De brochure 2007 DVS 04-12-2007 12:45 Pagina 4

THE M
ar NIS CONCEPT
De brochure 2007 DVS 04-12-2007 12:45 Pagina 5

THE M NIS ar MarNIS proposes means to put an end to

present fragmentation of measures in
place through the development of a con-
ships’ Electronic Navigation Charts and
other shore-to-ship services using
modern telecommunications means
T
s
M
CONCEPT cept where resources, systems and allowing for timely corrections when t
services are organised and strengthened required. m
1 Background of MarNIS
into one coherent set of measures. • Better management of the ship, it’s

Maritime safety, efficiency, security and

Developments have led to the MarNIS cargo and it’s crew, through: 3
concept which, through its integrated - Allowing for the use of the two way i
protection of the environment are inex-
approach, provides for safer and more system (communication ship to shore s
tricably linked. Supported by the
efficient shipping, whilst furthering the and vice versa) to enable a better pre-
European Commission (EC) Green Paper
protection of the environment and facili- paration of unloading-loading A
"Towards a future Maritime Policy for
tating the need for security, thereby operations planning, advance of t
the Union", a requirement has been
meeting the requirements of policy connection of the cargo to hinterland c
clearly identified for coherent, transpa-
makers, maritime authorities, ports and transport, supplies to the ship, change t
rent, efficient and simplified solutions in
related industries. of the crew, etc. i
support of cooperation, interoperability
and consistency between member States, b
systems and sectors, placing emphasis on
2 Principles of MarNIS The MarNIS concept is not only meeting c
these strategic objectives, it is surpassing B
and promoting the role of the maritime
According the original remit of MarNIS them. M
industry.
the strategic objectives include: b
The MarNIS concept is developing means
Figures in the Green Paper state that
• Better observation of all rules and a whereby the Master is only required to
90% of the EU’s external trade and over 3
better follow-up of the maritime report once, all other updates being fed
40% of its internal trade is transported
traffic, through:
i
automatically into the information mes-
by sea, with Europe having 40% of the
- Screening all elements and data saging structure and passed on to the
world fleet. This emphasizes the impor- V
required from a ship while it is still relevant authorities. Early reporting
tance of the continued efficiency of D
navigating towards the port. leads to improved planning for ports and
ports, the effective management of ves- r
Communication by the ship to the related nautical services through
sel traffic in coastal waters and the facili- d
relevant office on shore of all the enhanced traffic organisation services
tation of trade through cooperation and s
required data for conducting controls and the integral traffic plan. A messa-
coherence. t
with respect the application of ISM, ging structure designed to involve all
I
ISPS, codes of the ILO or indeed other authorities, not only maritime, is under
Further, the EC is promoting the deve- r
Conventions, of all customs, sanitary, development so that the passage of a
lopment of E-Maritime, a meeting of n
veterinary and phyto-sanitary rules, ship may be as safe, efficient and secure
services and systems, in response to the a
immigration and identity, or certifica- as possible whilst rendering less threat to
need for a more transparent and harmo- s
tes of competence checks amongst the environment as a consequence of
nized approach within the maritime sec- t
others; incidents.
tor in general in order to secure its posi- N
- Enhanced use of tracking technology,
tion as a leading transport mode.
e.g. AIS, to improve the efficiency of Through innovative use of resources and
A
traffic monitoring and control of technologies, shore-based operators are
The EC co-funded 6th Framework project m
operations, also allowing to better able to monitor and provide the appro-
MarNIS (Maritime Navigation and p
provide services such as emergency priate level of assistance wherever the
Information Services) is contributing to t
tugs, oil pollution combating vessels, ship may be located in the coastal
the development of E-Maritime. The p
salvage capabilities and assisting in the waters, shifting the emphasis from reme-
focus is placed on the improved ex- l
decision making process in allocating dial services towards proactive services.
change of information and provision of r
ships to safe havens. Enable neigh- Through the identification of High Risk
services and the required infrastructure b
bouring countries to better share Vessels appropriate measures may be
to meet the requirements placed on o
maritime-control public-services taken in order to relieve the threat to
both the authority and business level. m
resources and even pool control the coastline and oceans. Research in
The stakeholders may include on the one f
efforts; MarNIS into the legal consequences for
hand the ship itself, together with the o
- Developing proposals for the standar- this more proactive approach has indica-
ship owner, operator and agent, and on f
disation and harmonisation in a ted that coastal States have the opportu-
the other hand shore-based entities, f
European network for the safety and nity to monitor and prevent undesired
including maritime authorities (e.g. t
routing of ships at sea, also being incidents from developing through the
Search and Rescue (SAR), coastal and
dependent on maritime weather use of appropriate risk-based assessment
port), related authorities (e.g. customs S
information. Additionally, updating of methods, also under development within
and immigration) and commercial parties c
MarNIS.
within the port sector. i
t
The following notions are used through-
v
out MarNIS: early reporting; buying
d
time; no blame culture; reporting once
c
to authorities; reducing risks; reducing
i
administrative burden; improving safety;
o
improving efficiency of remedial services;
e
they are all common place within the
MarNIS project.
 De brochure 2007 DVS 04-12-2007 12:45
d The following sections outline the pre-
sent status of development of the
MarNIS concept and the way in which
the concept is attending to the require-
ments.
3 The information and
information exchange
structure
At the heart of the MarNIS concept is
the information and information ex-
change structure. Simplification of repor-
e ting requirements and the creation of
interoperability between different mem-
ber State systems and sectors provide for
coherence, transparency and efficiency.
g Based on the single reporting from the
Master and/or agent all processes can
begin.
s SSN++ also has access to reference data-
3.1 Elements of the
infrastructure
Vessel and agent: Under current
Directives and various regulations and
d National Single Window (NSW):
rules the Master is faced with a tremen-
dous reporting burden, often having to
send the same information numerous
times to numerous different authorities.
In the MarNIS concept the Master is
required to report once through the port
notification to the destination port or
anchorage. All relevant authorities and
o etc.) as well as handling requests for
services are then provided the informa-
tion required by them through the
National Single Window.
d ate information is in the first place made
Authorities: Authorities requiring infor-
mation from maritime traffic and trans-
port are numerous and fall under the
traditional maritime authorities, such as
port, coastal, search and rescue and pol-
-
lution, or other authorities such as secu-
rity, customs, immigration, health and
border control. Each currently makes use
of their own means for maritime infor-
mation management and would benefit
from increased access to data and inter-
operability. The MarNIS concept provides
- ties as additional information to the ship
for a harmonised and coherent system
- notifications or for internal (local)
for the exchange of all relevant informa-
tion.
t itself. Information provision to external
SafeSeaNet++ (SSN++): SafeSeaNet
n partners is on an authorised basis only.
currently acts as an index server, allow-
ing the authorized user to find informa-
tion on notifications, cargo manifests,
- Systems (PCCS): The considerable
voyage history and incident history. Basic
data is held within the SSN system whilst
contact points are provided for further
information on for example dangerous
; should not be ignored but embraced in
or hazardous goods. The MarNIS concept
s;
envisages an expansion and strength-
Pagina 6
ening of the role of SSN into the so- communication between different PCCS P
called SSN++, providing a more efficient in different ports as well as "feeding" is
service through the SSN++ Core and the the PSW with the required information. n
SSN++ Portal leading to more added o
value through the generation of notifi- Maritime Operational Services a
cations to coastal authorities on ships (MOS): This is a new concept integral to a
likely to pass through their areas of juris- MarNIS designed to provide for routine, t
diction as well as consolidate reports to enforcement, preventive, and remedial g
all authorities. Connections to the services in the search and rescue area in s
National Single Windows (NSW) and the the form of monitoring and the coordi- b
SSN++ Core, being the central server nation and provision of response ser- p
system, will consist of an European Index vices. Going one step further than the a
Server (EIS), Request and Response Green Paper, MOS promotes proactive o
(R and R) server, voyage plan server, AIS services to avoid incidents not only s
repository, Long Range Identification developing but also occurring in the first p
and Tracking (LRIT) database, retrieval of place. Functions such as SAR, VTS, t
information and SITREPS on lost contain- enforcement, oil pollution response, risk r
ers, on-going SAR operations and update determination, use of places of refuge In
of Estimated Time of Arrival (ETA) mes- through the use of temporary Maritime D
sages. In addition to dedicated databases Assistance Services (MAS) and sending S
Emergency Towing Vessels (ETV) are a
bases such as Equasis. The SSN++ Portal combined in a MOS centre; people re- D
consists of the National Single Window sponsible for one or more of these tasks in
(NSW), this being the gateway for users can share the same information and c
to provide and receive the information. equipment and co-operate in performing
their tasks. In
t
Under MarNIS, each member State main- s
tains a National Single Window, re- r
ceiving notifications from ships inten- c
ding to enter a port in it’s waters and p
ensuring the directed distribution of s
derived messages to the port, other
authorities (such as customs, immigration O
is
information or clarification. The NSW is b
the contact point within the total SSN++
structure and ensures that the appropri- P
t
available within the index server and S
secondly available to requesting authori- t
ties from other member States. C
v
Port Single Window (PSW): Under 3.2 The information flows t
MarNIS, the Port Single Window is the (messages used) M
information management system for the c
port authority and provides for a central Port Notifications: The Master and/or a
collection and distribution of informa- agent of a ship bound for a port or s
tion coming from the port environment anchorage within the European in
and required by either external authori- Community sends a notification con- W
taining all information required by r
"Authorities" to the NSW of the a
authorities and maritime services requir- Member State having the port of desti- t
ing specific information within the port nation. This notification can be seen as
one single report and replaces the sepa- R
rate reporting required today. In practice C
the information may be sent by the a
Port Commercial Community master (ship-related) and agent (cargo r
and facilities related). The NSW will t
investment that ports and their commu- redistribute the information to the rele- E
nities have made in systems aimed at the vant authorities and SSN++ in messages t
facilitation of information exchange according to the FAL convention and s
Port Entrance Profiles (PEPs) in so far as A
the overall MarNIS concept. To this end they are supplementing each other. t
the so-called MarNIS Node allows for (s
 De brochure 2007 DVS 04-12-2007 12:46
PEPs/PDPs: A Port Entrance Profile (PEP)
is a structured and concise report contai-
ning the information on a given aspect
of the arrival of a ship in a port or
anchorage, which will be used by the
authorities to make a decision regarding
the entrance of that ship. The back-
ground of a PEP is based on the increa-
sing international rules, which need to
be satisfied by ships when arriving in a
port of the Community. The PEP provides
an opportunity to use information from
other ports in the Community and as
such contribute to the efficiency of the
t port as well as contribute to the reliabili-
ty and quality of the information to be
received. PEPs are derived for: Arrival
Information; Port Planning; Safety;
Dangerous Goods; Environment;
Security; Customs; Health; Immigration;
and, Emergency. Similarly a Port
Departure Profile (PDP) contains the
information required for departure pro-
cedures.
g security, customs, immigration, border
In order to reduce inspection work of
the PEPs the last port of call sends a con-
solidated PDP, which may be used to
reduce inspection work if the authority
considers that the information in the
preceding port is checked by a "trusted
source".
On top of that reliable information that
is contained in the system needs not to
be reported over again.
PEP information may be cross-referenced
to information, which is available in
SSN++ and in databases that are connec-
ted to SSN++. The Cross Reference
Checks (CRCs) are made with the objecti-
ve to check the reliability of the informa-
tion and may be invoked by the Harbour
Master or by a competent authority that
checks the PEP. The CRCs go to the NSW
and, when all CRCs are collected, are
sent to SSN++ in order to check the
information in its available databases.
When the information is checked the
results are sent back to the requestors
and the authorities are now in a position
to assess the information.
Retrieval through SSN++: Other than
e CRCs, an authorised user of SSN++ may
also retrieve information through
requesting SSN++ for further details or
the location thereof.
ETA messages: Much of the informa-
tion reported in the port notification is
static however the Estimated Time of
Arrival may be updated or amended by
the Master, on request of the owner
(ship or cargo) or on request of the port
Pagina 7
of destination. It is not the intention
that the Master report each time the
ETA is updated; instead this will be
retrieved from the Automatic
Identification (AIS) or LRIT messages. The
NSW will inform the relevant authorities
as and when an update is received.
Voyage plan messages: Ships calling at
an EC port will normally transit coastal
areas of member States other than those
of the final destination. In order to assist
MOS centres a voyage plan server loca-
ted within SSN++ will calculate the most
probable intended route of a ship, based
on port of departure and destination as
well as known shipping routes, and
inform MOS centres along this route of
the predicted times and place of entry in
each of the centre’s areas of operation.
Alert messages: In the event that a
ship has been identified as posing a
potential risk or is of special interest for
police and/or health, alert messages may
be sent to all MOS centres along the
route indicating the nature of risk so
that the MOS can determine appropriate
monitoring and preventive actions.
MOS messaging: Automatic reports
containing identity and position of ves-
sels under the coverage of AIS base sta-
tions are received by a MOS centre.
Long Range Reporting (LRR) information
will be received through a European
Data Centre, where the identity and
position information is provided to a
MOS centre through the NSW. All SAR
messaging, as it exists today, will be
handled by a MOS centre. ETA changes
will be automatically detected and sent
to the appropriate NSWs. These ETAs will
update the already sent port notifica-
tions.
3.3 Admission and port
clearance procedures
Port Clearance Procedure (PCP): The
Port Clearance Procedure (PCP) is a pro-
cedure designed to assess the results of
the different PEPs in order to allow the
ship to enter a Community port.
The master and the agent provide infor-
mation to the NSW by means of the port
notification. This NSW composes the
PEPs and sends them to the different
authorities. The NSW sends also the
information of the consolidated prece-
ding port PDP to the different authori-
ties. They assess the information contai-
ned in the PEP and may send it back to
the NSW to obtain a crosscheck. This
cross check is to be executed with the
support of the databases within SSN++.
When the information is found this
information is sent back to the different
authorities and they give their final
assessment. The results of this assess-
ment go to the NSW, which in turn sends
the information to the Decision Support
System (DSS) of the responsible authori-
ty. The DSS assesses the information
based on a prescribed screen and com-
municates the decision to the authority,
who will, if agreeable, communicate this
to the ship and the agent through the
NSW.
Special rules will apply to determine the
way in which entrance might be provi-
ded. The result of this assessment is one
of the following: Unrestricted entrance,
entrance with special requirements and
no entrance. These rules will be esta-
blished in consultation with the compe-
tent authorities.
Electronic Port Clearance (EPC): Work
conducted in MarNIS towards Electronic
Clearance (EPC) is currently being asses-
sed to see to what extent the standardi-
sation aspects may be incorporated into
the PEPs. EPC has included customs noti-
fications however an assessment is to
made to determine to what extent
customs requirements may be met
through the generation of a customs
PEP.
4 Traffic management
4.1 A MOS operated by coastal
authorities
MOS coordinates the determination of
updated ETAs of ships that are bound
for a European port; takes care of the
retrieval of ships’ AIS tracks through the
storage of these tracks in a regional data
centre that acts as a repository; supports
the operation of dynamic MARAs
De brochure 2007 DVS 04-12-2007 12:44
(MarNIS Risk Areas), which might replace
or enhance static routing measures as
well as making the use of environmental
areas more effective through the intro-
duction of Risk Indices and the concept
of High Risk Vessels.
The "Common EU Maritime Space" as
discussed in the Green Paper introduces
the concept that a ship, which is checked
in a European port with respect to the
fulfilment of the requirements of the
authorities, need not be checked in the
next port. This certificate is used to get
exemption of a number of inspections
and notification procedures. MOS issues
certificates on behalf of the authorities
in accordance with the concept of the
"Common EU Maritime Space" when it
can be proved that these ships making a
voyage in the maritime space didn’t
anchor, stop, go alongside another ship
when at sea and that no other fast ves-
sels have been alongside, even when the
speed of the ship has not been changed.
MOS may provide ENC updates and with
the increasing use of AIS-B by small craft,
a MOS centre may provide important
safety information via a dedicated web-
site. This may be exploited by leisure
craft as well as small fishing vessels.
MOS supports decision making on the
response to (large) catastrophes through
the provision of detailed information in
time to the policymakers.
MOS simplifies coordination of calamity
response in a member State using all
available national resources and interna-
tional resources that can be used calling
on the specific agreements (Bonn,
Helsinki, Lisbon and Barcelona).
Pagina 2
4.2 The High Seas, ship. This allows for better use of infra- 5
MOS and the Flag States. structure and reduced waiting times
leading to improved efficiency. W
Where vessels flying the flag of one of is
the Member States, which are outside Port Operations and Approach i
the area in which it may be considered Decision Support System (POADSS): a
that the consequences of an accident are Consisting of a normal Portable Pilot m
not affecting the interests of the coastal Unit (PPU) the POADSS is augmented r
State, the flag State is deemed to be re- with a high precision system of measur- I
sponsible for measures to prevent or ing the relative motions of the ship with w
minimise pollution. Early incident repor- respect under keel clearance. t
ting is required so that sufficient time is Information to and from the POADDS
available for taking mitigating actions. will go to a special module that is cou- T
These mitigating measures are advised pled to the Tactical Traffic Image of the t
and coordinated through the joint VTS. Utilising high-density charts, preci- r
expertise of ship owner, shipping sion motion detection and the latest jo
inspectorate, insurers, classification information of surrounding traffic, the t
society and salvage companies. POADSS will facilitate optimal use of the la
fairway. r
4.3 In ports, VTS and POADDS a
5 Other aspects t
Self-assessment Toolkit: The use of i
risk assessment procedures obliges Port 5.1 Functional architecture i
Authorities to analyse their functional c
responsibility more closely and to this Recognising that diverse roles and tasks
end a toolkit has been developed where- are not always conducted by the same 6
by ports are able to self-assess the meas- stakeholders in the different Member
m
ures in place and qualify the ranking of States, the functional architecture of
potential risks in their port. The toolkit MarNIS describes the more generic func- V
consists of four modules: port data; tions and the roles that are played by i
operational risk management; Quanta- authorities and operators, masters and a
tive Risk Analysis (QRA) and, strategic other functionaries. This consistent S
advice. Working from a generated base- approach of the functional architecture t
line document, highlighting the situation supports the endeavour to have a gener- f
today and planned developments, the ic approach, which may be used by the q
operational risk management module administrations of the member States to i
uses self-assessment and provides a rank- organise their activities according to E
ing of potential risks based on ‘what if’ their own institutions. S
scenarios’. The QRA module provides the t
costs and benefits of proposed measures 5.2 Assessment of MarNIS a
in terms of risk reduction. The toolkit d
encourages a process of review, which The MarNIS concept combines existing a
helps to reinforce established measures services, improved existing services, new m
and promote a safety culture within the services, rules, procedures, etc, together
contributing maritime authorities. with a number of possible operational It
schemes. In order to assess this MarNIS t
Small and medium ports: Whilst the take two different approaches, one top- r
toolkit will highlight potential measures down and the other bottom-up. Integral c
to be taken it is often the case that large to both approaches is an assessment of a
investments in shore-based monitoring risk. r
equipment are disproportionate for the s
smaller and medium ports. To this end a The top-down approach consists of an M
review is conducted on the potential for environmental assessment, economic
ports to make use of coastal AIS net- assessment (including a Cost Benefit
works and other means in order to gen- Analysis) and financial assessment
erate an appropriate traffic image. (assigning costs and benefits to the
different actors).
Integrated Traffic Plan (ITP): Through The bottom-up approach is designed to
the early reporting and availability of assess the MARNIS elements/scenarios on
information ports can better anticipate their technical aspects and to investigate
the demand for use of facilities in the the acceptability by the users in the
port and provide enhanced Traffic maritime industry.
Organisation Services. Based on an ETA
Berth, the port can request a ship to
adapt its ETA and so optimize not only
the resources but also the arrival of the
 De brochure 2007 DVS 04-12-2007 12:45 Pagina 3

5.3 Job creation and training

With respect to manning and personnel

issues MarNIS is conducting the follow-
ing activities: human factor courses and
appropriate tools, development of
model job profiles, e.g. MOS-operator,
recommendations for Human Machine
Interfaces (HMI) and recommendations Project information
h with respect to function/task related MarNIS is a project in the Sustainable Surface Transport
training. programme.
Contract no.: TREN/04/FP6TR/S07.36353/506408
The MarNIS concept introduces new
tasks where additional training will be European Commission
Directorate-General of Energy and Transport
required. With respect to the creation of
jobs it is very much dependant on the
type of person required to fulfil particu- Detailed Information
e lar tasks. MarNIS may on the one hand
Detailed information on the MarNIS project is
reduce personnel requirements for
available on the internet
authorities however on the other hand, www.marnis.org.
through improved efficiency and with it Or contact Mrs. C.J. Hakemulder
increased market share, the maritime DVS Centre for Transport and Navigation
industry as a whole will provide in- P.O. Box 1031, NL-3000 BA Rotterdam
creasing opportunities. tel. + 31 10 282 58 66
fax + 31 10 282 56 45
mobile + 31 6 53 383820
6 Legal measures to mail: ineke.hakemulder@rws.nl
make MarNIS possible
Disclaimer:
- Vital elements of the MarNIS concept,
Research leading to this document was conducted under
including the preventive services of MOS
the MarNIS research project.The MarNIS consortium is
and the determination of High Risk solely responsible for the information in this info sheet and
Ships, has required thorough considera- does not have to represent the opinion of the European
tion of the present international legal Commission. The EC is not responsible for mis-use that
- framework. Whilst the Green Paper might be made of information offered in this info sheet.
questions the ability for coastal States to
o intervene with ships in transit or in the
Exclusive Economic Zone (EEZ) of that
State, it has been shown in MarNIS that
through the use of appropriate risk
assessment methodologies coastal States
do have the right to monitor and, where
appropriate, impose additional routing
measures to ships posing a threat.

It has also been identified that duplica-

tion and even contradiction in present
rules and regulations lead to less clarity,
l coherence and simplicity of these rules
and as such work in MarNIS towards
recommendations for legal measures
supporting the introduction of the Colofon
MarNIS concept are under development.

This is a publication of the EC project MARNIS

Graphic design: Driek Drost, Tel. +31 186 694295

n Printed by: Drukkerij Bestenzet, Tel. +31 79 3421600
e
Copies: 500

December 2007