Introduction

In 2016, marine insurers Allianz Global Corporate and Specialty group (AGCS) completed a five year study of marine liability insurance claims. Their analysis of almost 15,000 incidents concluded that human error was the primary cause in 75% of cases. The report went further, concluding that up to 96% of marine accidents involve human error to some degree. Statistics highlighting the negative impacts of the human element and its associated errors within the maritime industry have been continually highlighted over many decades. Seafaring places considerable demands on officers and crew and ship operations are vulnerable to human error.

In response, a fertile digital technology market has emerged, offering a myriad of tools that are designed to relieve the cognitive burden on the seafarer. These technologies enable an enhanced working environment where decision making is being supported by increased, more accurate, and more timely data. The concept of e-Navigation facilitates advancements that could really make an impact on ship safety and operational efficiency. 

In this deep dive, we will take a tour through the e-Navigation concept and take a look at some of the technologies that are making a difference to the safety and resilience of global shipping as well as delivering a more optimised, efficient, and integrated ocean freight sector.  

What is e-Navigation?

The concept of e-Navigation was introduced by the International Maritime Organization (IMO) in May 2006 during the Marine Safety Committee’s (MSC) eighty-first session. The idea is a simple one – a clearly defined strategy that aims to integrate existing and new navigational aids and tools for improving and enhancing safety at sea. 

The International Maritime Organization (IMO) defines the concept of ‘e-Navigation’ as “the harmonised collection, integration, exchange, presentation and analysis of marine information on board 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”.  Essentially, its inception marked the beginning of a new age of integrated navigation, where ships no longer operate as insular and isolated agents of the global supply chain, but as a more visible and cooperable mechanism for global trade.

The idea of e-Navigation was formed as a dynamic concept that can continually develop as technology advances and requirements within the industry change and evolve, as they are beginning to do at pace. As communications networks improve and innovators develop new applications that harness emerging technologies, the e-Navigation concept is designed to provide an established frame of reference from a global regulatory standpoint. 

Core objectives of e-Navigation

During its developmental stages, the IMO identified 11 key objectives for e-Navigation. These objectives included and are not limited to the following areas:

• Facilitate safe and secure navigation of vessels having regards to hydrographic, meteorological and navigational information and risks.
• Facilitate communications, including data exchange among ship to ship, ship to shore, shore to ship, shore to shore and other users.
• 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.
• 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. 

Further information and the complete list of the eleven objectives in relation to the purpose of e-Navigation can be found in Annex 20-MSC 85/26 addition 1. 

Strategy implementation plan (SIP)

In 2014 during the MSC’s ninety-fourth session, the subcommittee finalised and approved the e-navigation Strategy Implementation Plan (SIP) following prolonged discussions. The plan specifically focused on implementing five prioritised e-Navigation solutions that also took into account the tasks that had been identified by the IMO formal safety assessment (FSA).

The primary objectives that were identified within the SIP are:

• S1- Improved, harmonised and user friendly bridge design 
• S2- Means for standardised bridge reporting 
• S3- Improved reliability, resilience and integrity of bridge equipment and navigation information 
• S4- Integration and presentation of available information in graphical displays received via communication equipment 
• S5- Improved communication of VTS Service Portfolio (not limited to VTS stations)

The e-Navigation SIP remains under continuous review by the MSC with updates being regularly conducted based on the progress and status of proceedings within each phase. The purpose of the SIP is to identify the actions that are needed to progress and develop the five primary objectives of e-Navigation. The dynamic nature of e-Navigation and the SIP allow for changes due to an ever-evolving landscape to be considered and actioned within this framework. With the five priorities above in mind, the planning process highlighted and emphasised the way in which certain maritime services will be essential in assisting e-Navigation in becoming what it can be within the industry. 

Maritime services

A fundamental element of the e-Navigation concept is on improving information and providing it in a more integrated and harmonised way. Stakeholders have highlighted that a number of maritime services are required to transition from older, more conventional transmission methods such as VHF radiotelephony to more current, digital and innovative technologies such as information exchange tools like application programming interface (API). Directly in line with solution S5 of the SIP (see above), a list of 16 maritime services were identified by the IMO as requiring changes on the path to improved service provision through e-Navigation.

These services are collectively referred to as a ‘Maritime Service Portfolio (MSP)’ consisting of the following: 

• VTS information service
• Local port service 
• Vessel shore reporting 
• Nautical chart service
• Nautical publications service
• Real time hydrographic and environmental information service 
• Meteorological information service 
• Maritime safety information service (MSI) 

As well as focusing on the specific services that are pivotal to the progression of e-Navigation, six locations were also identified as areas of focus for the delivery of these defined maritime services. Those six areas that were defined included. 

1. Port areas and approaches
2. Coastal waters and confined or restricted areas
3. Open sea and open areas
4. Areas with offshore and/or infrastructure developments
5. Polar areas 
6. Other remote areas

The technological landscape of the maritime industry has developed immensely since the concept of e-Navigation was first formed. Notable developments and innovations have paved the way for enhancing safety through the harmonisation of information sharing. A key pillar of this is the International Hydrographic Office (IHO) S-100 standard which has been described as  ‘an essential component of the move for hydrography to transition to being digital and more in line with e-Navigation requirements’. As this concept gains more traction and integration in the industry, users will be provided with a plethora of data and information streams, however ‘there is a need to standardise the data so it can be seamlessly displayed on navigation systems’. 

The S-100 standard

According to IMO guidelines, the maritime services specified in the concept framework are all required to conform with the S-100 standard as a baseline. This specification ensures that maritime data products are available and those in development are going to support the standards and system requirements of future industry.

What is the S-100 standard?

Despite being in use in May 1992, the current IHO transfer standard for digital hydrographic data – S-57 – is considered limited and unsustainable for the digital needs of industry going forward. The way that the data format is structured in the standard at this stage is not capable of supporting the future requirements, such as supporting dynamic information like gridded bathymetry. This standard has also been regarded as unsuitable due to the way in which it ‘restricts the flexibility and capability of using a wider range of transfer mechanisms’. These restrictions have resulted in some believing that S-57 is purely focussed on electronic navigation charts (ENCs) but this is not the case. 

Due to the issues associated with S-57 as well as the way in which it restricts the potential of e-Navigation, the IHO decided on the development of a better suited and more dynamic standard, in the form of S-100. This standard will include requirements already contained within S-57 however will be closely aligned with ISO 19100 geographic information standards. They are a series that standardise relevant aspects of the description and management of geographic information. They focus on supporting data management, processing, and analysis within the geographical information space. The combination of the S-57 and ISO 19100 standards along with the newer additions through S-100 forms a strong foundation for the creation and implementation of a range of digital products and applications. 

The S-100 standard is a framework document that is intended for the development of digital products and services for hydrographic, maritime, and GIS communities. This standard which has been developed by the IHO is a framework, not only relating to electronic navigation charts (ENC) but a range of other services and products required within the wider maritime industry. These other services will include spatial models to support imagery and gridded data, 3-D and time varying data and new applications that go beyond the scope of traditional hydrography such seafloor classification and in depth bathymetry data.

The foundation of these standards is the idea that seafarers, through the S-100, will have navigation systems that connect to and integrate information from various data streams, relieving some of the cognitive burden that is often experienced during a navigational watch. Not only are the benefits intended for seafarers, but the standards have the potential to positively impact the wider maritime community by increasing operational efficiencies within ports and terminals; improving the industry environmentally as well as increasing the level of safety at sea.

In order to encourage conformity and prevent any duplication during the development stage of these standards the IHO Hydrographic Services and Standards Committee (HSSC) allocated specific numbers and bands of numbers to be used within product development. The defined areas and some of the notable progressions within each are as follows:

S-101- S199- International Hydrographic Organization (IHO)

Developments and progress within this area are being led by the IHO with hydrographic offices worldwide working in line to support and assist where required. The one hundred number band is heavily focused on solutions that will aid in increasing the safe navigation of vessels including; S-102 bathymetric surface, S-111 surface currents, S-123 marine radio services and S-129 Under Keel Clearance Management (UKCM).

S-102 Under Keel Clearance Management  will see the introduction of a ‘bathymetric coverage layer for navigation and other purposes’. Traditionally, depth contours and soundings on charts have been the primary data source used when deciding where a vessel can and can’t navigate. This data is more often than not outdated and its accuracy can’t always be determined with confidence. For such a pivotal element of the safety of not only the vessel but also the crew and the environment, a more recent data source for the depth is invaluable. A three dimensional ‘picture’ of the bottom would meet this requirement, and this is exactly what is meant by High-Definition Gridded Bathymetry (HDGB).

This standard is capable of increasing spatial and situational awareness of navigators as well as making high definition data retrieved with ease from hydrographers. The ability to offer this information as an overlay – whilst also maintaining a high level of confidence on the data being displayed – is a beneficial element to electronic navigation services and welcomed by users.

S-111 Surface currents was the first data service that was released by the National Oceanic and Atmospheric Administration (NOAA). The data concerned includes forecast guidance of surface water currents extracted from oceanographic forecast modelling systems (OFS). This hydrodynamic modelling system predicts water current, temperature, and water level which is then processed and used to produce forecast guidance for the next 48 hours.

Surface currents, along with other data sets such as S-104 water level information, both facilitate the transfer and exchange of tidal information and standardise how tidal data can be integrated into an Electronic Chart Display and Information Systems (ECDIS).  The integration of these information areas is going to provide the user a greater awareness and understanding of the surface current movement in both direction and speed. The United Kingdom Hydrographic Office (UKHO) believe that ‘by integrating this with other standards in the S-100 family, we hope to improve safety and efficiency, helping users with tasks such as under keel clearance and no-go areas’.

S-129 is the UKCM specification that is aiming to offer a format for digital data exchange between ECDIS, Electronic charting system (ECS), Portable Pilot Units (PPU) and a UKCM system. A UKCM system is a dynamic system that uses models and real-time met-ocean inputs to produce vessel specific services (e.g. tidal windows, routes, no-go areas) to ensure that minimum under keel clearances are maintained.

In December 2021, a commercial voyage using a digital tool that recieved updates from S-129 was tested and completed on board M/T Tern Ocean in Tjeldsundet sound, Noway. This world-first trial saw pilots testing new data sets in the ‘S-100 Demonstrator’ by navigating a vessel in a relatively shallow area with varying currents and tides to determine the level of assistance this standard can offer to safe-Navigation. An important objective for S-129 is to be able to extend the room for navigable maneuver, meaning that vessels will be able to sail immediately when the tidal levels permit rather than having to wait on the more traditional methods of waiting for the exact times based on high tide calculations. 

S-201-S-299- International Association of Marine Aids to Navigation and Light Authorities (IALA)

IALA is leading the work ongoing within the S-200 band. They are focusing on the areas that would typically be within their remit including aids to navigation information, port call messages and DNGSS station almanac to mention a few. S-201 aids to navigation (AtoN) covers the structure that is needed for the sharing of information relating to AtoNs. Creating this information on buoys, lights and other navigation related aids in a consistent format should aid the exchange of information between various authorities and agencies. 

S-211 is the format that has been defined for port call messages, this is mainly working on allowing standardised sharing of data relating to a port call. This format has been based on port collaborative decision making, which focuses on instant data sharing to improve coordination of port activities and operations. This standard is not port specific, it is important to highlight that the overriding aim here is to improve collaboration within maritime transport as a whole. 

S-301-S-399- The Intergovernmental Oceanographic Commission (IOC)

The IOC is a United Nations body responsible for supporting global ocean science and services. Whilst working towards the UN Agenda 2030 amongst many other goals they are also responsible for this section of the standards, at this stage there has been nothing proposed in line with S-100. 

S-401-S402- Inland ENC harmonisation group (IEHG)

The primary focus of the IEHG within S-401 and S-402 is specifying the requirements for products that are made in relation to inland ENC’s and using bathymetric contour overlay for inland ENC’s. The scope of this work is detailing specifics such as structure, data content and encoding for the technical work needed in this area.

S-411-S-414- Joint Technical Commission for Oceanography and Marine Meteorology

The products being developed within this band are focusing entirely on weather related information including ice information, weather overlays and wave conditions and observations.

S-421-S-430- International Electrotechnical Commission (IEC)

In July 2021 the IEC published and released a product specification for S-421 route plan exchange. This standard which strives to facilitate route plan information exchange offers benefits to a core element of navigation. A passage plan for a vessel in line with SOLAS (Safety of life at sea) chapter V, is a legal requirement for a vessel prior to departing a berth and commencing a passage.

This standard which is currently at the initial level 1 and pending demonstration in the real world is focusing on assisting in making route information exchange harmonised between ports, vessels and all other relevant parties. This standard specification can potentially improve not only the situational awareness of mariners on board vessels, overall levels of safety at sea as well as improving just in time arrivals and operations through the sharing of information. 

S-501-S-525- NATO geospatial maritime working group for additional military layers

This band has been designated to NATO for the creation of additional military layers that might be required. However at the time of writing there aren’t officially any proposed additions to these standards.

The standards and individual specifications mentioned within the bandings of S-100 in many ways embody the definition of e-Navigation, they can and will all play a role in creating a more harmonised and integrated maritime industry that many parties will benefit from. The standards are being developed with the goal of being capable of supporting a variety of hydrographic related digital products and customers. The S-100 is fully aligned with mainstream international geospatial standards, thereby enabling the easier integration of hydrographic data and applications into geospatial solutions.

What are the benefits of e-Navigation?

The S-100 standard is an integral part of the concept of e-Navigation, this new digital data standard will support the next generation of digital navigation products and services. This framework is working towards integrated data streams that are in a machine readable format, as well as offering a means of a plug and play implementation to users. e-Navigation offers a range of benefits to the industry as a whole, for port and terminal users as well as the navigators responsible for the operation of vessels. Some of the additional benefits include:

1. Standardisation

Improving safety and reducing accidents is often one of the main drivers for change within the maritime industry. The same can be said of e-Navigation and the aims of its implementation, however despite best intentions, there needs to be some industry wide guidance to avoid the over complication and the issues that this could cause. The IMO believe that ‘if current technological advances continue without proper coordination there is a risk that future development of marine-Navigation systems will be hampered’.

The introduction of the SIP in conjunction with the S-100 standard has provided a framework and guidance that can support and allow development to progress in a productive manner. This standardisation will not only aid in a smoother transition towards a more harmonised future, but will also aid on an individual level for seafarers. The implementation of a more standardised system and design of bridge systems will have a resultant effect on mariner training. Understandably it has been commented that a higher level of standardisation on navigation systems will lead to more standardised training, and this will be easier for the-Navigation community to provide and enforce in the further, and simpler for the mariner to complete. 

2. Enhanced safety and situational awareness

The integrated format of various data sources within a system will immediately offer the benefit of pooled resources and expertise to all system users. The sharing of reliable information will increase the situational awareness of the system operators. From the navigating officer onboard having a greater understanding of the surrounding environment, not only with regards to vessels navigating in the surrounding area. The option to increase awareness through other means will be available such as  the weather conditions provided directly through weather overlays, surface current information as well as the option of detailed bathymetric data pertaining to the safe-Navigation of the vessel.

The ease of view for the various sources of information will aid the navigating officer as well as reducing the cognitive burden that is often associated with the many tasks required during a navigational watch. The IMO e-Navigation strategy implementation plan- Update 1 covered in  greater detail, the specifics on the benefits we will see. In particular the way in which standardised and automated reporting, along with automated updating of baseline data and documents will allow ships crew to enter information into their system only once and for it to be shared by authorised authorities without further intervention being required  by the ship.

The ability for the navigator to have the required information available on one screen as well as having a reduction in some of the repetitive tasks normally completed will free up not only time, but mental capacity. Aiding in the ability to build a greater situational awareness which in turn will increase the overall level of safety. The level of safety on an individual level for the vessel and ships crew, as well as the wider industry itself. 

3. Operational efficiency improvements

The core objectives of e-Navigation stated the way in which an important aim within this work is to make improvements between shoreside services and onboard services. Improvements specifically within communications, working on improving facilitation through better data exchange but also a higher level of information integration to support and improve workload and decision making for users. 

Technology and digital advancements that we have witnessed over the last few years have shown the invaluable potential that data and improved data exchange can bring to the industry. Whether that be in the way that voyage optimisation solutions are allowing vessels to steam at not only an economically friendly speed but both an environmentally friendly speed to ports. More often than not the data that the shoreside parties require is related to the vessels themselves. Information such as the vessels draft to allow berth allocation and port planning, ETA (estimated time of arrival) for planning pilots if required, amongst a range of other data. This information traditionally has to be transmitted and relayed manually by the navigator to the shoreside parties, commonly through the completion of a pre-arrival form or over radio communications. These transmission methods are not geared towards assisting in optimising port calls and vessel scheduling.

The proposals for e-Navigation and the higher levels of information integration and exchange, could greatly improve operational efficiency within the whole industry. The ability for ports, vessels, shoreside users and other parties to access a range of information centrally will remove the need for many repeated processes that currently take place. Data being shared to and from vessels will assist users in making smarter decisions, ‘the potential of a system that can make detailed information on a vessel and cargo arrival available in advance; or the ability to ease throughout and thereby effectively increase capacity in ports, fairways and waterways would be invaluable’. 

4. Environmental improvements

With the IMO continuing to focus on tackling climate change there are multiple solutions and technologies that will have the opportunity to play a role here. Methods such as voyage optimisation, which the IMO have commented the way in which  these solutions will play a part in anywhere from 1-10% reduction in greenhouse gasses. The improved exchange and use of information that e-Navigation can bring will allow numerous parties to use this information to help contribute to environmental improvements and tackle reductions in emissions. An area that is at the forefront of the industry with targets now set at limiting global warming to 15 degrees and halving global emissions by 2030. 

With the industry striving to reach net zero emissions by 2050, the smarter use of data can play an important role in this target. The ability for a vessel to arrive at a port at the exact time in which it can sail straight to a berth using both DUKC information as well as the pilots and shoreside parties being highly coordinated, due to improved access to ETA information. This is just one example of many that exist in the improved capabilities due to e-Navigation. Smoother, more seamless operations that result in less waiting times for berths, slower more economical steaming by vessels, better use of resources shoreside will all ultimately result in a reduction of the emissions created traditionally by the slower less efficient systems. 

This concept can also assist in positive environmental changes further afield with it being tipped as offering great promise in Arctic waters where harsh conditions may preclude the use of other, more traditional safety tools and navigation aids. There are some exciting examples of work already being done here such as the Arctic next generation navigational safety information system, automated watchdogs and the collaboration between the Wildlife Conservation Society and the Marine Exchange of Alaska for the ongoing work on vessel tracking for remote communities. 

Challenges for e-Navigation

e-Navigation at its core is intended to meet the needs of the user, both of today and those of the future. This implementation and path to achieving this unification between parties however will need to be carefully considered and overcome some potential barriers.

1. Crew training

The maritime industry is in the midst of the fourth industrial revolution often referred to as industry 4.0. This term refers to the way in which many companies are integrating new technologies including the internet of things (IoT), cloud computing, analytics and machine learning into operations. However it is imperative that the users and crews that will be predominantly using these technologies and systems are continually considered, not only throughout the development but during the implementation periods as well. The implementation of any new solution will have to ensure that all users and those involved have received suitable levels of training to ensure high levels of competencies and have a genuine understanding of the fundamentals. 

The training must evolve to be cognizant of the impacts of the fourth industrial revolution on the maritime industry. Similar to other elements within training and familiarisation of crew and users, the shortcomings of the systems and their limitations needs to be addressed. This is vital to ensure that users are aware of these and can mitigate against them, as well as cross checking and referencing information to ensure its accuracy. 

Over reliance on systems previously such as ECDIS in many cases have caused issues due to navigators having a false sense of security with the system and not being suitably aware of the limitations that exist. The greater level of information and data that is going to be integrated into systems through the progression of e-Navigation is something that needs to be focal within training and refreshing of uses to ensure high levels of competency remain. 

2. Cooperation between stakeholders

The numerous parties involved in the facilitation of e-Navigation have to ensure that collaboration and cooperation between all those involved takes place to ensure a standardisation within this area. There are already well established e-Navigation solutions and test beds worldwide, these are all of varying levels and at differing stages of development. The products, services and solutions that are developed need to be compatible with a global framework that allows other areas and users to make the most of the developments and growth opportunities in e-Navigation. 

There is concern among some members of the IMO specifically with regards to the implementation of the strategy. Their view is that implementation tasks should be clearly specified in terms of compelling need and what can be accomplished realistically within a reasonable time frame. There are differing views between countries with areas such as Germany, Australia and other Baltic countries proposing that a heightened project management stance should be implemented. Whereas several countries including the United Kingdom, China and Panama agreed that the IMO’s traditional testbed methods are suitable within the scope of this concept. 

Geographical differences in developments in e-Navigation, as well as differing views within IMO members are expected. However, for the wider benefits that e-Navigation can offer it is imperative that all work done in this area is well coordinated, collaborative and results are openly shared to allow the industry as a whole to work towards worldwide improvements and implementation. 

3. Information overload

It is common knowledge that introducing more information, additional overlays and data sources into a system can lead to a higher level of complexity if not introduced in the right way. The availability of a wide range of information can lead the user to display too much information which can resultantly reduce the situational awareness and understanding of certain factors. For example a navigator on the bridge with every overlay and integrated data feed displayed could be cognitively overwhelmed and oversee a risk to the safety of the vessel’s navigation. 

There is the view that trying to integrate new technologies into existing equipment, systems or information services often causes more problems than it solves. However it is important to note that it will be the responsibility of the users to determine what information they need from the systems and to ensure that they have the relevant information that they need at that time. 

Testbeds and trials.

As part of the development program for e-Navigation the use of test beds in this area was deemed as vital in assisting to successfully reach this concept industry wide. The test beds served the purpose of ‘allowing for early detection of new system functionality, operational usability, areas of enhancements and identification of weaknesses’ . Several test beds were established in light of this that were all working towards the pooling of results and resources.

SMART navigation project.

This Korean led test bed project ran from August 2013 until December 2020. To the international community e-Navigation in Korea is commonly referred to as SMART navigation. This term was coined in line with the outcomes of this project with ships, shore parties and the network being heavily focused on within the trial. The focus of all work completed in this area is based around progress being made within the following areas: 

Sea traffic coordination and optimisation

Maritime domain awareness

Active and proactive maritime safety management 

Remote assistance 

Maritime Telematics  

The network was identified within the scope of this work as being a critical part of the ongoing development within e-Navigation. An LTE (Long Term Evolution) communications network was established within this framework, aiming to gain higher transmission speeds for data and information exchange.  This network which is used to deliver the fastest internet experience is used within Korea to enhance maritime digital communications, notably enabling the communication range to be 100km from the coast line. 

Korea has been heavily involved in the field of e-Navigation and working towards this harmonisation within the industry. In 2014 alongside Sweden and Denmark, South Korea signed a memorandum of understanding (MOU) for the implementation of common testbeds for e-Navigation solutions. 

Efficiensea.

This testbed was in operational stages from 2009 to 2013, during this time sixteen partners from six countries focused on making improvements in the Baltic Sea region. The focus of the work within this testbed was efficient, safe and sustainable traffic at sea through concise and coordinated actions. This collaborative work assisted in the creation of e-Navigation solutions that improved connectivity for ships. It acted as a demonstrator in the Baltic region and saw further growth due to its successes. There are now thirty-two partners from thirteen countries, who are working on real life implementation of developed solutions to work towards the maximum impact within the second stage referred to as Efficiensea2. 

Multiple testbeds have been completed, these have raised valuable outcomes and results that assist in progressing e-Navigation and working towards the improved harmonisation of information collection and integration. There is still considerable work ongoing in testbeds such as the work in the active e-Maritime Integrated Research Platform (eMIR) that is due to be completed in 2023 and the Hermitage testbed which has the same expected completion date. 

Conclusion.

e-Navigation has been developing and improving over the years since the term was coined back in 2006. The increase in technological advancements and developments over the past decade will support and further propel this concept into the wider maritime industry. The idea of highly collaborative and cooperative systems that allow numerous stakeholders and parties to not only receive beneficial information, but also to contribute to this is one that the industry could reap the many benefits from. The future of the industry could be one of an operational, environmental and financially improved landscape in which parties share and work together in all areas of e-Navigation. 

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