Virtual Aids to Navigation Alternative Delivery Methods

RR111 Virtual Aids to Navigation Alternative Delivery Methods Report No: RPT-39-NW-2011 Report Version: 1.0 Report Version Date: 09/04/2011 GLA/DfT Confidential RPT-39-NW-2011 GLA Confidential Lead Author Reviewer Approved for Release N Ward A Grant/M Bransby N Ward Research Director Principal Development Research Director Engineer/R&RNAV Manager Please make comments in this box: Version Date: 09/04/11 Page 2 of 10 Version: 1.0 RPT-39-NW-2011 GLA Confidential Executive Summary The purpose of the Virtual AtoN System is to provide a near-instantaneous warning to the mariner of a new danger, such as a wreck, obstruction or floating debris. This warning must be provided in a form that can be received, interpreted and displayed by any class of vessel in the required operational area and carrying appropriate equipment. The ability to provide Virtual AtoNs could be one of the most significant technical developments for the GLA in the medium term. This only becomes possible through the deployment of a network of AIS base stations around the coast and the installation of onboard equipment with the capability of displaying the Virtual AtoN symbols. This network is provided and operated by the respective coast guard services in the UK and Ireland (MCA & IRCG). Agreements are necessary on the use and service levels of these networks for providing Virtual AtoNs. Such an agreement is nearing completion between CIL and IRCG, but it is proving difficult to finalise an agreement with the MCA, therefore alternative delivery methods have been explored. Version Date: 09/04/11 Page 3 of 10 Version: 1.0 RPT-39-NW-2011 GLA Confidential Document Disclaimer Insert document disclaimer text here – minimum includes that this is uncontrolled when removed from iManage (either electronic or printed) Document Information Client GLA Project Title Virtual Aids to Navigation Project Number M108/2010 Report Title Alternative Delivery Methods Report Identifier RPT-39-NW-2011 Report Version 1.0 Report Version Date 09/04/2011 Lead Author N Ward Lead Author’s Contact N Ward Information GLA Research and Radionavigation Trinity House, Harwich Quay, Harwich, Essex, CO12 3JW, UK, T: +44-1929 426021 E: nick.ward@gla-rrnav.org Contributing Author(s) iManage Location Circulation 1. GLA Navigation Departments 2. Project Files (hard copy) 3. R&RNAV Distribution List Version Date: 09/04/11 Page 4 of 10 Version: 1.0 RPT-39-NW-2011 GLA Confidential 1 Background R&RNAV Strategic Objective Number 2 for 2010/11 was: Produce a business case (for) design and delivery of a virtual AtoN service, by October 2010. The Project Initiation Document (v 03) set out 9 work packages: WP1, Define mission and system requirements; WP2, Develop Plan; WP3, Outline design of system; WP4, Requirements capture (incl. workshop); WP8, Finalise Plan & Design have all been completed and reports produced (see Refs. 9.1 & 9.2). WP5 & WP6: Carry out trials, Analyse results & report will follow in 2011/12. Delays in establishing working arrangements with the relevant agency in the UK have prevented trials and demonstrations being carried out with an operational system. The results of these trials are needed to further develop and refine requirements and confirm the suitability of the design. WP7, Develop Business Case, was planned for completion by March 2011, but depends heavily on the final delivery method, as that will influence costs. WP9, Review standardisation process and determine actions required is an ongoing activity within IMO and IALA. 2 Mission Requirement The purpose of the Virtual AtoN System is to provide a near-instantaneous warning to the mariner of a new danger, such as a wreck, obstruction or floating debris. This warning must be provided in a form that can be received, interpreted and displayed by any class of vessel in the required operational area and carrying appropriate equipment. The GLA have classified their areas of responsibility according to times to respond to wrecks and other incidents. These times range from 6 hours in the busiest areas (e.g. Dover Straits) to 36 hours to the West of Ireland. Assuming a close correlation between shipping density and probability of collisions and wrecks, the same classification areas might be applicable to the provision of supporting infrastructure for Virtual AtoNs. 3 Implementation Constraints The major technical matter to be resolved is the availability of a transmission network. Negotiations continue with the MCA on a Service Level Agreement for the AIS Data feed and on the more difficult procedures for providing Virtual AtoNs on behalf of the GLA. The provision of an additional software module for the MCA system (at GLA expense) has been investigated and its feasibility confirmed. However, little progress has been made in finalising a Service Level Agreement (SLA) with MCA. This process started in late 2009 and shows no sign of reaching completion. Therefore alternatives, such as expanding the GLA network, or providing transportable base stations need to be considered. Similar negotiations between CIL and the IRCG appear to be reaching a successful conclusion and the system used by IRCG already has the capability of providing Virtual AtoNs. 4 Essential Elements of System The components of the system for deploying Virtual AtoNs can be identified as follows: 1. Reception point for information on hazards 2. Analysis & decision making function Version Date: 09/04/11 Page 5 of 10 Version: 1.0 RPT-39-NW-2011 GLA Confidential 3. Means of sending request to deploying agency 4. Method of deployment. 5. Procedure for monitoring correct deployment 6. Procedure for monitoring continued correct deployment 7. Procedure for confirming correct cessation The reception point for information would be a function of the existing GLA monitoring centres. Analysis and decision on deploying a Virtual AtoN would rest with GLA navigation departments. The request to deploy could be sent using existing communication lines, either to another GLA department (e.g. Marine Operations) for action, or to an external agency such as MCA or IRCG for broadcast via their AIS networks. The analysis in this report deals only with item 4, method of deployment. The other elements have been considered in the system design (Ref. 9.2). 5 Alternative Delivery Methods If the difficulties in negotiating an agreement with MCA for the transmission of Virtual AtoNs using their AIS network cannot be overcome, then alternative delivery methods must be considered. Responsibility for the integrity of information and liability for any incident resulting from incorrect information are the major obstacles to reaching such an agreement. Arrangements for assigning any costs involved would also need to be agreed and it is recognised that reaching agreement is likely to take a long time (it has already taken over a year). This report details a feasibility study of alternative methods of providing Virtual AtoNs, if an emergency arises to which they would be an appropriate response. 5.1 Deployment of a full GLA network When AIS first started to become operational, proposals were made for a network of GLA Base Stations covering the whole coastline of the British Isles. Subsequently the MCA undertook to provide such a network for the UK and it was recognised as the appropriate organisation to do that. The costs of deploying a full network at that time were considerable and could not be justified on the basis of the AtoN use envisaged. However, a number of Base Stations have been deployed by the GLA (see Annex) and the option of completing a network has therefore been considered. Trinity House has only four base stations in place. It is estimated that an additional 23 stations would be needed to give full coverage of the coastlines of England, Wales and the Channel islands for deploying Virtual AtoNs. Northern Lighthouse Board has 7 base stations, mostly on the West coast. It is estimated that a further 12 would be needed to complete coverage. CIL has 13 stations in place covering much of the North and East coasts of Ireland. An additional 5 stations should be enough to cover the South and West coasts. Therefore a total of 40 new stations would be required to provide adequate coverage of the UK and Irish coasts for the deployment of Virtual AtoNs. The capital cost of an AtoN base station with the required functionality is now approximately £2k. With supporting power supplies, communication links and installation this would increase to about £3.5k. Therefore the total capital cost of deploying the additional base stations needed would be in the region of £140k. Version Date: 09/04/11 Page 6 of 10 Version: 1.0 RPT-39-NW-2011 GLA Confidential If it is assumed that the RoI is covered adequately by the arrangement with IRCG and the additional base stations for the UK alone would be 35 at an estimated cost of £122.5k. Additional running costs, using solar power on existing sites and dial-up communications, would be minimal. 5.2 Deployment of a partial network It could be decided that only the additional stations identified as covering critical areas need to be equipped, critical areas being those with high traffic density or navigational hazards, as indicated by asterisks in the Annex. In this case the number of new stations would be reduced to 21 and the outlay would be about £73.5k, or £66.5k, excluding the RoI. As above running costs using solar power on existing sites and dial-up communications are assumed to be minimal. The investment required to provide a full or partial network of base stations should really be justified by a risk analysis. The risk analysis already carried out for Virtual AtoNs (Ref. 9.3) considers the potential failure modes of the method of deployment, but does not address the actual risk of an incident for which deployment of a Virtual AtoN would be appropriate.

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