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IMO Sub-Committee on Navigation, Communication, Search and Rescue (NCSR3), 29 February to 4 March – ICS Briefing

ITEM 1: ADOPTION OF THE AGENDA

The Sub-Committee will consider and adopt the provisional agenda for the 3rd session of the Sub-Committee.

Papers:

1 Provisional Agenda Secretariat

PROVISIONAL AGENDA

Opening of the session 1. Adoption of the agenda. 2. Decisions of other IMO bodies. 3. Routeing measures and mandatory ship reporting systems. 4. Amendment to the General Provisions on Ships' Routeing (resolution A.572(14)) on establishing multiple structures at sea. 5. Recognition of Galileo as a component of the WWRNS. 6. Additional modules to the Revised Performance Standards for Integrated Navigations Systems (INS) (resolution MSC.252(83) relating to the harmonization of bridge design and display of information. 7. Updates to the LRIT system. 8. Guidelines associated with multi-system shipborne radionavigation receivers dealing with the harmonized provision of PNT data and integrity information. 9. Guidelines for the harmonized display of navigation information received via communications equipment. 10. Revised Guidelines and criteria for ship reporting systems (resolution MSC.43(64)). 11. Analysis of developments in maritime radiocommunication systems and technology. 12. Performance Standards for shipborne GMDSS equipment to accommodate additional providers of GMDSS satellite services. 13. Interconnection of NAVTEX and Inmarsat SafetyNET receivers and their display on Integrated Navigation Display Systems. 14. Completion of the detailed review of the Global Maritime Distress and Safety System (GMDSS). 15. Updating of the GMDSS master plan and guidelines on MSI (maritime safety information) provisions. 16. Response to matters related to the Radiocommunication ITU R Study Group. 17. Response to matters related to ITU World Radiocommunication Conference. 18. Measures to protect the safety of persons rescued at sea. 19. Analysis of information on developments in Inmarsat and COSPAS- SARSAT.

1 20. Revised Performance Standards for EPIRBs operating on 406 MHz (resolution A.810(19)) to include COSPAS-SARSAT MEOSAR and second generation beacons. 21. Guidelines on harmonized aeronautical and maritime search and rescue procedures, including SAR training matters. 22. Further development of the Global SAR Plan for the provision of maritime SAR services. 23. Amendments to the IAMSAR Manual. 24. Revised guidelines for preparing plans for cooperation between search and rescue services and passenger ships (MSC.1/Circ.1079). 25. Unified interpretation of provisions of IMO safety, security, and environment related Conventions. 26. Biennial status report and provisional agenda for NCSR 4. 27. Election of Chairman and Vice-Chairman for 2017. 28. Any other business. 29. Report to the Maritime Safety Committee.

1/Add.1 Provisional Agenda Secretariat

The Secretariat advises that the deadline for commenting documents is to be extended to Friday, 22 January 2016.

1/1 Annotations to the provisional agenda Secretariat

1/2 Arrangements for working and drafting groups Secretariat at NCSR 3

WG1 - Navigation Working Group (Agenda Items 3 and 25); WG2 - Communications Working Group (Agenda Items [11], 12 and [14]); WG3 - SAR Working Group (Agenda Items 21, 23 and 24); and DG1 - Drafting Group on MSI Guidance documentation.

The allocation of e-Navigation related agenda items (6, 19 and 13) have not been allocated a WG.

It will be appreciated if Members attending the meeting advise the secretariat of the working groups that they plan to attend.

Members attending the meeting are invited to raise any concerns arising, either with a member of the Secretariat or at the ICS bench in plenary.

2 ITEM 2: DECISIONS OF OTHER IMO BODIES

The Sub-Committee will be informed of the relevant decisions made and actions taken by other bodies of the Organization and will be invited to take action, as appropriate, under the respective agenda items.

Papers:

2 Outcome of LEG 102, MEPC 68 AND MSC 95 Secretariat

It is to be noted that the issues raised in this submission will be considered under the relevant agenda items.

3 ITEM 3: ROUTEING MEASURES AND MANDATORY SHIP REPORTING SYSTEMS

The Sub-Committee will consider proposed new or amended routeing measures and mandatory ship reporting systems. Routeing measures and mandatory ship reporting systems are urgent matters emanating from NCSR 3 which will be considered at MSC 96 (MSC 95/22, paragraph 19.17).

Papers:

3 Corrections to traffic separation schemes in the The existing routeing system “Off Friesland” and in the Netherlands mandatory route for tankers from North Hinder to the German Bight and vice versa

The Netherlands proposes editorial corrections to the descriptions of the amended traffic separation scheme (TSS) “Off Friesland” and the amended mandatory routes for tankers from North Hinder to the German Bight and vice versa implemented on 1 June 2015. The corrections apply to COLREG.2/Circ.66, Annex 3 and/or SN.1/Circ.327, Annex 5. The amendments would cover the following:

1. “West Friesland” scheme north-eastbound traffic lane; 2. “North Friesland” scheme eastbound traffic lane; 3. “North Friesland” scheme eastbound traffic lanes; 4. “North Friesland” scheme eastbound traffic lane; and 5. “North Friesland” scheme eastbound traffic lanes.

The purpose of the corrections is to address overlaps or undefined areas within the newly defined traffic separation scheme “Off Friesland”.

3/1 General overview of proposals for new and Belgium and amended routeing measures off the the Netherlands-Belgian coast between West Netherlands Hinder, North Hinder and Maas West traffic separation schemes

Belgium and the Netherlands provide an introduction to the overall intent of the specific proposals contained in NCSR 3/3/2 to 3/3/5. The need for the new and amended routeing measures has emerged from the designation of wind farm sites which have been described and adopted in national legislation.

ICS thanks Belgium and the Netherlands for their comprehensive and detailed submissions for new and amended routeing measures off the Netherlands-Belgium coast. Although generally supportive of the proposals, ICS is concerned about the number and frequency of changes to what is already a complex area for routeing measures and the potential consequences for safety of navigation.

4 A graphical summary of the individual proposals summarised I NCSR 3/3/1 and explained in detail in NCSR 3/3/2 - 3/3/5:

NCSR 3/3/2 NCSR 3/3/5

NCSR 3/3/4

NCSR 3/3/3

5 3/2 New traffic separation scheme and Belgium and amendments to existing traffic separation the schemes “In the Approaches to Hook of Netherlands Holland and at North Hinder”

Belgium and the Netherlands propose new and amended mandatory Traffic Separation Schemes (TSS) for entry into force from 1 June 2017:

1. TSS “North Hinder South” is shortened by 2.6nm to enlarge “North Hinder Junction” precautionary area and increase manoeuvring space to the south and west; 2. TSS “Maas West Outer” east bound traffic lane is shortened by 1.9nm in order to provide an optimised connection between the new precautionary area “Shouwenbank Junction” and the “North Hinder Junction” precautionary areas; 3. Establish a new TSS “Off North Hinder Junction” to the west of the existing precautionary area “in vicinity of Thornton and Bligh Banks”. Connection with the “North Hinder Junction” precautionary area is optimised by the amendments proposed at point 1 above; and 4. Precautionary area “North Hinder Junction” is amended to increase its size to the west as a result of the amendment at point 1 above.

The proposals are supported by an FSA provided in NCSR 3/INF.3. The UK and France have interests in the North Hinder area and have been consulted. No objections have been raised.

3/3 Amendments to the traffic separation scheme Belgium and “At West Hinder” and adjacent routeing the measures Netherlands

Belgium and the Netherlands propose new and amended mandatory Traffic Separation Schemes (TSS) for entry into force from 1 June 2017:

1. TSS “At West Hinder” shortened by 1.5nm; 2. Precautionary area “At West Hinder” is extended by 1.5nm as a consequence of the amendment at point 1 above; and 3. The direction of traffic flow around the “West Hinder” anchorage is amended to the north of the precautionary area “At West Hinder”. The modified recommended direction of flow would have south bound traffic from the new TSS “Off North Hinder” pass to the west of the anchorage. Northbound traffic would pass to the east. The result would separate the pilot embarkation and disembarkation points for the Schelde Estuary and increase manoeuvring room in the precautionary area.

The proposal at point 3 above would have an effect on in bound traffic for the Schelde Estuary. AIS data indicates that all traffic generally passes to the east of the West Hinder anchorage. The overall impact on commercial shipping is not significant.

The proposals are supported by an FSA provided in NCSR 3/INF.3. France

6 has interests in the “North Hinder” area and has been consulted. No objections have been raised.

3/4 Routeing measures other than traffic Belgium and separation schemes “Approaches to the the Schelde estuary” Netherlands

Belgium and the Netherlands propose new and amended recommendatory routeing measures other than TSS for entry into force from 1 June 2017:

1. Establish a new recommended two-way route “Westpit” to the south of the precautionary area “In the vicinity of Thornton and Bligh Banks” and linking the precautionary area “At West Hinder” with the new precautionary area at “Shouwenbank Junction”; 2. Precautionary area “In the vicinity of Thornton and Bligh Banks” is reduced in size at its southern end in order to accommodate a new recommended two way route “Westpit”; 3. Establish a new precautionary area “At Gootebank” between the deep-water route in the approaches to the River Scheldt and the new recommended two-way route “Westpit”; 4. Establish a new precautionary area “Shouwenbank Junction” to provide more manoeuvring space and safer opportunities to embark a pilot on ships bound for the Schelde Estuary; 5. Establish a new recommended two-way route “Schouwenbank south east” for traffic in and out of the south east corner of the new “Shouwenbank Junction”; 6. Establish a new recommended two-way route “Schouwenbank north east” connecting the new precautionary area “Shouwenbank Junction” and precautionary area “Maas Junction”; and 7. Establish a new recommended two-way route “Schouwenbank north west” connecting the new precautionary area “Shouwenbank Junction” and precautionary area “North Hinder Junction”.

The width of the recommended route “Westpit” proposed in point 1 above is limited by the wind farm claim to the north and spoil ground to the south. The choice of route is sub-optimal based on the alternative recommendations emanating from the HAZID and risk assessment conducted (NCSR 3/INF.3). This has a potentially negative effect on the risk of collision in the new recommended route.

Having considered the outcome of the HAZID exercise and the alternative option in NCSR 3/3/1, paragraph 16, ICS has concerns regarding the choice of the recommended two-way route “Westpit”. It is suggested that, careful consideration be given to whether the proposed route reduces the level of collision risk to be as low as reasonably practicable (ALARP). In this regard further careful consideration might also be given to the option to move the spoil ground at “Baggerstortplaats S1”.

7 3/5 New Routeing measures other than traffic Belgium and separation schemes “Wind Farm Borssele” the Netherlands

Belgium and the Netherlands propose new and amended recommendatory routeing measures other than TSS:

1. Establish a new precautionary area “Windfarm Borssele” to the east of and adjacent to the existing precautionary area “In the vicinity of Thornton and Bligh Banks”; and 2. Establish a northwest-southeast orientated small ships channel within the new precautionary area “Windfarm Borssele” for vessels less than 45m in length and not carrying dangerous cargoes.

The new precautionary area Windfarm Borssele is proposed to enter into force on 1 June 2017. Entry into force of the small ships channel routeing measure is not specified due to the uncertainty surrounding the time schedules of the wind farm site.

The proposal does impact on the flow of cargo vessels which, according to AIS transit across the proposed position of the wind farm and associated new precautionary area in an east-west orientation however, the overall impact on commercial shipping is not significant.

3/6 Amendment to the existing Area to be Avoided Ghana off the coast of Ghana in the Atlantic Ocean

Ghana proposes to amend the existing IMO adopted area to be avoided (ATBA) in the Jubilee Oil Fields to reflect a new Floating Production, Storage and Offloading (FPSO) vessel acting as an Oil Field Deep Water Port (DWP) for the Tweneboa, Enyenra and Ntomme (TEN) development area.

The ATBA would be a 5nm radius circle centred on the position of the FPSO and is proposed to enter into force 6 months after adoption by MSC.

The overall impact on commercial shipping is reported as not significant.

3/7 Establishment of a Traffic Separation Scheme Australia (TSS) Off Cape Leeuwin, Australia

Australia proposes an IMO-adopted Traffic Separation Scheme (TSS) “Off Cape Leeuwin”, situated in Western Australia (WA). The proposed TSS is entirely within Australia’s EEZ and includes two traffic lanes of 2.5nm width separated by a 1nm separation zone.

It is not anticipated that the new TSS will result in material changes the distances of voyages through the area. The overall impact on commercial shipping is not significant.

The TSS is proposed to enter into force 6 months after adoption by MSC.

8 3/8 Establishment of a Traffic Separation Scheme France and and two precautionary areas “In the Corsica Italy Channel”

France and Italy propose to establish, in the Corsica Channel, between the Tuscan archipelago and the north-eastern coast of Corsica:

1. A TSS for all ships with north and south band traffic lanes (2.5nm wide) and a separation zone. The position and extent of the TSS will take into account existing French and Italian regulations relating to the Corsica Channel; 2. Two precautionary areas in the vicinity of the terminations of the traffic lanes; and 3. A corridor for passenger vessels navigation to and from Bastia.

It is not anticipated that the new TSS will result in material changes the distances of voyages through the area. The overall impact on commercial shipping is not significant.

The TSS is proposed to enter into force 6 months after adoption by MSC.

3/9 Establishment of a Traffic Separation Scheme Denmark and and two precautionary areas “In the Corsica Sweden Channel”

Denmark and Sweden propose to amend an inshore traffic zone (ITZ) of the existing traffic separation scheme (TSS) “In Bornholmsgat” in the Baltic Sea.

The aim is to extend the existing ITZ to include the port of Ronne on Bornholm and enable coastal traffic navigating between Ronne and ports to the north east of Bornholm to use the ITZ because they are en route to or from a port within the ITZ and are therefore not navigating in contravention of the COLREGS.

The current extent of the ITZ means that in order to comply with the COLREGS, coastal traffic must use (cross, enter & leave) the TSS “In Bornholmsgat”. This is considered an unintended and unwanted consequence of the establishment of the ITZ as part of the TSS.

The overall impact on commercial shipping is expected to be positive with reductions in voyage distances and a removal of the need to cross, enter & leave the TSS “In Bornholmsgat”.

9 3/INF.3 Report on the Formal Safety Assessment (FSA) Belgium and related to proposals for new and amended the routeing measures off the Netherlands- Belgian Netherlands Coast between West Hinder, North Hinder and Maas West traffic separation schemes

Belgium and the Netherlands provide background information for the proposals to amend existing and to establish new routeing measures in the sea area between the existing traffic separation schemes “West Hinder”, “North Hinder” and “Maas West” detailed in NCSR 3/3/1 to NCSR 3/3/5.

The conclusion of the Formal Safety Assessment (FSA) and Quantitative Risk Assessment (QRA) is that overall the routing measures offer an enhancement to safety. This is achieved by, generally, improving situational awareness and improving the aspects between vessels in routeing measures.

However, both the FSA and QRA conclude that, in order for an improvement in safety to be achieved in the new recommended two-way route “Westpit”, the spoil ground to the south should be moved.

10 ITEM 4: AMENDMENT TO THE GENERAL PROVISIONS ON SHIPS’ ROUTEING (RESOLUTION A.572(14)) ON ESTABLISHING MULTIPLE STRUCTURES AT SEA

Target completion year: 2016

The Sub-Committee will amend the General provisions on ships' routeing (resolution A.572(14)), to safeguard manoeuvring space for ships in the vicinity of multiple structures at sea.

Papers:

4 Proposal for amendment to the General Denmark and provisions on ships' routeing (resolution the A.572(14)) on establishing multiple structures Netherlands at sea

Denmark and the Netherlands provide a new paragraph for inclusion in the General provisions on ships’ routeing (resolution A.572(14), as amended) addressing the necessity to ensure safety of navigation when planning and establishing a concentration of multiple objects at sea.

"3.13bis In planning to establish multiple structures at sea, such as extensive concentrations of wind turbines, Governments should take into account, as far as practicable, the impact these could have on the safety of navigation. Traffic density and prognoses, the presence or establishment of routeing measures in the area, the manoeuvrability of ships and their obligations under the International Regulations for Preventing Collisions at Sea, 1972, as amended, should be considered when planning to establish multiple structures at sea. Sufficient manoeuvring space, e.g. for allowing evasive manoeuvres extending beyond the side borders (i.e. outer separation zones) of Traffic Separation Schemes, should be accommodated for ships making use of routeing measures near multiple structure areas."

ICS shares the concerns expressed by Denmark and the Netherlands. The prevalence of offshore structures in many areas is a challenge for navigational safety and compliance with the COLREGS. It is therefore appropriate for this matter to be included in the General provisions on ships’ routeing to ensure that Governments recognise and consider the safety needs of shipping.

ICS considers the proposed text from Denmark and the Netherlands to be a suitable basis for further discussion.

11 3/INF.9 Assessment framework for defining safe The distances between shipping lanes and offshore Netherlands wind farms

The Netherlands provides information on the approach taken for the determination of safe distances between shipping lanes and offshore wind farms. The document is provided as an example for a method to assist in planning and establishing a concentration of multiple objects at sea, in relation to (newly) established routeing measures as proposed in NCSR 3/3/4.

12 ITEM 5: RECOGNITION OF GALILEO AS A COMPONENT OF THE WWRNS

The Sub-Committee will consider the recognition of the Global Navigation Satellite System (GNSS) established under the European Union Galileo programme as a future component of the World-wide Radionavigation System (WWRNS). Recognition of Galileo as a component of the WWRNS is an urgent matter emanating from NCSR 3 which will be considered at MSC 96 (MSC 95/22, paragraph 19.17).

Papers:

5 Galileo GNSS provision of initial services Austria et al

Austria et al provide information on the status and performance of the Galileo Global Navigation Satellite System (GNSS) and on the provision of initial services in view of its recognition as a component of the Worldwide Radionavigation System (WWRNS).

Galileo is suitable for navigation in ocean, coastal, port approach and restricted waters, and inland waterways. Integrity of the position information from Galileo is provided for by Receiver Autonomous Integrity Monitoring (RAIM) techniques. Galileo can be used in combination with differential correction techniques to support port operations.

The sponsors intend to submit further information and evaluation materials for the adoption of Galileo as a component of WWRNS to MSC 96.

ICS welcomes the status update on the Galileo GNSS. However ICS questions the focus on establishing new GNSS systems and the augmentation of existing GNSS systems within the WWRNS. For the safety of navigation it is important that appropriate independent, terrestrial alternatives to GNSS are also established ICS considers that, IMO should encourage Member States to commence or continue work on alternative systems.

13 ITEM 6: ADDITIONAL MODULES TO THE REVISED PERFORMANCE STANDARDS FOR INTEGRATED NAVIGATIONS SYSTEMS (INS) (RESOLUTION MSC.252(83) RELATING TO THE HARMONIZATION OF BRIDGE DESIGN AND DISPLAY INFORMATION

Target completion year: 2017

The Sub-Committee will review the Revised performance standards for Integrated Navigation Systems (INS) (resolution MSC.252(83)) relating to the harmonization of bridge design and display of information.

Papers:

6 Progress on standards development by the IEC IEC

IEC provides information on progress in the work on standards with relevance to agenda items 6, 9, 10 and 13 concerning e-Navigation.

Agenda Item 6: Additional modules to the Revised Performance Standards for Integrated Navigations Systems (INS) (resolution MSC.252(83) relating to the harmonization of bridge design and display of information.

IEC reports the development of a new edition of the standards relating to Maritime navigation and radiocommunication equipment and systems relevant to the harmonised bridge design and display of information. In particular the standards relating to digital interfaces between communications and other equipment and the specification of the human machine interface required to allow operation of communications equipment from a dedicated workstation or multi-function display.

Agenda item 9: Guidelines for the harmonized display of navigation information received via communications equipment.

IEC highlights the publication of a new edition of the standards relating to the presentation of navigation information on shipborne navigational displays. This includes the requirement for symbols which describe application-specific messages (ASM) received via AIS.

Agenda item 10: Revised Guidelines and criteria for ship reporting systems (resolution MSC.43(64)).

IEC informs the Sub-Committee that it has established a new working group to address Common Maritime Data Structure (CDMS). In addition IEC highlights the inclusion of a specification for route transfer to permit the import and export of route plans between ships and shore stations in the latest ECDIS operational and performance standard.

14 Agenda item 13: Interconnection of NAVTEX and Inmarsat SafetyNET receivers and their display on Integrated Navigation Display Systems.

IEC reports on the development of the necessary messages to allow the interface of SafetyNET with ECDIS. IEC plans to update the standard for Inmarsat-C and Enhanced Group Calling (EGC) equipment to include the interface with ECDIS.

ICS thanks IEC for their update. ICS continues to question the need to develop a specification for route transfer in the latest ECDIS operational and performance standards. Although there are potentially valuable uses of the capability in the context of e-Navigation and ship reporting, the use of route-exchange between ships as a basis for collision avoidance is potentially problematic. Reliance on exchanged routes may have an adverse effect safety at sea.

6/1 Proposal on drafting new modules to China Performance standards for integrated navigation system (INS) (resolution MSC.252(83))

China recalls extensive work undertaken to understand information exchange between navigation and communications equipment and makes a proposal relating to new modules in the performance standard for Integrated Navigation Systems (INS). The specific proposal is for a dedicated gateway which is able to:

 Support Ethernet interface and TCP/IP protocol;  Support duplex communication between navigation equipment and communication equipment and support extension of communications equipment (eg. NAVDAT and VDES);  Distinguish navigation safety-related information from ordinary business information received via shipborne communication equipment; and  Provide the functionality of store-and-forward and routing.

China highlights the importance of ensuring that the development of the INS performance standard pays close attention to development and implementation of the Maritime Service Portfolios (MSPs).

ICS considers that the principles of the proposals made by China should be further considered.

The proposals by China should be considered alongside the work undertaken by IEC to develop associated standards and the submission by Norway (NCSR 3/6/2) when drafting new modules for the INS performance standard.

15 6/2 Proposals to draft additional modules to the Norway Revised Performance standards for Integrated Navigations Systems (INS) (resolution MSC.252(83))

Norway provides comments and proposals related to the drafting of additional modules to the Revised Performance standards for Integrated Navigation Systems (INS). It is proposed that the following modules be added to the performance standard:

 Harmonization of bridge design. A new module on harmonization of bridge design will assist designers in realizing an ergonomic design of the bridge, with the objective of improving the reliability and efficiency of navigation; and  Display of Information. A new module on display of information will ensure that the INS can display the information received via communications equipment. This module will outline the standardized interfaces for data exchange to support transfer of information from communication equipment to an INS interface so that information received via such equipment can be processed, filtered, routed and displayed on the navigational system.

Norway draws attention to the existing IEC Standard for INS.

ICS considers that, the proposals by Norway should be considered alongside the work undertaken by IEC to develop associated standards and the submission by China (NCSR 3/6/1) when drafting new modules for the INS performance standard.

ICS acknowledges the value of the inclusion of a module for harmonised bridge design to support the provisions of SOLAS regulation V/15. To ensure its effectiveness, the development of this new module should be appropriately informed by existing standards for human centred design and any human factors research into bridge design which might be available.

16 ITEM 7: UPDATES TO THE LRIT SYSTEM

The Sub-Committee will consider the report of the LRIT Coordinator on the review and audit of the performance of LRIT Data Centres and/or of the International LRIT Data Exchange, along with comments and recommendations, as well as any other documents that might be submitted under this agenda item.

Papers:

7 Summary audit reports of LRIT Data Centres IMSO and the International LRIT Data Exchange

IMSO provides information on the Summary audit reports of LRIT Data Centres and of the International LRIT Data Exchange (IDE) completed by IMSO during the period from 2 January 2015 to 27 November 2015.

7/1 Outcomes of the meetings of the LRIT Secretariat Operational Governance Body since NCSR 2

The Secretariat reports on the outcomes of the periodical meetings of the LRIT Operational Governance Body since NCSR 2. Information related to the second modification testing phase of the LRIT system, the renewal of Public- Key Infrastructure certificates and recommendations to improve the security of the LRIT system are also provided.

7/1/Add. Outcomes of the meetings of the LRIT Secretariat 1 Operational Governance Body since NCSR 2

In addition to 7/1 above, the Secretariat reports that, due to financial difficulties, the National LRIT Data Centre (NDC) in Venezuela will be disabled from 31 December 2015. If the NDC is disabled it should be removed from the LRT Data Distribution Plan.

7/2 Usage report and proposal for amendments to Brazil the Periodic rate change functionality

Brazil provides information related to the LRIT periodic rate change and recommends the development of amendments to the LRIT Technical specifications aiming at reducing the current financial burden on Contracting Governments.

The proposed amendments have no significant cost of implementation and studies predict positive impacts on costs associated with LRIT shipborne equipment, LRIT Data Centres/Application Service Providers contracts and software maintenance.

With respect to shipborne terminals, the sponsor proposes an alternative architecture for LRIT and in particular for handling request for information outside the standard 6 hour reporting period. The proposal is to make the Data Centre rather than the shipboard terminal responsible for handling the request

17 making use of alternative sources of information (such as satellite tracking) to provide information at non-standard periods.

This would mean that LRIT terminals would no longer need the capability to be programmable remotely via satellite. This is expected to reduce the cost of LRIT terminals by 33% (based on Brazilian figures from May 2015).

ICS considers that the proposals of Brazil should be given careful consideration. Brazil has highlighted an important development in the availability of sources other than LRIT which could be used by national data centres to fulfil LRIT information requests with a periodicity other than 6 hours.

ICS notes that the potential cost benefits identified would accrue to new installations only. There would be no cost reductions for existing LRIT terminals.

7/3 Performance of the LRIT system and IMSO recommendations by the LRIT Coordinator

IMSO provides information on the performance of the LRIT system and provides recommendations with a view to improving the efficiency, effectiveness and security of the system.

7/4 Report on the audit process of the International Austria et al LRIT Data Exchange

Austria et al propose that the annual audit of the International LRIT Data Exchange (IDE) be discontinued in order to reduce the administrative burden on the IDE operator and IMSO. Audits of the IDE should be limited to occasions where an audit of an individual Data Centre (DC) indicates that the performance requirements for the IDE are not being met.

The basis for the proposal is that performance of the IDE is already monitored monthly and individual DC audits implicitly verify the performance of the IDE.

The proposal includes necessary text amendments to the Revised performance standards and functional requirements for the long-range identification and tracking of ships (Resolution MSC.263(84)), Appointment of the LRIT Coordinator (Resolution MSC.275(85)) and the LRIT Technical Documentation.

7/5 Comments on the proposal to remove the IMSO requirement for the annual audits of the performance of the International LRIT Data Exchange

IMSO comments on the proposal provided in document NCSR 3/7/4 to remove the requirement for the annual audits of the performance of the International LRIT Data Exchange (IDE). IMSO advises the Sub-Committee that the DC

18 audits could not replace the need and requirement for the audit and review of the performance of the IDE.

INF.2 Functioning and operation of the LRIT Data Secretariat Distribution Plan and the Information Distribution Facility

The Secretariat provides information related to the functioning and operation of the Data Distribution Plan and the Information Distribution Facility since NCSR 2. No major issues reported and the disaster recovery test in August 2015 was successfully completed.

INF.7 Report on the implementation plan of the European second modification of the LRIT system with Commission regard to the International LRIT Data Exchange and the European Union Cooperative LRIT Data Centre

The EC provides information on the two phases of an implementation plan for modification testing of the International LRIT Data Exchange (IDE) and the European Union Cooperative LRIT Data Centre (EU CDC). The implementation plan takes into account procurement and project management activities in accordance with EU regulations and procedures.

INF.8 Status of the International LRIT Data Exchange European Commission

The EC reports on the status of the International LRIT Data Exchange in the production environment during 2015 and concludes that there is nothing significant to report.

INF.12 Scale of Charges to be levied by the LRIT IMSO Coordinator during 2016

IMSO provides information on the Scale of Charges to be levied by the LRIT Coordinator for LRIT-related work undertaken by IMSO during the period from 1 January to 31 December 2016. The charges are calculated using the new LRIT charging formula.

19 ITEM 8: GUIDELINES ASSOCIATED WITH MULTI-SYSTEM SHIPBORNE RADIONAVIGATION RECEIVERS DEALING WITH THE HARMONIZED PROVISION OF PNT DATA AND INTEGRITY INFORMATION

Target completion year: 2017

The Sub-Committee will consider guidelines for the provision of PNT data and integrity information associated with the Performance standard for multi-system shipborne radionavigation receivers.

Papers:

8 Draft guidelines for shipborne Position, Finland and Navigation and Timing (data processing) unit Germany

Finland and Germany provide draft guidelines for the harmonized provision of position, navigation and timing (PNT) data and integrity information for shipborne applications with the intention to finalise the Guidelines at NCSR 4.

The focus of the Guidelines is ensuring that multi-system shipboard GNSS receivers and other navigational equipment have a resilient means of processing PNT information for use on board and providing consistent information about the integrity of PNT data. The Guidelines propose a multi- system/multi-sensor technique to independently evaluate onboard PNT information.

20 ITEM 9: GUIDELINES FOR THE HARMONIZED DISPLAY OF NAVIGATION INFORMATION RECEIVED VIA COMMUNICATIONS EQUIPMENT

Target completion year: 2017

The Sub-Committee will develop Guidelines for the harmonized display of navigation information received via communications equipment.

Papers:

9 Contribution of the IHO S-100 Framework IHO

IHO describes its contribution to the harmonized display of navigation information through the S-100 Framework.

Solution 4 of the e-Navigation SIP requires the development of a Common Maritime Data Structure (CMDS) based on the S-100 data model adopted by IHO. Therefore, the development of guidelines for the harmonized display of navigation information must be closely synchronized with the development of the CMDS.

Several Product Specifications based on S-100 which will form part of e- navigation are being developed by the IHO, the Intergovernmental Oceanographic Commission (IOC), the World Meteorological Organization (WMO) and the International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA).

Ensuring the harmonized display of the information related to more than one navigational data product is part of the broader issue of interoperability. It is necessary to develop an S-100 Interoperability Specification that considers:

 Harmonization of portrayal between different data products, for example, to ensure that less significant features in one data product, are not displayed more prominently than more significant features in another product;  Determining what features in the base S-101 ENC should be turned off when the operator turns on different overlays such as Sea Ice and Weather;  Determining different display priorities between multiple S-100 based products; and  Testing procedures, to ensure that data products are not only tested against their own performance criteria, but also tested against their intended interaction with other data products.

The development of the S-100 Interoperability Specification was initiated in 2015 as a high priority work item of the IHO S-100 Working Group (S-100WG), with a target completion year of 2017.

21 Subject to any additional requirements related to the development of the CMDS, the S-100 Interoperability Specification may need to be referred to the IMO/IHO Harmonization Group on Data Modelling, if and when this group is activated.

The S-100WG has been tasked to investigate in parallel whether the use of S- 101-based Electronic Navigational Charts (ENC) and the possible simultaneous display of other data products would require any amendment to the ECDIS performance standard (resolution MSC.232(82)). This work item may generate a proposal for a new output. It may also impact on agenda item 6.

ICS thanks the IHO for the information provided regarding their contribution to the S-100 Framework and harmonized display of navigation information. We support further detailed consideration of this information to ensure that any potential inter-dependencies between the output under this agenda item (Guidelines for the harmonized display of navigation information received via communications equipment) and the development of CDMS and the S-100 Interoperability Specification are understood.

ICS notes reference to S-101 ENCs and the ongoing investigation by the S-100 WG and looks forward to consideration of the outcome in due course. ICS has reservations regarding the compelling need to further amend the performance standard for ECDIS to support simultaneous display of other data products.

9/1 Proposals for the development of Guidelines Norway for the harmonized display of navigation information received via communications equipment

Norway provides comments and proposals related to the development of Guidelines for the harmonized display of navigation information received via communications equipment.

In particular Norway provides a summary of an outline structure for the Guidelines and standards that should be taken into account during development of the Guidelines. The proposed guidelines will include:

1. Standardized symbology; 2. Standardized format of text; 3. The use of a common maritime data structure, based on the work of IHO and their S-100 data structure; 4. The provision of mapping for specific services to specific regions; 5. Routing and filtering of the information; 6. Alert functionality, when necessary, in line with current bridge alert management standards; 7. Human element and ergonomic design principles to ensure useful

22 presentation and prevent information overload; and 8. Reference to other performance standards, such as the Presentation of navigation-related information on shipborne navigational displays (resolution MSC.191(79)).

The Guidelines should take into account the information on the display of MSI contained in IEC Standard 62288 ed. 2, Presentation of navigation related information.

ICS supports the outline structure of the Guidelines proposed by Norway and the objective to ensure that MSI is effectively sorted, distributed and displayed where it is needed.

Harmonised display of information should be done in as simple and straightforward a manner as possible, ideally avoiding the need for excessive additional symbols/text. Consequently, ICS shares the view that it is essential that MSI information is displayed in a user friendly and task-oriented way which prevents critical navigation information being obscured that also avoids information overload.

23 ITEM 10: REVISED GUIDELINES AND CRITERIA FOR SHIP REPORTING SYSTEMS (RESOLUTION MSC.43(64))

Target completion year: 2017

The Sub-Committee will revise the Guidelines and criteria for ship reporting systems (resolution MSC.43(64)), as amended, relating to standardized and harmonized electronic ship reporting and automated collection of on board data for reporting.

Papers:

10 Use of a testbed to prove technology for the Brazil, Norway, Revised guidelines and criteria for ship Singapore, reporting systems (resolution MSC.43(64)) CLIA and Intermanager

Norway et al describe a proposal for using a testbed to support the revision of the Guidelines and criteria for ship reporting systems (resolution MSC.43(64)).

The purpose should be to demonstrate a way forward to:

 Simplify the technical ship reporting means so that the ship will only have to relate to a common interface and one standard format or protocol;  Reduce the administrative burden on board the ship and ashore in respect to ship reporting requirements and achieve harmonization with focus on safety;  Reduce the cost of communications related to ship reporting and transmission of pre-arrival information;  Provide timely access to information to relevant stakeholders in a secure manner;  Promote data harmonization at international level; and  Ensure security, accuracy and authentication of the information, including which stakeholders have access to the data.

ICS welcomes the proposal by Norway et al and supports the principle of an evidence based approach to revising the Guidelines and looks forward to considering the outcome of the test-bed.

Any outcomes from the test-bed which indicate an improvement in the administrative burden on Masters is achievable should be given careful consideration in the work to revise the Guidelines. Recalling concerns relating to the administrative burden from the implementation of national single windows in Europe, this is potentially a significant opportunity to inform and harmonise future single window projects.

24 10/1 Proposal on revising the Guidelines and China criteria for ship reporting systems (resolution MSC.43 (64))

China comments on and proposes an amendment to, the Guidelines and criteria for ship reporting system (resolution MSC.43 (64), as amended) relating to standardized and harmonized electronic ship reporting and automated collection of data for reporting.

The proposals are based on studies undertaken in 2014 and a unified reporting demonstration project undertaken in Shenzhen Port in 2015. The intent is to amend the Guidelines and criteria for ship reporting systems to focus on electronic transfer rather than verbal reporting. In this respect China proposes that:

 “Dynamic” information (ship position, course and speed only) should be reported using AIS; and  “Static” information (FAL Forms etc) should be reported electronically.

ICS thanks China for their submission and is generally supportive of the principle of using electronic methods of reporting where practicable.

However, ICS is unclear as to the situation in which pre-arrival information (FAL forms) would be exchanged verbally rather than electronically. The need to amend the guidance to encourage non-verbal exchange of this information is potentially unnecessary.

25 ITEM 11: ANALYSIS OF DEVELOPMENTS IN MARITIME RADIOCOMMUNICATION SYSTEMS AND TECHNOLOGY

The Sub-Committee will be invited to consider submissions related to maritime radiocommunication systems and technologies.

The Sub-Committee will consider matters related to the recognition of Iridium mobile satellite system as a GMDSS service provider. Recognition of Iridium is an urgent matter emanating from NCSR 3 which will be considered at MSC 96 (MSC 95/22, paragraph 19.17).

Papers:

11 Recognition of Iridium mobile satellite system IMSO as GMDSS service provider

IMSO provides the report on the technical and operational assessment of the application by the United States to recognize and use the Iridium mobile satellite system in the Global Maritime Distress and Safety System.

The report concludes that Iridium has made significant progress towards achieving full compliance with the technical, operational and engineering requirements of resolution A.1001(25). These are the basis for a satellite service provider being recognised as part of the GMDSS.

However, the report highlights that before full recognition can be achieved further preparations relating to the capabilities of shipboard terminals (not yet developed) and the broadcast of maritime safety information (MSI) need to be completed.

The report further highlights that the technical, operational and engineering requirements that need to be met are focused on providers using geostationary satellite systems. Consequently it is recommended that IMO review resolution A.1001(25) to broaden its applicability within the context and timescales of the ongoing review and modernization of the GMDSS.

ICS welcomes IMSO’s report and notes the conclusions of the technical and operational assessment of the Iridium satellite service.

ICS considers that the conclusion of the report regarding the applicability of resolution A.1001(25) beyond geostationary satellite systems is important. There should be a ‘level playing field’ approach when reviewing applications for recognition within the GMDSS of alternative satellite systems.

26 11/1 Recognition of Iridium mobile satellite system US in the GMDSS

The US describes a practical way forward, through a two-step process, for completing the recognition of Iridium as a GMDSS satellite service provider in accordance with the requirements of resolution A.1001(25), and which is consistent with the IMSO Group of Experts Report on the assessment of the Iridium system (NCSR 3/11).

Based on the report of IMSO, the US concludes that Iridium has demonstrated all those technical and operational capabilities that can be demonstrated prior to integration with other elements of the GMDSS. Consequently it is proposed that the Sub-Committee's recommendation to MSC 96 should be:

1. To incorporate Iridium into the GMDSS given that the current technical and operational capabilities that have been demonstrated and verified by IMSO (Phase 1); and

2. That final recognition of Iridium be granted when the remaining conditions noted in the IMSO Expert Group Report related to performance standards, integration with RCCs and MSI broadcast are achieved (Phase 2).

Noting in particular the challenges facing potential new GMDSS satellite service providers, ICS considers the two-phase approach described by the US to be pragmatic and reasonable.

This proposal does not compromise the GMDSS. It continues to retain the requirement that all criteria for recognition be achieved before the new provider is finally recognised as a GMDSS satellite service provider.

27 ITEM 12: PERFORMANCE STANDARDS FOR SHIPBORNE GMDSS EQUIPMENT TO ACCOMMODATE ADDITIONAL PROVIDERS OF GMDSS SATELLITE SERVICES

Target completion year: 2016

The Sub-Committee will develop a new generic performance standard for ship- borne GMDSS equipment to accommodate additional providers of GMDSS satellite services. Performance standards for shipborne GMDSS equipment to accommodate additional providers of GMDSS satellite services is an urgent matter emanating from NCSR 3 which will be considered at MSC 96 (MSC 95/22, paragraph 19.17).

Papers:

12 Draft performance standards for shipborne United States GMDSS equipment to accommodate additional providers of GMDSS satellite services

The US provides draft performance standards for shipborne GMDSS equipment to accommodate additional providers of GMDSS satellite services. The US invites the Sub-Committee to edit the draft performance standard and recommend it to MSC 96 for adoption.

The draft performance standard does not suggest any downgrading of the existing performance standard requirements for shipborne GMDSS equipment. The draft performance standard amalgamates text from MSC.130(75), MSC.306(87) and A.1001(25) and removes Inmarsat specific references and standards.

MSC 95 agreed that this matter should be considered as an urgent matter to be agreed at NCSR 3 and adopted at MSC 96. However, it would be appropriate for a WG to review the proposal to confirm that no unintended consequences may arise from the work done to accommodate additional providers of GMDSS satellite services.

ICS thanks the US for the development of the draft performance standard. Notwithstanding the urgency of the matter, it is suggested that the document would benefit from further detailed consideration in the anticipated WG.

28 ITEM 13: INTERCONNECTION OF NAVTEX AND INMARSAT SAFETYNET RECEIVERS AND THEIR DISPLAY ON INTEGRATED NAVIGATION DISPLAY SYSTEMS

Target completion year: 2016

The Sub-Committee will amend performance standards as necessary to allow Inmarsat C SafetyNET Maritime Safety Information messages to be presented on an integrated navigation display system.

Papers:

12 Proposed amendments to resolutions United States MSC.148(77), MSC.306(87) and MSC.252(83)

The US provides amendments to resolutions MSC.148(77) on NAVTEX, MSC.306(87) on Inmarsat-C EGC (SafetyNET) and MSC.252(83) on Integrated Navigation Systems (INS) to provide for interconnection, bridge alert management and display of NAVTEX and SafetyNET warnings on navigation display systems.

Although GMDSS SafetyNET is the sole means ships have for receiving essential maritime safety information in some locations, no means exist for routing that information to integrated navigation displays or other centralized systems for displaying information when desired.

MSC.148(77) on NAVTEX

It is proposed that a new paragraph on interface be inserted to include an interface with bridge alert management.

MSC.306(87) on Inmarsat-C EGC (SafetyNET)

It is proposed that:

 The requirement to be able to provide printed information be removed if the receiver is connected to an integrated navigation system (INS);  The equipment should include at least one interface for the transfer of received data to other navigation or communication equipment;  The equipment should include an interface for alert management (i.e. with the Bridge Alert Management (BAM))  All interfaces provided for communication with other navigation or communication equipment should comply with the relevant international standards.

MSC. 252(83) Revised Performance Standards for Integrated Navigation Systems (INS)

Integration with NAVTEX and Inmarsat-C EGC SafetyNet or other IMO-

29 recognised GMDSS system are added to the acceptance criteria of an INS.

ICS considers that the amendments proposed by the US are appropriate in the context of ensuring that MSI information can be displayed on integrated navigation displays.

Noting the links with the outputs under agenda items 6 and 9, ICS would support consideration of these proposals together with these items.

30 ITEM 14: COMPLETION OF THE DETAILED REVIEW OF THE GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM (GMDSS)

The Sub-Committee will finalise the outcome of the detailed review of the GMDSS, taking into account outcomes of the Joint IMO/ITU Experts Group and the ICAO/IMO JWG, and start discussing the development of the GMDSS Modernization Plan. Consideration of the outcome of the GMDSS Review and the continuation of the project in developing the modernization plan is an urgent matter emanating from NCSR 3 which will be considered at MSC 96 (MSC 95/22, paragraph 19.17).

Papers:

14 Report of the Correspondence Group on the US Review of the GMDSS

The US provides the report of the outcome of the detailed review of the GMDSS. To summarise the outcome of the modernisation plan:

Revisions to SOLAS chapter III

 A decision needs to be made as to whether all lifeboats, and whether some or all inflatable liferafts should be equipped with locating devices

Revisions to SOLAS chapter IV

 The GMDSS modernization process should ensure that non-SOLAS vessels are not excluded from participating in the GMDSS;  The GMDSS modernization project needs to continue to support the needs of the e-navigation strategy;  SOLAS chapter IV should be revised to provide for other GMDSS satellite service providers in addition to Inmarsat;  NBDP can be removed as a required system, although existing devices can be permitted to remain in use to receive MSI, if a ship is not equipped with other equipment suitable for the purpose;  SOLAS chapter IV should be revised to allow NAVDAT service to be used in place of NAVTEX in places where NAVDAT is available;  Ship certificates will require definition of the geographical area in which the ship is permitted to sail with respect to Sea Areas A3 and A4. This can be accomplished by indicating the ship's GMDSS satellite service provider in brackets after the "A3", such as "A3 (Worldwidesat)";  SOLAS regulations will need to be revised to reflect the revised Sea Areas A3 and A4;  Definitions are also needed for "Security communications" and "Other communications", as well as requirements for radio installations to perform these functions;  "Security communications" and "Other communications" should be added to the functional requirements in addition to the GMDSS functions;

31  The VHF EPIRB should be removed from SOLAS;  Revise and simplify regulations to reflect that separate DSC watch receivers are no longer common and modern equipment practice integrates the radio functions into a single installation;  Revise regulation IV/12.3 to reflect the decision to retain the VHF Channel 16 watch, as well as continuous listening watches is also in some areas for general communications including VTS, Maritime Assistance Service, coastal surveillance, ship reporting, port approaches, etc.  Remove the regulation IV/18 exemption for communication equipment from automatically receiving the ship's position if the ship is not provided with a navigation receiver

Other IMO Instruments

 No specific action has been identified to reduce false alerts. Manufacturers should be made aware of the problem, perhaps through a circular recommending that they seek to reduce the susceptibility of their equipment to generating false alerts;  IMO and ITU should develop the necessary technical recommendations and performance standards for international NAVDAT service. This work should be closely followed by the development of IMO and IEC standards for shipborne NAVDAT and/or combined NAVTEX/NAVDAT equipment;  Consider the development of a circular or other instrument to encourage Member Governments to adopt a requirement for certain categories of ships to carry VHF direction finders to detect 121.5 MHz signals and VHF marine band transmissions (for instance off shore industry vessels);  Consideration should be given to the possible SAR benefits of the inclusion of text messaging, digital data, and chat messaging capabilities;  Mariner training will be affected and amendments to STCW including Model Courses may be required. Model Courses will in general need to be revised to reflect the new Sea Area A3 definition and its effect on Sea Area A4, together with other amendments to chapter IV;  New and revised IMO instruments should not exclude non-SOLAS vessels from participating in the GMDSS  The technical basis for determining the minimum number of HF GMDSS coast stations and their geographical distribution should be reviewed;

ITU Reports and Resolutions

 IMO and ITU should develop the necessary technical and operational recommendations and performance standards for international NAVDAT service;  Consideration should be given to a liaison statement to ITU-R indicating that it is desirable that non-SOLAS ships make use of the GMDSS, and that in order to protect the integrity of the GMDSS, it is necessary that

32 ITU-R recommendations on GMDSS systems and frequency use are prescriptive;  New and revised ITU instruments should not exclude non-SOLAS vessels from participating in the GMDSS;  Consider the future role for HF data exchange;

IEC Standards

 IEC standards for shipborne NAVDAT equipment

Provision of GMDSS satellite services

 Formatting of EGC should be standardized if possible to minimize delays, and if possible, a way should be found to transmit EGC simultaneously on all GMDSS satellite service providers;

MSI providers

 Possible ways for MSI providers to provide and monitor MSI broadcasts over multiple GMDSS satellite service providers should be identified with a view to minimizing the costs, or at least the cost increases for MSI providers;  Resolution A.707(17) could be revised to provide for shore-to-ship MSI broadcasts without charge to the originator;  Determine whether it is possible and feasible to retain the current requirement to be able to receive MSI using EGC (SOLAS regulation IV/7.1.5), taking into account the new definition of Sea Area A3 and the inclusion of new satellite providers in the GMDSS;  Determine whether changes are required to the availability HF-MSI in certain areas as a consequence of the new definition of Sea Area A3 and the inclusion of new satellite providers in the GMDSS;  The use of VDES needs to be considered in future possible mechanisms for the distribution of MSI;

HF communications

 Technological improvements can make HF easier to use. Consider revising resolutions A.806(19) and MSC.68(68), annex 3, to include a requirement for frequency scanning and/or automatic link establishment (ALE); and

Transitional provisions

 Administrations, port State control authorities, and classification societies need to be informed of the change to Sea Area A3/A4, and a suitable transition period needs to be identified for certificates.

ICS thanks the US for coordination of this complex review. In anticipation of the modernisation of the GMDSS, ICS considers it necessary to

33 highlight the importance of ensuring that the links between the GMDSS and e-Navigation are fully considered.

Leveraging the development of the modernisation plan for the GMDSS and work on e-Navigation is essential. This will enable innovations and improvements in safety at sea which may be more significant than could be achieved by either project in isolation.

14/1 Distress alert distribution for the modernized US Global Maritime Distress and Safety System (GMDSS)

The US provides information on the potential capability of the COSPAS- SARSAT Low Earth Orbit (LEOSAR) and Medium Earth Orbit (MEOSAR) Search and Rescue systems to provide a network for the distribution of distress alerts within the modernised GMDSS.

This matter is particularly relevant in the context of additional GMDSS satellite service providers and concerns relating to the reliability and use of PSTN lines ashore to route distress information between satellite ground stations.

If the Sub-Committee considers that exploiting this potential would be beneficial, the US proposes that the International COSPAS-SARSAT Programme (ICSP) be approached to provide expert advice.

ICS thanks the US for this submission. Concern has been expressed in other fora regarding the robustness of distress data distribution relating to additional satellite service providers in the GMDSS. ICS would support an invitation to the ICSP to explore the potential opportunity to address these concerns.

14/2 High frequency (HF) communications in the US modernization of the Global Maritime Distress and Safety System (GMDSS)

The US comments on the detailed review of the GMDSS and highlights that consideration needs to be given to the future role of HF and the fact that it remains a practical communications capability. Consequently consideration should be given to identifying ways forward for automated frequency technologies, such as automatic link establishment, so that GMDSS modernization can take into account this functionality to improve usability of HF communications.

Notwithstanding the potential benefits of retaining HF as a means of communication within the GMDSS, ICS considers that retention of HF should not result in new carriage requirements for existing ships.

34 ITEM 15: UPDATING OF THE GMDSS MASTER PLAN AND GUIDELINES ON MSI (MARITIME SAFETY INFORMATION) PROVISOINS

The Sub-Committee will be invited to consider and analyse matters relating to the further development of the GMDSS master plan on shore-based facilities.

The Sub-Committee will also be invited to consider any submissions relating to the development of guidelines on MSI provisions.

Papers:

15 Proposed amendments to the International IHO WWNWS SafetyNET Manual

WWNWS provides proposes non-substantive amendments to the International SafetyNET Manual.

15/1 Proposed amendments to the NAVTEX Manual IHO WWNWS

WWNWS provides proposes non-substantive amendments to the NAVTEX Manual.

15/2 Outcome of the seventh session of the IHO IHO World-Wide Navigational Warning Service Sub-Committee (WWNWS-SC)

IHO informs the Sub-Committee on the matters discussed and decisions taken at the seventh session of the IHO WWNWS Sub-Committee which was held from 24 to 27 August 2015.

15/3 Promulgation of Maritime Safety Information – Chairman IMO NAVTEX Service: Annual report IMO NAVTEX NAVTEX Coordinating Panel Coordinating Panel

The NAVTEX-Coordinating Panel provides a summary of the current issues being addressed by the IMO NAVTEX Coordinating Panel and its actions/activities since NCSR 2.

35 ITEM 16: RESPONSE TO MATTERS RELATED TO THE RADIOCOMMUNICATION ITU R STUDY GROUP

The Sub-Committee will consider the outcome of the latest meetings of ITU-R Working Parties and Study Groups, as well as the relevant parts of the report of the Joint IMO/ITU Experts Group, on matters related to the maritime mobile and maritime mobile-satellite services and take action, as appropriate

Papers:

16 Liaison statement from ITU-R Working Party 5B Secretariat to IMO, IEC, ETSI and CIRM – Revision of Recommendations ITU-R M.493-13 and M.541-9 – Digital Selective-Calling System for use in the Maritime Mobile Service

The Secretariat provides information on a liaison statement from ITU-R Working Party 5B and in particular the revisions of the two digital selective calling (DSC) technical and operational recommendations.

The liaison statement takes into account the IMO concerns regarding the burden on shipping of Class M (Man Overboard) devices and their potential impact on the integrity of the GMDSS.

16/1 Comment on the liaison statement from ITU-R UK Working Party 5B to IMO

The UK comments on the use of new Class M devices described in the Liaison statement from the ITU-R Working Party 5B to IMO.

The UK raises concerns in relation to the use of Class M devices in mass evacuation scenarios and ensuring the effectiveness of existing systems in the face of the development of personal radio devices.

In particular for passenger vessels the use of such devices must take into account user knowledge and understanding, and the difficulty of controlling their use in an emergency situation. The impact can be mitigated by technical design but management of their use is still likely to play a key role.

The impacts on search and rescue must be carefully considered and, as far as practicable, mitigated, before personal radio devices are routinely deployed.

ICS shares the concern regarding the potential difficulties of managing Class M devices in mass evacuation scenarios. In mass rescue scenarios the value of such devices is in their potential to identify individuals who are not with the main body of those to being rescued and who therefore need to be located and rescued individually. Should SAR services be overloaded by Class M alerts, then their ability to effectively identify individuals who need assistance is reduced.

36 ITEM 17: RESPONSE TO MATTERS RELATED TO ITU WORLD RADIOCOMMUNICATION CONFERENCE

The Sub-Committee will consider the relevant parts of the report of the Joint IMO/ITU Experts Group on Maritime radiocommunication matters.

The Sub-Committee will be further invited to consider the outcome of WRC-15 and take action, as appropriate.

Papers:

17 Report on the 11th meeting of the Joint IMO/ITU Secretariat Experts Group on Maritime radiocommunication matters

The Secretariat provides the report of the 11th meeting of the joint IMO/ITU Experts Group and in particular invites the Sub-Committee to:

1. Approve the draft liaison statement to ITU-R WP 5B on Automatic Identification System (AIS) concerning uncontrolled novel applications; 2. Note that the detailed review of the GMDSS is not proposing new carriage or retrofit requirements at this stage; 3. Agree with the view of the Group that it is preferable to work towards an entry-into-force date of 2020 of the revision of SOLAS chapter IV; 4. If agreed, review the updated Preliminary draft of revised SOLAS chapter IV and 5. If agreed, instruct the Joint IMO/ITU Experts Group to further develop the revision of SOLAS chapter IV with a view to finalize it at NCSR 4 and to have it adopted by the Committee in time for an entry-into-force date of 2020.

17/1 Outcome of the World Radiocommunication Secretariat Conference, 2015 (WRC-15)

The Secretariat provides information on the outcome of the ITU World Radiocommunication Conference 2015, on issues of relevance to IMO.

Of particular note is that the possible reallocation of spectrum for International Mobile Telecommunications (IMT) from the S-Band radar frequency band will no longer be considered.

17/INF.21 Outcome of the World Radiocommunication Secretariat Conference, 2015 (WRC-15)

The Secretariat provides more detailed information on the outcome of the ITU World Radiocommunication Conference 2015, concerning issues of relevance to IMO including:

 Agreement that no changes will be made to the frequency bands for

37 satellite communications on SOLAS ships or those used for S-Band radar;  Agreement on regulatory provisions and frequency allocations to enable new Automatic Identification System (AIS) applications for data exchange (VDES) to improve the safety of navigation; and  Agreement that WC-19 should consider possible regulatory actions to support GMDSS modernization and the introduction of additional satellite systems into the GMDSS.

38 ITEM 18: MEASURES TO PROTECT THE SAFETY OF PERSONS RESCUED AT SEA

The Sub-Committee will consider the ICS industry-developed guidance on large- scale rescue operations at sea (Guidance on ensuring the safety and security of seafarers and rescued persons). Measures to protect the safety of persons rescued at sea is an urgent matter emanating from NCSR 3 which will be considered at MSC 96 (MSC 95/22, paragraph 19.17).

The Sub-Committee will consider any other proposals related to measures to protect the safety of persons rescued at sea.

Papers:

18 Industry guidance on large-scale rescue ICS operations at sea: Ensuring the safety and security of seafarers and rescued persons

ICS is pleased to introduce NCSR 3/18 on Industry guidance on large- scale rescue operations at sea: Ensuring the safety and security of seafarers and rescued persons.

The second edition of the Guidance is supported by the European Community Shipowners' Associations (ECSA), Asian Shipowners' Forum (ASF), ITF, European Transport Workers' Federation (ETF), CLIA, INTERCARGO, INTERTANKO, IPTA and INTERMANAGER.

The submission highlights the new material incorporated into the Guidance since the first edition was submitted to MSC 95. This material has been included following discussions with shipping companies which have rescued migrants at sea in the Mediterranean.

Furthermore the submission re-iterates the industry view expressed at MSC 95 and the Informal Meeting on Unsafe Mixed Migration held in September 2015 that:

 The Guidance should remain a live document promulgated and updated by the industry co-sponsors;  Current regulations, procedures and guidelines for ships engaged in rescue operations involving migrants are adequate.

Specific comments on the Guidance should be directed to ICS for consideration in any future edition which is produced in response to developments in the Mediterranean and elsewhere.

The Guideline, co-sponsors welcome and appreciate the interest shown together with the support and cooperation of IMO Members since this crisis started. The support and cooperation has been extremely valuable as the shipping industry developed its responses to this crisis.

39 ITEM 19: ANALYSIS OF INFORMATION ON DEVELOPMENTS IN INMARSAT AND COSPAS-SARSAT

The Sub-Committee will consider the relevant parts of the report of the ICAO/IMO Joint Working Group and any other submissions on developments in Inmarsat and COSPAS-SARSAT that may be submitted under this agenda item.

Papers:

19 Analysis and assessment of the GMDSS IMSO performance of Inmarsat Global Limited

IMSO provides the annual report to IMO on Inmarsat's obligations for the provision of maritime distress and safety services in the GMDSS.

The Sub-Committee is invited to note, in particular:

 Closure of Inmarsat-B services by 30 December 2016; and  IMSO's overall assessment that Inmarsat Global Ltd continued to provide a sufficient quality of service during the period from 1 November 2014 and 31 October 2015 to meet its obligations under the GMDSS.

19/1 Future cessation of Inmarsat Fleet F77 service IMSO

IMSO provides information concerning the formal notification to IMSO by Inmarsat of its intention to close the Inmarsat F77 service with effect from 1 December 2020.

All manufacturers ceased production of new Inmarsat F77 terminals some time ago and no new terminals are now being fitted in ships. Inmarsat has also seen a reduction in Inmarsat F77 traffic and projects that use of the service is likely to cease completely before the proposed date of closure.

The proposed date for closure of Inmarsat F77 service should provide shipowners and others with ample time and opportunity to plan an orderly and cost-efficient migration to a replacement service.

IMSO will continue to work with Inmarsat to ensure that a sufficient programme of public information, similar to that undertaken for the closure of Inmarsat-B, is conducted in relation to the closure of the Inmarsat F77 service.

ICS thanks IMSO for its notification of the intentions of Inmarsat with respect to F77. It will be important for Inmarsat to ensure that a sufficient programme of public information, similar to that undertaken for the closure of Inmarsat-B, is conducted in relation to the closure of the F77 service.

40 19/INF.11 Information on Inmarsat's enhancement to IMSO SafetyNET for use by Maritime Safety Information Providers (MSIPs) and Rescue Coordination Centres (RCCs)

IMSO provides information on the enhancement of SafetyNET services, SafetyNET II, utilized by maritime safety information providers and rescue coordination centres as a transmission mechanism for navigational and meteorological maritime safety information and search and rescue coordination messages to compliant Inmarsat-C and Mini-C mobile earth stations.

19/INF.19 Status of the COSPAS-SARSAT Programme COSPAS- SARSAT Secretariat

The COSPAS-SARSAT Secretariat provides a status report on the COSPAS- SARSAT System, including system operations, significant developments, space and ground segments, beacons, false alerts and results of MCC-SPOC communication tests

41 ITEM 20: REVISED PERFORMANCE STANDARDS FOR EPIRBS OPERATING ON 406 MHZ (RESOLUTION A.810(19)) TO INCLUDE COSPAS-SARSAT MEOSAR AND SECOND GENERATION BEACONS

Target completion year: 2017

The Sub-Committee will amend resolution A.810(19) and SOLAS chapter IV to include the deployment of the COSPAS-SARSAT Medium Earth-Orbiting Satellite Search And Rescue (MEOSAR) system and the issuance of a second generation 406 MHz Distress Beacon.

Papers:

20 Proposed changes to resolution A.810(19) United States

The US proposes amendments to resolution A.810(19) to reflect the Medium Earth Orbit Search and Rescue (MEOSAR) satellite deployment (2018), the addition of second generation 406 MHz distress beacons, and updates to out- dated references in the 2012 Radio Regulations.

The proposed amendments include changes to the duty cycle of the 121.5MHz homing signal during the transmission of the 406 MHz satellite signal and other locating signals, such as an Automated Identification System (AIS) SART signal. This matter was also discussed by the ICAO/IMO JWG which advised that such changes should not be made without further testing.

ICS has concern regarding the proposed text amendments to Part B, Paragraph 4.1 relating to the interruption of the duty cycle for the 121.5MHz homing signal. The amendment appears to prejudge the outcome of further testing which was advised by the ICAO/IMO JWG (NCSR 3/21/1 paragraphs 7.2.12 to 7.2.18) but which was unlikely to be completed before NCSR 3.

20/1 Comment on the proposed changes to the UK performance standard for 406 MHz EPIRBs submitted by the United States

The UK comments on the draft amendment to Performance Standards for EPIRBs and suggests deferral of the decision on the 121.5 MHz beacon duty cycle until NCSR 4.

ICS supports the position of the UK (noting the intervention under NCSR 3/20)

42 ITEM 21: GUIDELINES ON HARMONISED AERONAUTICAL AND MARITIME SEARCH AND RESCUE PROCEDURES INCLUDING SAR TRAINING MATTERS

The Sub-Committee will consider the relevant parts of the report of the ICAO/IMO Joint Working Group and any other proposals received.

Papers:

21 Report of the 22nd session of the ICAO/IMO Secretariat Joint Working Group on Harmonization of Aeronautical and Marine Search and Rescue

The Secretariat provides the report of the twenty-second session of the ICAO/IMO Joint Working Group on the Harmonization of Aeronautical and Maritime Search and Rescue, which was held in September 2015.

21/1 Global Aeronautical Distress and Safety US System (GADSS) potential impact on the global SAR system

The US provides information on the ICAO work to amend international standards and recommended practices so as to align with Global Aeronautical Distress and Safety System (GADSS) concept of operations (See NCSR 3/21/4). Aspects of this effort, particularly relating to the co-ordination of SAR efforts, including those involving MRCCs, will affect maritime SAR services.

21/2 Vessel TRIAGE – a method for assessing and Finland and communicating the safety status of IMRF vessels in maritime accidents and incidents

Finland and IMRF provide information on a new categorization method “Vessel TRIAGE” which has been developed by a multi-national project to provide a common platform to assess the seriousness of the vessel's safety situation and facilitate decision-making regarding search and rescue.

The categorization method is focused on evaluating the level of safety aboard a vessel for its passengers, crew and any third parties deployed to it, taking into account the prevailing and anticipated conditions aboard the ship and in its environment. It is based on a factual description of the situation, not on the needs or actions of particular responders.

“Vessel TRIAGE” is a method of assessing risk aboard a vessel in need of assistance. It does not duplicate or change existing GMDSS radio communication categories or emergency phases.

ICS notes this innovative approach to categorising vessels in need of assistance and that further testing of the Vessel TRIAGE method is planned. We consider that, future consideration of this approach should

43 be based on the feedback of Member States, SAR services and other parties involved in testing. However, while Vessel TRIAGE remains under evaluation, and taking into account the outcome of the 22nd meeting of the ICAO/IMO JWG, it is premature to give further consideration to the inclusion of Vessel TRIAGE in the 2019 edition of the IAMSAR Manual.

21/3 TMAS Service questionnaire for assessing the France and status of implementation of MSC/Circ.960 Italy "Medical assistance at sea"

France and Italy provide a questionnaire to be proposed to member State RCCs for assessing the status of implementation, problems encountered and proposals for improvement of MSC/Circ.960 on Medical Assistance at Sea.

ICS welcomes and supports initiatives to identify potential improvements in the availability of medical assistance at sea.

21/4 Report of the 22nd session of the ICAO/IMO Secretariat Joint Working Group on Harmonization of Aeronautical and Marine Search and Rescue

ICAO provides an overview on the development of standards, recommended practices and guidance material based on the Global Aviation Distress and Safety System (GADSS) concept of operations. Potential impacts on Global SAR provisions for the Maritime SAR System are identified. Of particular note are the development of standards and recommended practices for:

 Normal tracking of aircraft outside air traffic control (ATC) surveillance areas at 15 minute intervals, with appropriate alerts provided to ATC in the event that a report is missed;  Distress tracking involves the autonomous (or manual) activation of a distress tracking device, providing position of an aircraft every minute. The aim is to ensure that the location of a crash site, on land or at sea can be found within a 6nm radius of a last known position; and  Enhanced standards for flight data recorder location and recovery.

21/INF.5 Report on the seventeenth Combined Antarctic Argentina and Naval Patrol 2014-2015 Chile

Argentina and Chile provide information on the activities of the seventeenth Combined Antarctic Naval Patrol with the aim of enhancing maritime safety and environmental protection in the Antarctic.

It is advisable for member States to inform tour operators of cruises in the Antarctic Territory to report the Position and Intended Movements (PIM) of passenger shipping in the area to both the Punta Arenas MRCC and the Ushuaia MRCC, so as to allow for timely action in the event of an emergency.

44 ITEM 22: FURTHER DEVELOPMENT OF THE GLOBAL SAR PLAN FOR THE PROVISION OF MARITIME SAR SERVICES

The Sub-Committee will consider the relevant parts of the report of the ICAO/IMO Joint Working Group and any other proposals received.

The Sub-Committee will consider the further development of the Global SAR Plan for the provision of maritime SAR services.

Papers:

22 Modifications to the Radiocommunications and Secretariat Search and Rescue (COMSAR) module of the Global Integrated Shipping Information System (GISIS)

The Secretariat provides information on modifications to the Radiocommunications and Search and Rescue (COMSAR) module of the Global Integrated Shipping Information System (GISIS) to allow submission of geographical limits of Search and Rescue Regions using a standard format.

45 ITEM 23: AMENDMENTS TO THE IAMSAR MANUAL

The Sub-Committee will be invited to consider the relevant parts of the report of the twenty-second session of the ICAO/IMO Joint Working Group and any proposed draft amendments to the IAMSAR Manual.

Papers:

No papers have been submitted under this agenda item.

46 ITEM 24: REVISED GUIDELINES FOR PREPARING PLANS FOR COOPERATION BETWEEN SEARCH AND RESCUE SERVICES AND PASSENGER SHIPS (MSC.1/CIRC.1079)

Target completion year: 2017

The Sub-Committee will revise the Guidelines for preparing plans for co-operation between search and rescue services and passenger ships (MSC.1/Circ.1079), in particular related to passenger ships transiting many SAR regions, and develop ways of improving and simplifying the system of distributing SAR plans for cooperation.

Papers:

24 Revision of the guidelines on SAR plans for Finland and cooperation IMRF

Finland and IMRF provides information to support consideration of revisions to the Guidelines on SAR plans for cooperation. It is proposed that:

1. The SAR cooperation plan system needs to be improved to make submission, amendment and retrieval of SAR plans for ships which are transiting many SAR regions and using the SDP option provided in the guidelines; 2. In order to achieve this, a dedicated, serviced and secure online database needs to be established; 3. The database should be under the governance of an appropriate body willing to resume [sic] responsibility for the service, to supervise the user management policy, and to provide a technical platform including user support; and 4. SAR cooperation plans should be included in the SMS.

The proposal includes substantial revisions to the process of updating and disseminating SAR cooperation plans. The proposals may not be proportional to the problem which has been identified: inconsistencies between the revision dates of the SAR cooperation plans for vessels listed in the SAR cooperation plans index highlighted in the Paris MoU Harmonized Verification Program (HAVEP).

There is no evidence presented that emergency response has been affected by the current system for managing SAR cooperation plans for vessels navigating between SAR regions.

ICS considers that any proposals to amend the distribution of SAR plans for ships transiting multiple SAR regions should be carefully considered.

It is essential that any revisions to the Guidelines are proportional to the inconsistencies identified in the Paris MoU Harmonized Verification Program (HAVEP) cited in the submission. In this respect 91.3% of passenger ships are reported as being satisfied with the current SAR

47 cooperation plan.

ICS therefore questions whether revising the whole system to use a centralised and independent database is a proportional proposal for simplification of the process for updating and disseminating SAR cooperation plans.

24/1 Comments on document NCSR 3/24 Argentina

Argentina comments on the proposals contained in NCSR 3/24, particularly those aspects relating to the feasibility of developing a computer platform on the basis of functional requirements. Argentina support further consideration of the proposal in NCSR 3/24.

48 ITEM 25: UNIFIED INTERPRETATION OF PROVISIONS OF IMO SAFETY, SECURITY AND ENVIRONMENT RELATED CONVENTIONS

The Sub-Committee will consider relevant unified interpretations submitted by Member Governments and international organizations, as well as any comments thereon, with a view to developing relevant IMO interpretations, as appropriate.

Papers:

25 Application of the COLREGs with respect to IACS the placement of the side lights

IACS recalls the outcome of NAV 57 and again seeks the advice of the Sub- Committee on the application of the COLREGs with respect to the placement of side lights.

The issue is whether the requirement for a ±5 degree arc of visibility in the horizontal plane applies throughout the whole of the vertical sector for sidelights. If it does then it is suggested that this presents an un-realistic consequential requirement for the positioning of the aft mast headlight on large vessels.

In order to address this issue, IACS proposes that the sidelight should be visible within ±5 degrees from the horizontal line projected forward from the centre of the sidelight and parallel to the ship's centreline, but that it should not be applied throughout the "horizontal plane" applied throughout the entire "vertical sector".

ICS has sought clarity from IACS regarding the need for and objective of this proposed UI. It is understood that technical consideration within IACS is continuing.

ICS considers that this proposal by IACS does not clearly identify the problem to be addressed nor has it clearly proposed a solution. The lack of clarity includes references to COLREGS annex 1/2(a)(i) and annex 1/2(g) that do not appear to directly relate to the issue being raised.

25/1 Interpretation of COLREG 1972 rule 18 – Republic of the Protection of Cable Ships Marshall Islands

The Marshall Islands proposes a unified interpretation of COLREG 1972 rule 18 to protect cable ships and cable repair buoys. The submission highlights the consequences of vessels, particularly fishing vessels, approaching ships engaged in the laying or repair of submarine cables and cable repair buoys too close.

The proposal is for “keep out of the way” to be universally interpreted as meaning a safe standoff distance of one nautical mile (1 NM) from a ship laying or repairing a cable and one quarter nautical mile (1/4 NM) from a cable

49 repair buoy. Within territorial waters, narrow straits and traffic separations schemes, the determination of safety zones or standoff distances should be prescribed by the competent Authority of the coastal State having jurisdiction.

ICS understands the concerns expressed by the Marshall Islands. However, ICS is unable to support the inclusion of a unified interpretation for “keep out of the way” for a specific vessel type under rule 18 because it is unclear what the wider effect would be.

Furthermore, ICS considers that the COLREGS are not deficient in this matter. In the event that a ship passes too close to a cable repair ship or repair buoy, this would contravene rule 18 and the provisions of rule 2(a) pertaining to responsibility.

Of more concern is the lack of appropriate application of the COLREGS by some vessels, notably some fishing vessels, which is unsatisfactory. This concern could potentially be addressed by means other than an amendment to the COLREGS.

25/2 Pilot transfer arrangements (SOLAS regulation IACS and IMPA V/23.3.3)

IACS and IMPA propose amendments to the wording of MSC.1/Circ.1495 to clarify the intent of this circular as follows (additions/deletions):

"1 SOLAS regulation V/23.3.3.1 prescribes an operational instruction that limits the climb to not more than 9 m on a single ladder regardless of the trim or list of the ship. If only a pilot ladder is to be used, the maximum height of 9 m from the "safe and convenient access to, and egress from, the ship" to the surface of the water is to include consideration of an adverse list of 15°."

Regulation V/23.3.3.1 provisions relate to operational requirements and including that the climb on a pilot ladder should not be more than 9m at any time. This is the fundamental objective of the UI in MSC.1/Circ.1495.

The required length of a pilot ladder is clearly defined in V/23.3.3.1.4 in terms of the ability of a single length of ladder to reach the surface of the water from a safe point of access, including consideration of 15 degrees of heel. That is to say that a single pilot ladder must always be used. However, no maximum or minimum length for a single length of pilot ladder is specified.

Regulation V23.3.3.2 makes it clear when a combination arrangement (pilot ladder and accommodation ladder) is required. A combination arrangement is required when the point of access is more than 9m above the surface of the water when the ship is upright. The UI of this sub-paragraph in MSC.1/Circ.1495 states that when determining whether a single pilot ladder or combination arrangement is required, that a 15 degree list does not have to be taken into account.

As an example, a ship that would otherwise have a safe point of access less

50 than 9m above the surface of the water (in the upright position) is not in breach of the regulations if, on a particular occasion, it has an angle of heel which means that the safe point of access is more than 9m above the surface of the water, provided that, if the Pilot embarks, the pilot ladder is a single length and the climb from the pilot boat to the point of access remains less than 9m.

ICS supports the intention to ensure that MSC.1/Circ.1495 provides clear guidance on pilot ladder arrangements. ICS therefore supports the proposal made by IACS and IMPA regarding the interpretation of V/23.3.3.1.

51 ITEM 28: ANY OTHER BUSINESS

The Sub-Committee will consider any other matters submitted by Member Governments or international organizations or referred to it by the committees or other sub-committees.

Papers:

28 Report on monitoring of ECDIS issues by the IHO IHO

IHO reports on the outcome of the continuing monitoring by the IHO of ECDIS issues related to the implementation of the SOLAS carriage requirements. The outcomes of the monitoring indicate that:

1. The number of ships' reports on ENC/ECDIS Data Presentation and Performance Check received has increased significantly in 2015; 2. No new ENC/ECDIS software issues have been identified; 3. Concern exists over the use of IHO ENC/ECDIS Data Presentation and Performance Check by Port State Control (PSC) to check implementation of the ECDIS carriage requirement;

IHO also reports on the Maintenance of IHO Standards for ECDIS and completion of revisions undertaken in 2015. The current editions of ECDIS standards (S-52 and S-64) will be withdrawn 31 August 2016.

IHO indicates that it has tasked its Services and Standards Committee (HSSC) to consider, alongside CIRM and IEC, implementation issues emanating from the 12 month timeframe for complying with the new standard.

It is also noted that a new version of the IHO ENC/ECDIS Data Presentation and Performance Check will need to be developed in the context of CIRM work on standards for software maintenance and the possible introduction of an annual performance test for ECDIS.

Continued improvement in the coverage of coastal ENCs (97%) and efforts to address issues relating to overlapping ENCs are also reported.

ICS welcomes the IHO report on the continued monitoring of ECDIS issues. Of particular concern to ICS is the apparent inappropriate use of the IHO Data Presentation and Performance Check by Port State Control. The check data does not provide a basis for determining a ship’s compliance with V/19.2.10 and V/19.2.11.

Regarding consideration of the potential introduction of a requirement for annual performance check for ECDIS, ICS suggests that IHO further considers how this process could be automated within ECDIS. There are potential benefits from an automatic and persistent performance monitoring tool which identifies issues as they occur. Relying on an

52 annual performance check by the manufacturer or a service provider could result in issues being unaddressed for up to 12 months.

Additionally, ICS welcomes the response to concerns about the timeframe for implementation of the new standards and the work on considering implementation issues being undertaken by ENCWG, CIRM and IEC.

28/1 Development of guidance on the Standardized Australia, ROK (or S) Mode of operation of navigation InterManager, equipment NI, IAIN, IFSMA, IEC and CIRM

Australia et al outline the work done in 2015 to develop the scope of an IMO guideline on the Standardized (or S) Mode of operation of navigation equipment. The purpose being to describe how best to achieve the level of standardization necessary to address the user requirement for a greater degree of standardization in the use and operation of navigation systems.

The work consisted of a series of workshops on S-Mode involving human factors experts, maritime trainers, seafarers (including marine pilots), regulators, representatives from the marine electronics industry and others. These workshops have helped refine the scope of a future IMO guideline on S- Mode.

The work so far done acknowledges that S-Mode should not limit a manufacturer's ability to innovate. S-Mode may also incorporate provisions for the configuration of personal settings which could be stored in the system and allow a user to rapidly customize the system to their preferred settings.

A complex definition for S-Mode is proposed but it is open to interpretation. An outline of the contents of the Guidelines for S-Mode is also included alongside a timeframe for the next steps towards finalising Guidelines on S-Mode.

ICS welcomes the provision of further information in relation to the further development of S-Mode. ICS considers that the development of greater standardisation in the presentation, operation and interfaces of navigation equipment is important. However ICS has concerns regardingthe focus on an independent mode.

To effectively address the broad definition of S-Mode presented in the submission, there is a need for a more fundamental standardisation of key functions and improvements in the usability of proprietary functions which may themselves offer benefits for safety.

It is essential that operators are provided with systems which include mandatory and proprietary features which can be used effectively and consistently to develop and maintain situational awareness. It is strongly recommended that improvements to usability of a complete navigation systems and not simply one mode within a navigation system remain the

53 focus. 28/2 Proposed development of new GISIS modules Secretariat on Maritime Assistance Services (MAS) and GMDSS

The Secretariat proposes to:

1. Rename the current GISIS COMSAR module the "Global SAR Plan" module; 2. Develop a new GISIS module on Maritime Assistance Services (MAS), replacing the existing MSC.5 circulars which provide updated information, as required, on the details of MAS established by coastal States; and 3. Develop a new GISIS module on GMDSS, replacing the existing GMDSS.1 circular which contains updated versions of the Master Plan of shore-based facilities in the GMDSS and is issues half-yearly.

28/INF.4 A study on enhancing maritime radar antenna Islamic positioning on board vessels Republic of Iran

The Islamic Republic of Iran provides information on a study into the optimal positioning of radar antennas on ships to minimise blind sectors.

Radar antenna should not be installed in line of sight of ship's objects and nearby structures. Such objects and structures can change the antenna main beam and cause negative effect on search and detection algorithms in radars.

28/INF.6 Improved safety of Pilot Arrangements – IMPA Results of Safety Campaign/Survey

Paper withdrawn prior to the meeting.

28/INF.10 Vessel Traffic Services in a rapidly changing IALA World

IALA provides information on activities in relation to the future development of VTS as a result of:

 Increased information sharing;  Congested waters;  Opportunities within e-Navigation and Maritime Service Portfolios; and  Approaches to Maritime Spatial Planning.

IALA anticipates a submission to the Maritime Safety Committee with a proposal for the review of resolution A.857(20) Guidelines for vessel traffic services as an unplanned output in the High Level Action Plan of the Organization for the biennium 2018-2019.

54 28/INF.13 Report on the activities of the AMVER US Program

The US provides the AMVER annual report and performance metrics for 2014 and expresses appreciation to all participating vessels, companies, and national administrations for their support and participation in AMVER and the lives saved.

In 2014 AMVER contributed to the rescue of 1330 survivors and 92 lives were assisted from 234 cases reported.

28/INF.14 Electromagnetic disturbance due to lighting France using LED technology

France provides information on the problems encountered during inspections of GMDSS and Automatic Identification Systems (AIS) installations due to electromagnetic disturbances generated by lighting systems using LED technology (navigation lights, deck lighting and rigging lighting) installed in close proximity to antennas and aerials.

28/INF.15 ECDIS-AIS linking with VHF DSC for Ukraine simplification of addressed VHF radio communication and increasing DSC efficiency

Ukraine provides information on its intention for a proposed new unplanned output on revising the Performance standards for Electronic Chart Display and Information Systems (ECDIS) (resolution A.817(19)).

The submission highlights concerns that existing VHF DSC equipment interfaces are too complex and slow down information exchange between ships. Furthermore, VHF radio-telephony can also be hindered by the time taken to identify vessels before establishing communications.

The proposal is to integrate the VHF DSC control with ECDIS to simplify the process of communications. This would make use of the availability of AIS and MMSI information on ECDIS to establish communications with vessels in the vicinity.

The means of achieving the aim, without requiring new communications equipment, is to amend the performance standard for ECDIS to include integration of VHF DSC control which can also make use of AIS. However, the performance standard for VHF DSC would remain unchanged.

The proposal references amendments to the original ECDIS performance standard only (ships on or after 1 January 1999) but does not mention

55 amendments to MSC.232(82) which applies to ECDIS installed on or after 1 January 2009.

Although, ICS generally welcomes improved integration between different navigation system components, ICS expresses concern regarding the proposal to integrate DSC, ECDIS and AIS due to its potential to encourage inappropriate approaches to collision avoidance.

In addition, ICS has concern regarding the proposal which focuses on the performance standard for ECDIS in order to address issues which are related to the purpose and usability of VHF DSC.

ICS considers that amendments to the performance standards for VHF DSC to improve the human machine interface and ease of establishing communication would be more appropriate. This would be an example of equipment, other than ECDIS, that could benefit from the standardisation work associated with S-Mode reported under this agenda item.

28/INF.16 An International Workshop to develop Republic of detailed plans for the Guideline on Software Korea Quality Assurance and Human-Centred Design for e-navigation

The ROK provides information on the outcomes of an International Workshop on the Guideline on Software Quality Assurance (SQA) and Human-Centred Design (HCD) for e-navigation.

This workshop was held to introduce the Guideline to industry and seek their feedback, and to start developing supplementary guidance to help potential users of the guideline to better understand and implement its contents. In addition, it considered the possibilities for future regulation, auditing and certification in SQA and HCD for e-navigation and for maritime applications in general, noting that SQA and HCD can be widely applied.

28/INF.17 An International Workshop to develop Republic of detailed plans for the Guideline on Software Korea Quality Assurance and Human-Centred Design for e-navigation

The ROK provides information on the outcomes of an International Workshop on the Development of guidance on the S-Mode of operation of navigation equipment. A key outcome of the workshop was a SWOT analysis on the development of S-Mode and a clear indication from manufacturers that they did not support a separate, independent mode.

28/INF.18 The need to improve the performance of next Republic of generation AIS for e-navigation Korea

The ROK provides information on AIS-related operational problems based on

56 an analysis of AIS data from ships and base stations. The purpose of the information is to highlight the potential need for performance enhancement of next generation AIS for e-navigation in the future. Problems identified with AIS are summarised as:

 AIS data of ships is not fully received by the base station;  It is difficult for a user to check the normal operation status of AIS;  It is difficult to check GNSS synchronization status;  Little valid ROT (Rate of Turn) information is available;  There are many errors in navigational information that is input manually; and  The proportion of AIS messages transmitted when the ship is moving at 1 knot or under is high.

28/INF.20 Investigation on improper occupation of IMLA marine VHF Channel 16 based on seafarers' feedback

IMLA provides information on improper occupation of marine VHF Channel 16 within most Asian coastal waters based on seafarers' feedback. Based on this preliminary finding IMLA has launched a research project to find out how the marine VHF Channel 16 is improperly occupied at sea and will provide the result at a later stage.

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