/26, annex 20 and approved the Framework for the
implementation process for the e-Navigation strategy along with “Time frame for
implementation of the proposed e-Navigation strategy”, as set out in MSC 85/26,
annex 21. MSC 85 also agreed to include a high-priority item on development of an
e-Navigation strategy implementation plan in the work programme of NAV,
COMSAR and STW (Standards of Training and Watchkeeping) Sub-committees.
According to the MSC 85’s decision, the COMSAR, NAV and STW Sub-Committees
have jointly participated in the development of an implementation plan of the
proposed e-Navigation strategy.
MSC recognized that it is needed to capture evolving user needs and to develop an
architecture and to carry out a gap analysis, a cost- benefit analysis and a risk analysis.
56
Upon formulating the implementation plan, e-Navigation will begin to be
implemented in 2012. It is agreed that the NAV would be responsible for overall
coordination: navigational aspects (equipment, ship reporting and vessel traffic
management); the COMSAR would be responsible for communication and SAR
aspects (equipment, procedures); and the STW would consider from the training
aspects.
The strategy for the development and implementation of e-Navigation states that eNavigation would intend to help reduce navigational accidents, errors and failures and
make a major contribution to IMO’s agenda. It is expected that the introduction of eNavigation would bring great effects on maritime traffic management and surveillance
systems.
4.3 Overview of IMO Strategy of e-Navigation
4.3.1 Definition and the Concept of e-Navigation
e-Navigation is currently defined by IMO as follows:
“e-Navigation is the harmonized collection, integration, exchange and
presentation of maritime information onboard and ashore by electronic means
to enhance berth to berth navigation and related services, for safety and security
at sea and protection of the marine environment”
IALA interprets that the ‘e’ stands for ‘enhanced’ or ‘electronic’, but this is not
necessarily limited. According to the IMO strategy, e-Navigation is conceptually
based on the harmonization of navigation systems on board and supporting services
ashore. e-Navigation is also based on global communications, electronic navigation
charts and electronic positioning systems. Its pillars are communications, navigation
and situational awareness on a foundation of the human/machine interface.
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It is understood that there will be three significant outcomes from e-Navigation that
are currently discussed. These are represented by ship based systems, shore based
systems and a communication infrastructure. Onboard navigation systems will be
developed by the integration of own ship sensors, supporting information, a standard
user interface, and a comprehensive system for managing guard zones and alerts. The
e-Navigation architecture is shown in Figure 7. The maritime traffic management will
be enhanced through better provision, coordination, and exchange of comprehensive
data. Information exchange onboard ship, between ships, between ship and shore and
between shore agencies will be promoted (IALA, 2009a).
Figure 7 e-Navigation Architecture (Source: IALA)
Recommendation e-NAV140 – The e-Navigation Architecture – the initial Shore-based Perspective (e-NAV101)
December 2009
Page 14 of 29
Figure 1 e-Navigation Architecture
UMDM
Ship
environment IBS
Transceiver station
Ship’s
sensors
Shipboard
Applications
INS
Application-toapplication
functional connection
other
ships
other
ships
mariner Shore- based
users
(e.g. VTS
Operators)
Shore
environment
Physical
Link (e.g.
radio link)
Link technology
encapsulation
Shore-based
technical
e-Navigation
services
(= shorebased
applications)
World Wide Radionavigation System (WWRNS) of IMO, including
GNSS, GNSS augmentation and terrestrial backup
58
4.3.2 Objectives and Benefits of e-Navigation
According to the IMO strategy, the core objectives
25 of an integrated e-Navigation are
to facilitate basic functions which are undertaken regarding ship operations by using
electronic data capture, communication, processing and presentation. The overall goal
is to reduce errors by making maritime navigation and communications become more
reliable and user-friendly. In addition, there are aims to provide standards for
integration and sharing of information between ships, between ship and shore and
between shore authorities and other parties in order to maximize navigational safety
benefits and minimize risks of confusion or misinterpretation.
The primary value of e-Navigation is to connect the ship’s bridge and VTS that would
achieve safer navigation through shared information. For full implementation of such a
system it would be mandatory for vessels by the SOLAS Convention (Chakraborty,
2009). IMO indicates the main benefits of e-Navigation in many aspects: improved
safety; better protection of the environment; augmented security; higher efficiency and

25 According to the strategy for the development and implementation of e-Navigation (MSC 85/26,
annex 20), the core objectives of the e-Navigation concept are to:
1 facilitate safe and secure navigation of vessels having regard to hydrographic, meteorological and
navigational information and risks;
2 facilitate vessel traffic observation and management from shore/coastal facilities, where appropriate;
3 facilitate communications, including data exchange, among ship to ship, ship to shore, shore to ship,
shore to shore and other users;
4 provide opportunities for improving the efficiency of transport and logistics;
5 support the effective operation of contingency response, and search and rescue services;
6 demonstrate defined levels of accuracy, integrity and continuity appropriate to a safety-critical system;
7 integrate and present information on board and ashore through a human-machine interface which
maximizes navigational safety benefits and minimizes any risks of confusion or misinterpretation on
the part of the user;
8 integrate and present information onboard and ashore to manage the workload of the users, while also
motivating and engaging the user and supporting decision-making;
9 incorporate training and familiarization requirements for the users throughout the development and
implementation process;
10 facilitate global coverage, consistent standards and arrangements, and mutual compatibility and
interoperability of equipment, systems, symbology and operational procedures, so as to avoid
potential conflicts between users; and
11 support scalability, to facilitate use by all potential maritime users.
59
reduced costs; and improved human resource management are detailed below (IMO,
2009a).
a. Improving safety
The standards in safe navigation will be promoted by improved decision support
enabling the users to select relevant unambiguous information pertinent to the
prevailing circumstances. It will be helpful to reduce human error through provision of
automatic indicators, warnings and fail-safe methods. The better integration of ship
and shore-based systems will lead to better utilization of all human resources.
b. Better protection of the environment and augmented security
Improving navigation safety will reduce the risk of collisions and groundings and the
associated oil pollution. Reducing emissions by using optimum routes and speeds will
contribute to protection of the marine environment. Silent operation mode for shorebased stakeholders for domain surveillance and monitoring will augment the security.
c. Higher efficiency and reduced costs
A fast track change management process in relation to technical standards for
equipment will augment the global standardization and type approval of equipment.
Automated and standardized reporting procedures will reduce administrative overhead.
Improved bridge efficiency will allow watch keepers to maximize time for a proper
lookout.
d. Improved human resource management
Enhancing the experience and status of the bridge team will improve human resource
management.
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4.3.3 Key Elements of e-Navigation
IMO defined seven key structural components of the e-Navigation policy as the basis
of developing e-Navigation (Pillich, 2011). They are mostly applicable onboard ships
and are follows:
• Integrated display of information using Electronic Chart Display Information
Systems (ECDIS);
• Electronic Positioning Fixing Systems (EPFS);
• Electronic information on vessel route, course, maneuvering etc.;
• Transmission of positional and navigational information using AIS;
• Electronic Navigation Charts (ENCs);
• Information reporting, prioritization and alert capability; and
• Transmission of distress alerts and maritime safety information.
As outlined in the concept of e-Navigation, mutually interacting parts of the eNavigation architecture can be identified as follows:
• Shipboard systems of information/data processing devices;
• Application-to-application data exchange via physical links ship to shore and
shore to ship; and
• Shore-based e-Navigation system architecture that integrates a variety of shorebased technologies and data processing devices.
e-Navigation would provide an infrastructure designed to enable authorized seamless
information transfer onboard ships, between ships, between ships and shore and
between shore authorities and other parties with many attendant benefits. It is
supposed that architectures of a shipboard system and a shore-based system would be
as shown in Figure 8 and Figure 9.
61
Figure 8 Shipboard System (Source: Author sourced from IMO)
Figure 9 Shore-based System (Source: Author sourced from IMO)
62
4.4 Expected Consequences of e-Navigation
E-Navigation is a broad and long-term concept involving many stakeholders and
having the potential to impact on the entire maritime community. Amongst those
likely to be affected are seafarers, ship owners, pilots, equipment manufactures, VTS
organizations, coastal states, port states and flag states. Further, the development of eNavigation will have a significant impact on all parts of training and the ship’s
operating procedures.
It is generally noted that the overall maritime trends are likely to lead to the following
consequences for e-Navigation (Pillich, 2011):
• The need for more efficient and harmonized data transfer between ships, and
between ships and shore will be increased.
• The need for improved communication facilities between shore and ship to
exchange information will be increased.
• It will be possible in detection, identification, and precise tracking of vessels
regardless of ship’s location on the global basis through the integration of
LRIT, VMS and satellite-based AIS.
• There may be a new need to manage fishing vessels, recreational craft and
small ships by shore-side authorities for the safety of navigation and maritime
security.
• There will be an increased need to assure and certify the competency of
mariners and shore-side users so as to make best use of e-Navigation
facilities.
• Comprehensive and effective risk assessment will increasingly become the
basis for the safe management of navigation, including means of VTS.
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4.5 Conclusion of the Development of e-Navigation
It is generally accepted the role of shore organizations, particularly VTS, in contributing
to prevent marine accidents. In VTS and other shore-based organizations, there are
significant developments taking place in relation to the collection, management and
display of information. The proposal paper to develop e-Navigation was submitted to
IMO in December 2005 as a strategic vision for the utilization of existing and new
navigational tools. This concept has been generally approved and the implementation
stage of e-Navigation is now beginning.
e-Navigation will bring great impacts to whole shipping industry. Amongst those likely
to be affected are seafarers, ship owners, pilots, equipment manufactures, VTS
organizations, coastal states, port states and flag states. The overall maritime trends are
likely to lead to the various consequences for e-Navigation. One of them is that it will be
possible in detection, identification, and tracking of vessels on the global basis through
the integration of LRIT, VMS and satellite-based AIS.
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5 GENERAL INFORMATION CENTRE ON MARITIME SAFETY AND
SECURITY (GICOMS)
5.1 Introduction
To improve the national capacity on maritime safety and security, the Korean
Government has established the “General Information Centre on Maritime Safety and
Security (GICOMS)”. The GICOMS is an information system which provides a general
picture for all Korean ships regardless of their location in the world and for all foreign
ships in Korean coastal waters on the basis of Geographic Information System (GIS),
what is called “Global Vessel Monitoring System (VMS)
26”. Moreover, the GICOMS is
a national project to establish an information center to share information between related
governmental agencies.
Since a large portion of marine accidents is involved in fishing vessels and small ships
27,
the Korean Government recognized the necessity of intensive safety management for
such ships in a systematic way. It is generally indicated that fishing vessels and small
ships are vulnerable to accidents due to poor safety equipment. Recent marine accident
statistics indicate that around 70% of marine accidents belong to fishing vessels and
small ships in Korea. The maritime traffic management for such ships became an urgent
issue in Korea.

26The term of “Global Vessel Monitoring System (VMS)” is used as a integrated vessel monitoring
system which includes all available systems, such as VTS, VHF DSC, MF/HF DSC, AIS, Mobile
Phone and satellite in the concept of GICOMS system
27 The Ship Safety Act (Article 2) defines that “small ship” is ship whose length is less than 12 meters.
65
In addition, the Korean Government recognized the benefits of data exchange and system
integration. The GICOMS is a model case for data exchange and system integration in
reflection with current trends in maritime sector. Furthermore, the GICOMS could be
regarded as a precedent in the shore-based system of e-Navigation.
In this context, this Chapter gives an overview of the GICOMS system on the basis of
plans and project papers published in the Ministry of Land, Transport and Maritime
Affairs (MLTM)
28. In addition, it investigates the process and current status on the
implementation of GICOMS on the basis of official reports of public hearing and
conference held by MOMAF during a consultation process. Finally, it evaluates the
process of project implementation and discusses the issues to be considered from the
perspective of future development of maritime traffic management in Korea.
5.2 Safety of Fishing Vessels and Small Ships
According to the accident statistics from Korea Maritime Safety Tribunal (KMST) for the
period from 2005 to 2010, 72.2%29 of marine accidents involved small-sized ships of less
than 100 G/T and 67%30 of marine accidents occurred in the coastal waters. Moreover,
most marine accidents affect fishing vessels. According to the statistics
31, 70.4 % of
accidents are caused by fishing vessels. Especially around half of the fishing vessel
involved in accidents belong to small-sized fishing vessels of less than 20 G/T32.
The more serious fact is that 65% of total life losses are caused in fishing vessel. 437
peoples died in fishing vessels accidents in the period of 5 years (2005-2010). In
addition, about 134 peoples die annually in marine accidents in Korea (KMST, 2011).

28 The Ministry of Maritime Affairs and Fisheries (MOMAF) was changed into the Ministry of Land,
Transport and Maritime Affairs (MLTM) in February, 2007. 29 2,984 incidents (72.2%) out of 4,136 incidents are caused by ships of less than 100 G/T.
30 2,118 incidents (67%) out of 4,136 incidents are caused in the coastal sea areas.
31 2,911 incidents (70.4%) out of 4,136 incidents are caused by fishing vessels.
32 1,320 (45.4%) incidents out of 2,911 incidents are caused by small sized fishing vessels of less than
20 G/T.
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The above fact indicates that fishing vessels and small ships are more vulnerable to
marine accidents compared to SOLAS Convention ships. It is also indicated that the
poor emergency communications and distress alert system of small fishing vessels are
affecting to higher accident portion of fishing vessels.
Table 1 shows the requirements of radio communication equipment. It indicates that
there is no means of communications and distress alert especially for fishing vessels of
less than 5 G/T.
Table 1 The Requirements of Radio Communication Equipment (Ship Safety Act)
Ship Radio communication equipment Remark
Ocean area VHF(DSC), MF/HF(DSC), NAVTEX, Inmarsat, EPIRB,
Radar Transponder(2), Portable VHF(3), SSAS, AIS GMDSS
Far coastal area VHF(DSC), MF/HF(DSC), NAVTEX, Inmarsat, EPIRB,
Radar Transponder(2), Portable VHF(3), SSAS, AIS GMDSS
Coastal Above
300G/T VHF(DSC), MF/HF(DSC), NAVTEX, EPIRB, AIS
Area Below
300G/T VHF(DSC), EPIRB, AIS(partly)
NonFishing
Vessel
Near coastal area VHF(DSC)
Ocean area VHF(DSC), MF/HF(DSC), NAVTEX, EPIRB
Radar Transponder, PortableVHF, AIS
Coastal Above 24m VHF(DSC), MF, EPIRB
area Below 24m VHF(DSC), MF
Near
Coastal Above 5G/T VHF(DSC)
Fishing
Vessel
area Below 5G/T No Requirements
(Source: Author sourced from the Ship Safety Act)
Adequate means of emergency communications and distress alert are crucial for efficient
search and rescue (SAR) operations. To reduce the number of accident, the means of
emergency communications and distress alert are necessary for small fishing vessels.
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5.3 Overview of the GICOMS
To face with a dramatic situation, the Korean Government has decided to act by
launching the GICOMS system. The GICOMS is a national project to set up a marine
crisis management system and an integrated maritime information system (MOMAF,
2002c). The GICOMS was established in order to enhance maritime safety and security
and the efficiency of maritime traffic. Moreover, the GICOMS was designed to improve
a national capability of response to incidents or dangerous situations at sea, including
search and rescue (SAR) operations. One of the main targets of the GICOMS project is to
enhance the safety of fishing vessels and small ships.
5.3.1 Background of the GICOMS
The rise of maritime transportation is mathematically increasing a risk of marine
accidents. In addition, piracy and armed robbery against ships have increased along with
the possibility of terrorist attacks on ships carrying hazardous cargo. Moreover, the
importance of maritime security was recognized after the September 11 terrorist attack in
the USA. To this end, there was a need to enhance the implementation of the monitoring
and information system for maritime traffic by using the advanced information
technologies.
To improve the capability of maritime monitoring and surveillance, it is crucial to extend
the coverage of the monitoring area globally. The GICOMS collects ship’s position
information through the integration of existing systems, such as AIS network, VTS and
satellite-based VMS. Ship’s position information are gathered and managed in Global
VMS. Global VMS is key element of the GICOMS system.
In addition, the GICOMS Data Centre has been set up at a national level. The purpose of
this Data Centre is to facilitate the exchange and sharing of information among the
governmental agencies in relation to human, ships and cargos.
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In May 2001, the Ministry of Maritime Affairs and Fisheries (MOMAF) initiated an
analysis of the working environments and established a five-year information strategy
plan to establish the GICOMS system. The fundamental stage of the GICOMS project
was carried out for 5 years from 2003 to 2007. Further, the expending stage of the
GICOMS project has been carried out from 2008.
In the first-year of the fundamental stage, a national AIS network, a satellite-based VMS
for international voyage merchant ships and a pilot system for the integrated information
centre were established successfully. On the basis of the successful first-year’s outcomes,
the GICOMS project had been implemented phase by phase.
5.3.2 Objectives of the GICOMS
The GICOMS project aims to set up a national marine crisis management system on the
basis of data exchange and system integration (see Figure 10). It also aims to improve
the national capability of responding to marine accidents, incidents and potentially
dangerous situations at sea. Furthermore, it is ultimately aimed to enhance maritime
safety and security and protection of the marine environment (MOMAF, 2002a). It is
hoped that the GICOMS system will play a significant role to enhance the safety of
fishing vessels and small ships in the Republic of Korea.
Figure 10 Objectives of GICOMS (Source: MLTM)
69
5.3.3 Legal Framework
MLTM is the responsible organization for establishment and implementation of the
GICOMS. To facilitate the implementation of this project, MLTM established the
guidelines and operational procedures. According to the procedures, the GICOMS
Operation Centre was established in MLTM headquarter, in Seoul, in 2004. The
GICOMS Operation Centre is in operation for 24 hours a day 365 days a year with
exclusive 5 operating staff.
Since the global VMS is the essential part of GICOMS, the Korean Government
amended the Ship Safety Act in January 2006 in order to include fishing vessels and
small ships in the scope of global VMS. As described in Chapter 3, the carriage of ship
position transmitter was mandated for all Korean ships by the Ship Safety Act. To
implement the mandatory VMS to fishing vessels and small ships, MLTM established
“Implementation Plan of VMS” in July 2006. The plan indicates that the purpose of
mandatory VMS is to reduce the marine accidents by fishing vessels and small ships
particularly in the coastal sea area (MOMAF, 2006a).
Currently, the Korean Government exempted fishing vessels from mandatory VMS
scheme for a certain period in consideration of the opinion from fishing industry.
According to the Ship Safety Law, the scope of the mandatory VMS should be
determined by the Minister of Land, Transport and Maritime Affairs.
5.4 Components of GICOMS
GICOMS consists of four parts as shown in Figure 11: Global VMS; Marine Accident
Management system; GICOMS Data Centre; and International Cooperation (MOMAF,
2002b). Each component of the GICOMS is detailed below.
70
Figure 11 System Architecture of GICOMS (Source: MLTM)
5.4.1 Global VMS
Global VMS is the core part of the GICOMS system. Ship position information is a key
data for situational awareness and initial response action to marine accidents. Global
VMS is a ship position information system on the basis of ENC. It tracks all vessels in
the coastal waters regardless of their flag and Korean flagged vessels in the EEZ and
oceans.
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Depending on the sea areas as defined in SOLAS Regulation IV/2 33 , various
communications are used to track vessels as shown in Table 2.
Table 2 Radio Communication Device for VMS
Sea Area Radio Device Remarks
A1 AIS, VHF DSC and Mobile phone Within 30~50 n.m
A2 MF/HF Radio, Satellite Within 150 n.m.
A3 Satellite
(Source : MLTM)
Global VMS consists of port VTSs, national AIS network and satellite-based VMS as
described in the following. Since vessels are operating in different areas, different
systems are used to monitor all vessels depending on their operation areas. Global VMS
gathers all information from the different systems.
a. Harbour VTSs
Harbour VTSs are traditional systems, which use radars and VHF. A total of fourteen
VTS centres are in operation in Korean main ports. In the scope of the GICOMS project,
the 14 VTS Centres were integrated into data centre and connected to the GICOMS
Operation Centre. All radar target data can be monitored from GICOMS Operation
Centre on real time basis. Moreover, a particular ship can be contacted via VHF
radiotelephone or VHF DSC34 from the GICOMS Operation Centre.

33 According to SOLAS Regulation IV/2,
Sea area A1 means an area within the radiotelephone coverage of at least one VHF coast station in
which continuous DSC alerting is available.
Sea area A2 means an area, excluding sea area A1, within the radiotelephone coverage of at least one
MF coast station in which continuous DSC alerting is available.
Sea area A3 means an area, excluding sea areas A1 and A2, within the coverage of an INMARSAT
geostationary satellite in which continuous alerting is available.
Sea area A4 means an area outside sea areas A1,A2, and A3. 34 Digital Selective Calling
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b. AIS Network
Pursuant to the SOLAS Convention, a National AIS network was established. It covers
the whole Korean coastal area with the coverage of 50 nautical miles at least. All VTS
centres have the AIS operation system to make use of AIS data as a VTS tool.
c. Satellite-based VMS
A satellite-based VMS covers all Korean ocean going vessels. Ships must report their
position at regular intervals via a GMDSS satellite transmitter outside Korean coastal
waters. Satellite-based VMS also performs the functions of the Ship Security Alert
System (SSAS). Any satellite communications can be used at the shipowner’s choice in
VMS and SSAS system.
5.4.2 Marine Accident Management System
The marine accident management system is a supporting tool for the decision-making
process against marine accidents or incidents related to maritime safety and security and
marine environment. It creates an accident report automatically on the basis of received
information via the government information network when an accident occurs at sea. The
system spreads the accident report to the relevant agencies via all possible methods as
soon as possible. It searches and extracts automatically and systematically from the
GICOMS Data Centre all relevant information about the vessels involved in the accident
such as shipowners, crews, cargo, last and next port of call and ship inspection.
Before this system, collecting information and making an accident report were carried
out manually. It was time consuming work. Further, marine accident information was
distributed and managed via the telephone, fax and e-mail. Converting into the
standardized computerization system would contribute to the efficiency of accident
analysis and the reliability of situational management. So far, this system is applicable
for only Korean flagged ships (MOMAF, 2002b).
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5.4.3 GICOMS Data Centre
The GICOMS Data Centre collects and exchanges information to speed up counter
measures to marine accidents. It integrates a large number of individual databases or
information systems in the country as shown in Table 3.
Table 3 The List of Individual Systems Consisting of GICOMS Data Centre
(Source : MLTM, Design Plan for GICOMS)
Category Individual Information System
Marine Traffic
Information
• VTS information (MOMAF)
• AIS Network (MOMAF)
• Satellite-based VMS (MOMAF)
• LRIT Data Centre (MOMAF)
• Fisheries information system (MOMAF)
• Fisheries guidance ship information (MOMAF)
• Passenger ship operation management system (Korea Coast Guard)
Navigational Safety
Information
• Navigation safety information system (KMST)
• Salvage management system (MOMAF)
• NAVTEX (Coast guard)
• Weather information system (Meteorological Administration)
• Marine weather forecast system (MOMAF)
• Tide and current signal system (local marine administration)
Ship & Seafarers
Information
• Ship registration information system (MOMAF)
• Ship inspection information system (ROs)
• Port State Control information system (MOMAF)
• Flag State Control information system (MOMAF)
• Seafarers information system (MOAMF)
• Port traffic and management system (MOMAF)
Marine
Accident information
• SAR system and COSPAS-SARSAT (Coast Guard)
• Marine rescue coordination system (Coast guard)
• Marine accident information system (KMST)
• Red-tide alert system (National Fisheries Research & Development Institute)
International Maritime
Affairs Information
• International maritime affair information system (MOMAF)
• APCIS (Tokyo-MOU)
• ReCAAP ISC information network
74
A diversity of information about marine traffic information, navigational safety
information, ship information and marine accident information are collected in the
GICOMS Data Centre from the many different agencies in various formats. It processes
the received data and stores them into a central database.
The purpose is to collect as much data as possible from all available sources in order to
be able to cope with all situations as fast and efficient as possible. Where an accident
occurs, all relevant information about the vessels can be searched from the GICOMS
Data Centre on the basis of ship position information. These searched information can be
utilized by related agencies, such as SAR authorities.
GICOMS Data Centre provides the users with an information service in many ways. The
exclusive data link and specialized applications are used for the governmental agencies.
For better information sharing, special information consoles are installed in specific
agencies, such as Coast Guard and Local Maritime Authorities. In addition, the GICOMS
Data Centre provides shipowners with VMS service on the basis of ENC via internet free
of charge. The registered shipowners can search their own ship at any place wherever an
internet service is available (see Figure 12).
Figure 12 The Web Page of Web-VMS (Source: MLTM)
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5.4.4 International Cooperation
The GICOMS system provides international cooperation with the Information Sharing
Centre (ISC) of the Regional Cooperation Agreement on Anti-Piracy in Asia (ReCAAP).
ISC was installed as an information interface terminal for international cooperation
within member States networking and operating 24 hours. The GICOMS Operation
Centre is playing a function as a focal point required by ReCAAP and maintaining
communications networks with ISC. The GICOMS system also plays a role as a National
LRIT Data Centre to exchange LRIT information (MOMAF, 2002b).
To participate in an international cooperation, the Korean Government has contributed35
in the Marine Electronic Highway (MEH) project in the Straits of Malacca and Singapore
since 2003. The MEH project has aimed to set up a prototype for the integration of the
maritime safety component with the environmental protection and management
technologies (Sekimizu, Sainlos & Paw, 2001). Pillich indicates that the MEH project is
regarded as the first practical step towards e-Navigation conducted by IMO (Pillich, n.d.).
There is potential possibility in mutual cooperation between the GICOMS and eNavigation.
5.5 Perspective of GICOMS
5.5.1 Implementation of VMS for Fishing Vessels and Small Ships
As noted that the mandatory VMS could contribute to reducing the accident rate for small
ships and fishing vessels, MLTM drafted a public notice on the mandatory VMS for
fishing vessels. MLTM has a strong intention to include fishing vessels and small ships
in the scope of Global VMS within the GICOMS system for safety and security purposes.

35The Korean Government has participated in financial contribution to the MEH project from 2003.
According to the MLTM, about 1 million USD was donated in the MEH project from the Korean
Government.
76
As a consultation process, MLTM held public hearings 4 times in September 2006 at
different local places to collect public opinions about the mandatory VMS for fishing
vessels. According to the official reports of the public hearings, there are some negative
opinions in implementing VMS for fishing vessels. Even though most of the people
agreed basically on the mandatory VMS for fishing vessels for safety and security
purposes, the fisheries industry was concerned that the VMS data could be used by law
enforcement authorities. As a result, fishing vessels are excluded from the mandatory
VMS at the moment. The fisheries industry requires the following (MOMAF, 2006b):
• To delay the implementation of mandatory VMS as long as possible;
• To make sure that the VMS data should not be used by law enforcement
authorities; and
• To support the cost for installation of VMS device by the Government.
It is expected that the mandatory VMS for Korean fishing vessels would take a little
longer. However, considering the positive effects of mandatory VMS, every ship should
be tracked and monitored to protect human lives and properties at sea. It should be
reminded the fact that 70.4 % of accidents are caused by fishing vessels and 437 peoples
died by fishing vessels’ accidents for 5 years.
In this context, the fishing industry should be accompanied and supported by the
government in order to accept and integrate Global VMS installation. The target number
of small ships and fishing vessels for VMS are shown in Table 4 together with the
recommended VMS devices. Furthermore, the total cost for installation of VMS devices
for a total of 31,119 ships (small ships 2,496, fishing vessels 28,623) is estimated36 to
around 24,984,900 USD based on Table 4.

36 The detail of total amount 24,984,900 USD are calculated as follows:
– · Fixed Devices : 10,672 ships × 1,000 USD = 10,672,000 USD
· Potable Devices : 20,447 ships × 700 USD = 14,312,900 USD
77
According to the Ship Safety Act, the Minister of MLTM may decide the scope of the
applicable ships for vessel monitoring system. The positive and active approach to the
fisheries industry is necessary to achieve the ultimate goal of the GICOMS project.
Table 4 Number of Ships for VMS and Recommended VMS Devices
Type Number of
Ships
Communications
Devices VMS Devices
Coastal Area
(ships≥5G/T) 2,332 VHF
Classs-B AIS
VHF DSC,
SSB(modem)
NonFishing
Vessels Coastal Area
(ships<5G/T) 164 Portable Device
Coastal Area
(ships≥5G/T) 8,340 VHF
Classs-B AIS
VHF DSC,
SSB(modem) Fishing
Vessels Coastal Area
(ships<5G/T) 20,283 Portable Device
(Source: MLTM)
5.5.2 Perspective of GICOMS taking into account e-Navigation
As outlined in the Chapter 4, the core of shore-based e-Navigation is the integration of
individual information systems and seamless information exchange in a unified and
simple way.
Under the concept of e-Navigation, seamless information transfer between potential eNavigation users will be provided. The integration of individual information systems and
information sharing are the core part in the GICOMS project as well. The GICOMS
project has been developed and implemented from the beginning of discussion of eNavigation in IMO. In this context, the GICOMS project is regarded as an important
precedent case in e-Navigation.
To concrete implementation of the GICOMS, it is crucial that the safety and security for
fishing vessels and small ships should be managed. As discussed in this Chapter, the
maritime traffic monitoring and surveillance for fishing vessels and small ships could
78
contribute in reducing the marine accidents especially in the coastal waters. To this end, a
legal framework for implementation of GICOMS should be improved. Moreover, the
GICOMS system should be evaluated and upgraded continuously in line with the
progress of the development of e-Navigation by IMO. All requirements for the eNavigation adopted within the framework of IMO should be reflected in the GICOMS
system and vice versa.
In addition to this, the user’s opinion should be collected and reflected regularly during
the process of system development.
5.6 Conclusion of the Development of the GICOMS
The GICOMS is considered as a successful model case for system integration and data
exchange in maritime sector. The GICOMS has contributed in enhancing overall
maritime safety, security and protection of marine environment in Korea. However, the
monitoring for fishing vessels and small ships are remaining issue.
The GICOMS system is an integrated information system reflecting recent trends in
maritime sector. In terms of data exchange and system integration, the GICOMS system
could be regarded as a precedent of e-Navigation.
The GICOMS system should be evaluated and upgraded to reflect the progress of the
development of e-Navigation by IMO. To concrete implementation of the GICOMS, the
GICOMS system should be developed in line with e-Navigation through the international
cooperation.
It is anticipated that the GICOMS will be a national marine crisis management system on
the basis of Global VMS covering fishing vessels and small ship in near future.
79
6 CONCLUSION
This dissertation intended to review the existing systems for maritime traffic
management and analyzed the trends of such systems taking into account e-Navigation. It
also attempted to investigate the current status of development of e-Navigation and
estimate consequences of e-Navigation. Furthermore, it reviewed the case of GICOMS
project of the Republic of Korea as a precedent of e-Navigation. Ultimately, this
dissertation aimed to study the prospects for evolution of maritime traffic management
taking into account e-Navigation. It is hoped that this research works would be helpful to
policy makers for providing policy options on the future direction of national marine
traffic management in the Republic of Korea.
At the outset, the author examined the traditional systems for maritime traffic
management, namely VTS, Mandatory Ship Reporting System and VMS. Vessel
movement information is a key for maritime traffic managements and surveillance. Also,
without ship’s position information, it would not be possible to conduct search and rescue
operations efficiently. It is true that VTS has played a significant role in reducing marine
accidents in the area of ports and their approaching channels.
VTS is primarily a shore-based maritime traffic management system. The benefits of
VTS are that it allows identification and monitoring of vessels, strategic planning of
vessel movements and provision of navigational information and Helpance. VTS renders
information services at fixed times or at the request of a vessel. It also renders the
navigational Helpance services and the traffic organization services to prevent
congestion and dangerous situations in the VTS area. Shore VTS centres should be
equipped with radar systems to detect vessels, radio communications systems to
80
communicate with vessels, and operating staff. Vessels navigating in a VTS should make
use of VTS services for the safety of navigation and port operation.
There are two types of ship reporting systems under the international conventions. The
mandatory ship reporting system under the SOLAS Convention for the purpose of
maritime safety or the marine environment should be accepted by IMO. The master of a
ship must report to the appropriate authority. The system should be operated by the
shore-based authority designated by a Contracting Government. The participation of
ships should be subject to no cost. STRAITREP is an example of the mandatory ship
reporting system operated by VTS authorities in the Straits of Malacca and Singapore.
On the contrary, the ship reporting system under the SAR Convention is not required to
be accepted by IMO but generally operated generally by MRCC for SAR operations.
Reporting of a ship location makes RCCs take a positive SAR watch. If a regular position
report or final report is not received from a ship, RCCs will check for the safety of the
ship. If these checks are unsuccessful, then they will initiate SAR operations. In this
context, it is important that the masters of ships should comply with the defined
procedures for reporting ship’s position. AMVER and AUSREP are good examples of
ship reporting systems for SAR operated coast guard as an MRCC.
VMS collects position and operation data from ships automatically. Generally it is used
in commercial fishing to monitor and regulate fishery resources by fishery authorities. It
is noted that VMS is an essential tool as an approved monitoring, control and
surveillance system. FAO encourages states to implement effective fisheries monitoring,
control, surveillance and law enforcement measures including VMS. As a result, most
fishery authorities are operating VMS as a MCS tool against IUU fishing in both national
and international contexts.
81
The author has analyzed the trends of maritime traffic management particularly on the
basis of the systems for the identification and tracking of ships in both short-range and
long-range. As a result, the integration of systems and information sharing seem to be the
trends in the maritime systems during the last decade. Especially, maritime security has
been an issue together with maritime safety. As measures to strengthen maritime security
and to combat maritime terrorism, the carriage of the AIS and SSAS was mandated on
board vessels in 2004. Also, IMO adopted LRIT for global identification and tracking of
vessels in 2006. Moreover, IMO mandates to install ECDIS on board vessels from 2012.
It is clear that such new technologies have brought great influences on maritime traffic
monitoring and surveillance in the world.
AIS has changed the working environment not only on board ships but also in shore
stations. AIS allows to automatically identify and track ships in a short range. The most
benefit of AIS for mariners is its capabilities to increase navigational situation awareness
and help in collision avoidance in the ship­to­ship mode. Moreover, AIS has become a
key element in VTS. AIS can Help in identifying targets, by name or call sign and by
ship type and navigational status. In addition to the automatic identification of vessels,
AIS has many possible functions and benefits as VTS tools, such as improved tracking
area outside of the radar coverage and electronic transfer of safety messages. AIS can
also be used in search and rescue operations. AIS will become a key part in an overall
international maritime information system, supporting voyage planning and monitoring.
This will help Administrations to monitor all the vessels in their areas of concern and to
track dangerous cargo.
Although AIS has many benefits, AIS users should keep in mind that there are some
limitations. Since all vessels may not be equipped with AIS, AIS users should not be
overly dependent on AIS as means for vessel identification. Moreover, AIS users should
remember that AIS data might include errors. The unreliability of AIS data is a critical
issue. Since the effectiveness of such systems depends upon the competence of those
who operate them, the ship operator should be trained and educated properly. In addition,
82
proper supervision of data accuracy by competent maritime authorities would enhance its
efficiency in all navigation operations.
While AIS is designed for coastal areas, LRIT is designed to provide the global
identification and tracking of ships. Ships should automatically transmit LRIT
information, which can be provided to contracting governments and search and rescue
authorities, upon request, through a system of national, regional and cooperative LRIT
Data Centres using the International LRIT Data Exchange.
As outlined before, it is clear that the data exchange and system integration are current
trends in maritime traffic management systems. Various VMS data exchange networks
are in operation between fisheries authorities to share data on IUU vessels at the
international level. Many regional AIS networks are used in the world to make use of the
benefit of AIS information. LRIT information is also shared via LRIT Data Exchange
between Contracting Governments globally.
With a view to the technological advances in maritime traffic monitoring systems, it is
expected that VTS would be extended into vessel traffic management and information
systems (VTMIS). As shown in the EU Directive, VTMIS is integration of various
systems such as VTS, AIS, VMS, LRIT and data exchange system. Through the data
exchange system, VTS centres, maritime authorities, fisheries monitoring authorities and
maritime rescue coordination centres may utilize the ship movement information
regardless of location in the world. It is likely that implementation of LRIT would
accelerate the system integration because existing VMSs are regarded as LRIT Data
Centre in accordance with the SOLAS Regulation.
Furthermore, the technological advances allow to facilitate identification and tracking of
fishing vessels and small ships in coastal areas. Especially, class B AIS was developed
for non-SOLAS ships. It is likely that AIS will play a key role in monitor small ships
including fishing vessels, pleasure craft and inland waterway vessels in the near future.
83
The author, then, examined the development of e-Navigation based on the current status
and trends in maritime traffic management systems. It is indicated that e-Navigation has
the potential to enhance maritime safety and security, protection of the environment; the
efficiency of operations and the human resource management. It is expected that eNavigation would play a role to overcome the shortcomings accompanied by new
technologies and systems in the maritime sector. Full implementation of e-Navigation
would bring great impacts on the whole shipping industry. Also, e-Navigation is a broad
and long-term concept involving many stakeholders and has the potential to impact on
the entire maritime community. Amongst those likely to be affected are seafarers, ship
owners, pilots, equipment manufactures, VTS organizations, coastal states, port states
and flag states.
The overall maritime trends are likely to lead to various consequences for e-Navigation.
One of them is that it will be possible in detection, identification, and precise tracking of
vessels regardless of ship’s location on a global basis through the integration of LRIT,
VMS and satellite-based AIS.
Finally, the author has reviewed the GICOMS project as a precedent in e-Navigation.
Under the concept of the GICOMS, all possible existing maritime systems have been
integrated at a national level and GICOMS Data Centre was established for information
exchange among the related government agencies. GICOMS has been evaluated as a
successful project to enhance maritime safety, security and marine environment
protection. However, from the implementation point of view, the GICOMS system does
not play a role in the safety of fishing vessels and small ships, because the legal
framework was not set up to apply the mandatory vessel monitoring scheme for them.
As described in Chapter 5, fishing vessels and small ships are more vulnerable to marine
accidents compared to SOLAS ships. Statistics indicate that most marine accidents are
occurred by small-sized ships and fishing vessels in coastal waters. Moreover, in fishing
vessels less than 5 G/T, there are no means for emergency communication and distress
alerts. To reiterate the argument, fishing vessels and small ships should be managed in a
84
systematic way in order to reduce marine accidents in coastal waters and to save human
lives at sea. In this context, the author emphasizes the importance of the implementation
of the mandatory VMS for fishing vessels and small ships to reduce marine accidents in
coastal areas.
To apply the mandatory VMS to fishing vessels and small ships, the author is of the
opinion the following issues should be considered.
Firstly, with a view to the poor economic condition of the fisheries industry, the
installation of VMS equipment on fishing vessels and small ships should be supported by
the government. As reviewed in Chapter 5, the target number of small ships and fishing
vessels for VMS are 31,119 ships (small ships 2,496, fishing vessels 28,623). The
estimated installation cost should be covered by the financial Helpance from the
government. The effort to establish new funds for supporting installation costs would be
desirable in cooperation between the government and the marine insurance industry,
because the insurance industry will be a primary beneficiary in the reduction of marine
accidents.
Secondly, the position information for fishing grounds should be protected. Apart from
the possibility of illegal fishing, position data for successful fishing grounds is highly
valuable information commercially. For this reason, the fishing industry objects to
provide VMS information. Therefore, this matter should be reflected in the development
of VMS devices and shore facilities. In addition, it should be assured that the position
information of fishing vessels should not be used for law enforcement purposes by
marine police agencies, but it should be used solely for safety and security purposes.
Lastly, the operation coasts of VMS would be subjected to the government. In satellitebased VMS, the communication costs should be paid by shipowners. However, in the
system for safety purposes, the operation costs should be covered by the government.
85
In conclusion, the legal framework for implementation of GICOMS should be improved.
Even thought the system integration and information sharing facilitation have been
established successfully, the system is not fully implemented yet due to lack of
participation from fishing vessels and small ships. To realize and achieve the ultimate
goal of the GICOMS and e-Navigation, all ships in all waters should participate in such
systems. In addition, the GICOMS system should be evaluated and upgraded
continuously in line with the progress of the development of e-Navigation by IMO. All
requirements for e-Navigation adopted within the framework of IMO should be applied
to the GICOMS system. In the process of this application, the user’s opinion should be
collected and reflected regularly.
86
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