At the request of Seminar Participants, M. Sollosi opened the session by replaying the video footage of the Inter David, as presented by C. Davidson in the keynote speech. This vessel was tracked through electronic means as exiting the traffic lane, running into a dangerous situation and then responding dramatically. A copy of the video-clip was included on the CD of the meeting.

　

 Following the presentation, N. Trainor provided an introduction to the Google Earth application used by AMSA, also as introduced by C. Davidson in the key note presentation. Taking the free-ware Google Earth application, AMSA has adapted the program to provide near real-time data on shipping for maritime use, with specific reference to pilots.

　

 N. Trainor provided an overview of the final results of the 2004 LRT Questionnaire, taking into account late submissions. He highlighted the fact that, coming out of the 2004 Victoria Seminar, the greatest challenges facing the introduction of LRT were:

　

 He also provided an introduction to the 2005 Questionnaire. The Questionnaire was collected during the Seminar and an initial analysis prepared. (Session 6 refers).

　

 B. Wadsworth noted that fundamental changes are taking place in marine navigation technologies and practices. Through the adoption of GPS and the development of related systems such as AIS and LRIT, some of the key building blocks of marine e-navigation have already been put in place. He highlighted the need to examine how these building blocks can be developed, and others added, to deliver a truly comprehensive and integrated, global system for marine e-Navigation.

　

 The presentation explained that such a system would transmit, manipulate and display data in electronic formats, using satellite positioning signals underpinned by fail-safe back-up systems, presenting data to the navigator in an integrated and readily intelligible format on board ship, using the platform of electronic navigational charts, with virtual aids to navigation. The system would be replicated on shore, supported by shore-based oversight, communications and intervention capabilities and would, eventually, largely supersede traditional, physical aids to navigation such as buoys, lights and beacons, and could reduce the need for pilotage.

　

 The presentation noted that, in order to move towards a global marine e-navigation system, basic elements must be in place:

　

 B. Wadsworth also provided a list of elements that need to be addressed:

　

 In conclusion, the presentation challenged the IMO to take the lead in developing global standards and protocols for e-Navigation, with the support of related international organizations, including IALA and IHO.

　

 Commander P. Hinchliffe is the General Manager (Marine) of the International Chamber of Shipping. He provided a presentation on the ship owner's view of LRIT.

　

 By noting concerns as identified at the Victoria Seminar, Nov. 2004, P. Hinchliffe highlighted changes that had occurred in the intervening 12 months. Specifically, the concerns in 2004 were that the concepts of LRIT were introduced immediately on the heels of the accelerated implementation of AIS and that fundamental principles would need to be safeguarded in the introduction of LRIT.

　

 Through the presentation, five main issues were brought to the attention of the Seminar to keep in mind during their deliberations:

　

 The presentation concluded with a clear reminder that the ship is at the heart of the system, and the needs of the ship owners, master and crew must be kept in mind when discussing any aspect of LRIT.

　

 In discussion, the concept of the oversight body was explored further. It was identified that this would need to be a body that had clear access to data, and that the data must be protected forwarded only to authorized persons in a secure environment. The complete system needs to be independent, global, with full accountability. P. Hinchliffe noted the ICS supports IMSO for the oversight body, and that ICS does not support commercial availability of the tracking information.

　

 B. Wadsworth explained that the concept of e-Navigation further, noting that it is actually built on existing technologies, and the target for implementation is limited not by technological issues but by political issues. In response to concerns over the elimination of traditional, visual AtoNs, B. Wadsworth noted that it would not be practical, or feasible, to sweep away all traditional AtoNs, as the full user base must be viewed when determining what AtoN to provide. The general points raised were to keep the concept simple, workable and to highlight the value-added.

　

 In addition, the e-Navigation model, as related to Air Traffic Control (ATC) models, raised points of concern over the differences between Air Navigation and Maritime Navigation. Issues raised included training, bridge resources, ship/shore interfaces and equipment / information displays.

　

 In conclusion, the discussion points were summarized as follows:

 U. Hallberg, chair of IMO COMSAR, noted that the requirements of long range tracking are for safety, and for more than safety. The concept of data management should be developed in such a manner that allows for multi-faceted use of the information including tracking of individual ships, groups of ships, providing a surface picture (surpic), etc.

　

 In addition, and approach must take into account fundamental concepts of search and rescue (SAR), providing SAR information free of charge. While recognizing the political and policy issues, the presentation noted that these should not drive the development - there must be a desire to work towards a complete system as it was intended to be, including, but not limited to, safety aspects.

　

 In providing comments on Long Range Tracking from a Port Authority perspective, R. Musa referred to the experience in Malaysia, using Kerteh Port as an example.

　

 The port has a 36 mile limit, includes Single Point Mooring buoys (SPM) and is used mostly for petroleum products (approx. 1100 vls / year). The port is moving to fully implement the ISPS code, with an emphasis on security. For 'tracking', the goal is to have a 48 hr notice of arrival to port, however the concept of LRIT would enhance security and fit into the overall port security plan process.

　

 In conclusion, R. Mussa noted that Malaysia is fully committed to enhanced security, and that LRIT could be a useful addition for the provision of information, with many applications for port authorities.

　

 W. van der Heijden noted that most Long Range tracking systems proposed are based on gathering information from ships which are subject of the monitoring activity. The presentation asked the question 'Can you trust your enemy?' If security measures are taken to prevent hostile actions with potential security threats, one cannot expect that the target will inform any administration on its actual behaviour. In the European research project MarNIS safety and security aspects for the different forms of monitoring and tracking are investigated. In particular the differences of co-operative and non co-operative methodologies have been discussed, as well as definitions for Safety and Security.

　

Safety - protection against failure, breakage, error, accidents, harm.

Security - protection against hostile acts.

 Any system used for Security would need to respond to specific requirements:

　

 The results of the project noted the difference encountered when tracking co-operative targets and non-co-operative targets. With systems that rely on information provided by the vessel, the system is actually looking at co-operative targets. The work done in the MARNIS project provided means of identifying non-co-operative targets through external means.

　

 Through the merging of information from satellite images with AIS information it was possible to provide confirmation of suspect target positioning. Targets of interest are easily seen as they will be the targets in the area without AIS that do not represent known target aspects (platforms, etc.)

　

 Aspects of non-cooperative monitoring were also presented:

 J. Longson presented the results of the LRIT Project in the Marshal Islands. The presentation noted that the evaluation included the applicability of Inmarsat C and D+ to the Marshal Islands web-based service. Using the IMO system architecture, the project implemented a global tracking concept using a reporting rate of every 6 hrs for commercial, safety and logistical applications. In addition, on-demand reporting was used as required.

　

 The reporting requirements actually exceeded those currently being discussed at IMO as the equipment used transmitted the information automatically and it would have actually required amending this reporting rate.

　

 Some of the points identified in the project included:

 P. Clifford provided an overview of the experiences Terravision has gained in the installation of long range tracking communications systems. He noted that the mostly large client / server architecture systems support Imnarsat-C as the main platform, and that the systems include polling of information, retransmission of information to regional shore stations and ships. The presentation identified that, while security has been a prime driver, value added applications such as safety and environmental aspects are also major considerations.

　

 Through experience it has been identified that client requirements change once a basic system is installed - there is a case of 'scope creep'. An example of a fisheries systems was presented. To begin with, compliance was seen as the major requirement, however, as the system was put into use, developments included provision of information for days at sea quota management, quota analysis, etc. In order to fully identify functional requirements, Terravision has identified a need to educate the users on the capabilities of the technology.

　

 In making links between the experienced gained, P. Clifford noted that the model using existing international agreements for the exchange of information (treaties) for fisheries could be adapted to the overall LRJT agreements to ensure compliance.

　

 With regards to the cost of implementing an LRIT system, P. Clifford identified that, while existing hardware may be able to respond to initial requirements, there will likely be requirements for software updates to respond to developments and meet changing requirements.

　

 Discussion centred on the concept of non-participatory monitoring, with specific questions on the requirements for the expense of satellite tracking systems. The concept of the global approach, and the requirement to link this to national and/or regional systems was also brought forward and it was agreed that these are issues that need to be addressed as satellite imaging, merged with AIS targets, develops further. While the system presented (MARNIS) provides a proof of concept, there is a need for more research into this to clearly identify where it can be an effective means to respond (i.e. pollution, illegal fishing, etc.). It was also noted that satellite alone is not proof of evidence when dealing with legal situations.