GNSS & THE LAW

IMO AND THE GNSS Navigating the Seas

HIROYUKI YAMADA SENIOR DEPUTY DIRECTOR, MARITIME SAFETY DIVISION: SUB-DIVISION FOR OPERATIONAL SAFETY AND HUMAN ELEMENT, INTERNATIONAL MARITIME ORGANIZATION (IMO)

The maritime sector has come to rely he maritime sector drives the bearings using compass; terrestrial radio on GNSS for a huge array of applications global economy, with ships navigation; even sextants. This allows relating to position, velocity and precise transporting more than 80% ships to mitigate the impact of GPS dis- of world trade. Ships and ports ruption. universal and local time. Meanwhile, Thave come to rely on global navigation Regulations in the International the International Maritime Organization satellite systems (GNSS) for a huge array Convention for the Safety of Life at Sea continues to oversee the world-wide of applications relating to position, veloc- (SOLAS) require merchant ships to carry radionavigation system and play a ity and precise universal and local time. a receiver for a GNSS or a terrestrial It is perhaps not surprising that the radionavigation system, or other means, role in recognizing systems that may fallout from GNSS failure in the mari- suitable for use at all times throughout be developed in the future. In this time sector over a five day-period could the intended voyage to establish and article, Mr. Yamada addresses how cost GBP£1.1billion in lost gross value update the ship’s position by automatic the development of satellite-based added (GVA) in the United Kingdom means. But they must also carry a com- position systems — GNSS — has alone (or about 1.4 billion USD) – pass, a device to take bearings, and back- according to a recent study by London up arrangements for ECDIS. enabled a leap forward in the accuracy Economics, commissioned by Innovate The organization which oversees standards required of such systems UK, the UK Space Agency and the Royal SOLAS and has the remit for adopt- and has no doubt contributed to Institute of Navigation. [For more on ing carriage requirements, operational improved safety, efficiency and this study, see Brussels View in the July/ requirements and performance stan- environmental protection at sea. August 2017 issue of Inside GNSS.] dards for world shipping is the Interna- The threat of GNSS disruption to tional Maritime Organization (IMO). ships themselves is a real one. GPS inter- IMO (originally known as the Inter- Ingo Baumann is the column ference in the Black Sea was reported governmental Maritime Consultative editor for GNSS & the Law, and earlier this year, affecting as many as Organization, or IMCO) is the United the co-founder and partner of 20 ships. And the United States Coast Nations specialized agency with respon- BHO Legal in Cologne, Germany, Guard warned that a sudden loss of sibility for developing the regulations for a boutique law firm for European high technology projects mainly GPS signal had occurred on multiple ship safety and maritime security, and in the space sector. Ingo studied outbound vessels from a non-US port in the prevention of pollution from ships. law at the Universities of Muen- 2015. Loss of GPS input to the ship’s sur- IMO does not operate GNSS systems, ster and Cologne. His doctoral face search radar, gyro units and Elec- but has an important role in accepting thesis, written at the Institute for tronic Chart Display and Information and recognizing worldwide radionavi- Air and Space Law in Cologne, examined the international and System (ECDIS), resulted in a lack of gation systems which can be used by European law of satellite communications. GPS data for position fixing, radar over international shipping. Baumann worked several years for the Ger- ground speed inputs, gyro speed input When IMO began its work as the man Aerospace Centre (DLR), including as and loss of collision avoidance capabili- international regulatory body for ship- head of the DLR Galileo Project Office and ties on the ECDIS radar display. ping in 1959, one of its first tasks was to CEO of the DLR operating company for the German Galileo Control Center. However, ships do not rely on just adopt a revised SOLAS treaty, to update GNSS alone for position fixing. A ship- the 1948 SOLAS treaty. (The very first master can also deploy radar, or cross SOLAS treaty was adopted in 1914, in

40 InsideGNSS SEPTEMBER/OCTOBER 2017 www.insidegnss.com the wake of the Titanic disaster, while SOLAS Convention. The apparatus was bulk should carry “an efficient electronic another version was adopted in 1929.) required to comply with system require- position-fixing device” (Assembly reso- When the 1960 SOLAS was adopted ments set out in SOLAS chapter IV on lution A.156(ES.IV) Recommendation on by IMO, terrestrial radio navigation sys- Radiotelegraphy and Radiotelephony the Carriage of Electronic Position-Fixing tems – including Decca Navigator and (SOLAS Chapter IV is now called Radio- Equipment). Loran A – were already in operation. communications). IMO’s Maritime Safety Commit- In these systems, a ship’s radio receiver By the late 1960s and early 1970s, tee was also noticing the potential for would measure transmissions from Loran C and Differential Omega radio accurate position finding which satel- groups of radio transmitters sending navigation systems were also becoming lites could provide. As with other devel- signals simultaneously or in a controlled operational in major areas of the world’s opments in technology with shipping sequence. By measuring the phase differ- oceans and they were combined with applications, IMO’s concern was to ence between one pair of transmissions early computer technology to provide ensure that the user would benefit from a line of position can be established. A electronic printouts of the ship’s posi- the new technology and that such new second measurement, from another pair tion. The then-Soviet Union’s Chayka systems would at least meet agreed per- of stations, gives a second line and the system also became operational. formance standards. intersection of the two lines gives the During this time, IMO Member A recommendation on accuracy ship’s position. States increasingly recognized the standards for navigation, adopted by In its chapter V on Safety of Navi- importance of using navigation sys- the IMO Assembly in 1983 (resolu- gation, SOLAS 1960 included a require- tems in maritime safety and prevent- tion A.529(13)), provided “guidance to ment for ships over 1,600 gross tonnage ing marine pollution, for example as an Administrations on the standards of on international voyages to be fitted aid to avoiding hazards. In 1968, IMO navigation accuracy for assessing posi- with radio direction-finding apparatus recommended that ships carrying oil or tion-fixing systems, in particular radio- – a requirement dating back to the 1948 other noxious or hazardous cargoes in navigation systems, including satellite

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systems”. Outside harbour entrances use in the world-wide radio navigation Equipment (MSC.113(73)), for Ship- and approaches, the order of accuracy system (resolution A.815(19)). This study borne DGPS and DGLONASS Mari- was set at “4% of distance from danger additionally recognized the need for pro- time Radio Beacon Receiver Equipment with a maximum of 4 nautical miles”. vision of position information to support (MSC.114(73)) and for shipborne com- This was a fairly moderate require- the Global Maritime Distress and Safety bined GPS/GLONASS receiver equip- ment compared to today’s systems. System (GMDSS), by locating vessels in ment (MSC.115(73)). The Maritime Safety Committee distress. The needs of high speed craft, Reflecting the increased posi- had, in the meantime, begun to consider such as fast ferries, were recognized and tional accuracy provided by GPS and whether ships should be required – on the study noted that ships operating at GLONASS, an updated resolution giv- a mandatory basis – to carry means of speeds above 30 knots may need more ing the IMO policy for the recognition receiving transmissions from a suitable stringent accuracy requirements. and acceptance of suitable radio naviga- radio navigation system throughout Performance standards for ship- tion systems intended for international their intended voyage. borne GPS receiver equipment were use was adopted in 2003 by the IMO A study was initiated to look at the also adopted in 1995, and for GLONASS Assembly (resolution A.953(23)). operational requirements (including the receivers in 1996. GPS became fully This resolution made the accuracy need for reliability and low user cost) operational in 1995 and GLONASS in standards required more stringent and how such systems could be recog- 1996. Both systems were recognized by (revoking those agreed in 1983): in har- nized or accepted by IMO. IMO as components of the world-wide bour entrances, harbour approaches The Report on the study of a World- radionavigation system in 1996. and coastal waters, positional informa- Wide Radionavigation System was tion error should not be greater than adopted by the IMO Assembly in 1989 Meeting Maritime User Needs 10 meters with a probability of 95%. In (resolution A.666(16)). It gave a detailed IMO Member States acknowledged that ocean waters, the system should provide summary of the different terrestrial- there was a need to look ahead, to ensure positional information with an error not based radio navigation systems then in that any future GNSS would meet mari- greater than 100 meters with a probabil- operation (Differential Omega, Loran-C, time user needs. “Maritime Require- ity of 95%. Chayka), and also the satellite systems ments for a Future Global Navigation In 2011, IMO further updated the in development. These were the Global Satellite System (GNSS)” were devel- IMO policy for recognizing and accept- Positioning System (GPS) (United States) oped and adopted by the IMO Assem- ing suitable radionavigation systems and GLONASS (Global Navigation bly in 1997 (resolution A.860(20)). This intended for international use (resolu- Satellite System) (then Soviet Union – emphasized the need for IMO to play a tion A.1046(27)), inviting Governments now under the Russian Federation). It continued role in monitoring the devel- to keep IMO informed of the operational was agreed that IMO would develop opments and ensuring that any future development of any suitable radionavi- performance standards for GPS and GNSS meets IMO requirements, includ- gation systems which might be consid- GLONASS receivers. ing those for navigational accuracy, ered for use by ships worldwide. The study concluded that it was not integrity of the service, availability, reli- The resolution also specifically feasible for IMO to fund a worldwide ability and coverage. requested the Maritime Safety Com- radio navigation system. However, In 2000, with both GPS and mittee to recognize systems conforming IMO’s role would be to review radionavi- GLONASS systems now fully function- to IMO requirements. Such recognition gation systems against set criteria, before al and providing the required degree of would mean IMO recognizes that the they could be accepted. A radionaviga- reliability, IMO moved forward with system is capable of providing adequate tion system adopted by IMO should be adopting mandatory carriage require- position information within its coverage reliable, of low user cost, meet general ments for GNSS. area and that the carriage of receiving navigation needs, provide accuracy not A revised SOLAS chapter V (Safety equipment for use with the system sat- less than the standards adopted in 1983, of Navigation), which entered into force isfies the relevant requirements of the and have 99.9% availability. in 2002, requires ships to carry a GNSS SOLAS Convention. The study also recommended that or terrestrial radionavigation receiver, to changes to carriage requirements should establish and update the ship’s position New GNSS Providers Recognized not be considered until world-wide cov- by automatic means, for use at all times The BeiDou Navigation Satellite System erage had been achieved by a radionavi- throughout the voyage. (BDS), proposed by the People’s Repub- gation satellite system. IMO also adopted MSC resolu- lic of China, was developed in the 2000s In 1995, an updated study was adopt- tions on updated performance stan- and IMO was requested to develop per- ed as the IMO policy for the recognition dards for Shipborne Global Position- formance standards for BDS receivers. and acceptance of suitable radionaviga- ing System (GPS) Receiver Equipment The performance standards were adopt- tion systems intended for international (MSC.112(73)), for GLONASS Receiver ed in 2014 (resolution MSC.379(93)).

42 InsideGNSS SEPTEMBER/OCTOBER 2017 www.insidegnss.com BDS was recognized as a compo- 95%, with integrity provided by Receiv- standards for multi-system shipborne nent of the world-wide radio navigation er Autonomous Integrity Monitoring radionavigation receiver equipment system in 2014. Full operational capa- (RAIM) techniques. Once full opera- to ensure that ships are provided with bility for BeiDou is anticipated to be tional capability is met, it will be suit- resilient position-fixing equipment suit- reached by 2020. The IMO recognition able for navigation in harbour entrances, able for use with available radionaviga- (SN.1/Circ.329) notes that the static and harbour approaches and coastal waters. tion systems throughout their voyage dynamic accuracy of the system is 100 Full operational capability for Galileo is (resolution MSC.401(95), updated by meters (95%) and it is therefore not suit- also anticipated to be reached by 2020. MSC.432(98)). able for navigation in harbour entrances A further system, the Indian Region- Such equipment can allow the com- and approaches, and other waters in al Navigation Satellite System (IRNSS) bined use of current and future radio- which freedom to maneuver is limited. — now also known in India as NaVIC navigation as well as augmentation The European Galileo Global Navi- (Navigation Indian Constellation) — is systems for the provision of position, gation Satellite System was developed now being considered by IMO. Perfor- velocity and time data within the mari- and presented to IMO as a future com- mance standards for IRNSS receiver time navigation system. ponent of the GNSS in the early 2000s. equipment will be developed by 2019, Performance standards for Galileo and its possible recognition as part of The World-Wide RadioNavigation shipborne receivers were adopted by the world-wide radio navigation system System for the Future IMO in 2006 (resolution MSC.233(82)). will be assessed. As technology continues to develop, the The MSC recognized Galileo in 2016 world-wide radionavigation system can (SN.1/Circ.334), noting that, in future, Multi-System Shipborne Radio also be seen in the context of the wider the static and dynamic accuracy of the Navigation Receiver Equipment IMO strategy for e-navigation, approved Galileo system is expected to be better Meanwhile, in June 2015, the Maritime in 2008, which is intended to meet pres- than 10 meters with a probability of Safety Committee adopted performance ent and future user needs through har-

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monization of marine navigation sys- to have a role in recognizing systems IMO tems and supporting shore services. that may be developed in the future. The International Maritime Organiza- A key element in the e-navigation IMO also has a role to ensure the reli- tion – is the United Nations specialized strategy relates to position fixing sys- ability, integrity and resilience of such agency with responsibility for the safety tems, which will need to meet user systems. and security of shipping and the preven- needs in terms of accuracy, integrity, The development of satellite-based tion of marine pollution by ships. www. reliability and system redundancy in position systems — GNSS — has imo.org accordance with the level of risk and enabled a leap forward in the accuracy volume of traffic. standards required of such systems and Authors A detailed e-navigation Strategy has no doubt contributed to improved Hiroyuki Yamada is the Implementation Plan (SIP), approved safety, efficiency and environmental pro- Senior Deputy Director: in 2014, sets out a framework and a tection at sea. Sub-Division for Opera- road map of tasks that would need to This has implications for both car- tional Safety and Human Element, Maritime Safe- be implemented or conducted in the riage requirements for navigational ty Division, International future to give effect to five prioritized equipment as well as for the human ele- Maritime Organization e-navigation solutions, one of which is ment, in terms of training requirements. (IMO). The Sub-Division the improved reliability, resilience and IMO will continue to provide the deals with all technical and operational matters integrity of bridge equipment and navi- forum for careful consideration of any related to navigation, communications, search and rescue and the human element of shipping. gation information, and another being requirements, in order to maintain Yamada has worked at IMO for 12 years in various the integration and presentation of avail- carriage requirements recognizing the positions related to ship safety. Previously he able information in graphical displays significant value and use of GNSS, but worked for the Japanese Government, mainly received via communication equipment. also to ensure that alternative systems responsible for legislation and implementation IMO will continue to oversee the continue to be mandated, for more resil- of IMO regulations. world-wide radionavigation system and iency and redundancy.

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