81
1 INTRODUCTION
e‐Navigation is defined by International Maritime
Organisation (IMO) as: “The harmonised collection,
integration, exchange, presentation and analysis of
maritime information on board and ashore by electronic
means to enhance berth to berth navigation and related
services,forsafetyandsecurityatseaandprotectionofthe
marine environment,”(IMO‐MSC 85/
26). As it is well
understoodbyabovegivendefinition,e‐navigationis
averycomplexandoverallconceptthatneedstobe
presented with its components deeply. If it is
consideredwiththenewinternationaldiscussionson
safety of navigation, e‐navigation occupies more
important role as well. Many of International and
national organisations such as MSC subcommittee
underIMO, IALA,GLAi.e.,leadtodeterminehowit
shouldbe regulate in national orint
ernational level.
So that, we can say there are two dimensions of e‐
navigation, namely; technical dimension and legal
dimension. Technical dimension of e‐navigation
consists of mainly charting, navigation and
communication. A navigator needs va
rious types of
information under all of these main topics. We can
classifytheseinformationas;ElectronicChartDisplay
and Information System (ECDIS) data, aids to
navigation (Aton) data, satellite and terrestrial
systemsdataandGMDSSdata.etc.Itiseasiertouse
theseseveralinformat
ioninacommonpoolasmuch
as possible. In order to provide such kind of pool,
integratedbridgesystems(IBS) isbuiltup. Together
withIBS,somenewrequirementscamealongaswell.
Forinstance,differenttypesofinformationneedtobe
availableforsameprocesses.Atthi
spoint,ithastobe
determinedthat whatare the using instructions and
deadlinesofthesenewtechnical improvements.From
thisperspective,discussionsaboutsuchkindofnew
determinations can be listed under the legal
dimensionofe‐navigation.
A Discussion on e-Navigation and Implementation in
Turkey
Y.V.Aydogdu,E.Yalcin&C.Yurtorren
DepartmentofMaritimeTransportationandManagementEngineering,ITU,Turkey
S.Aksoy
DepartmentofMarineEngineering,ITU,Turkey
ABSTRACT: Electronic navigation, which has great important for ship management, has taken a step with
technologicalimprovements. Inthe resultofthese enhancements,new systems appeared aswell asexisting
systemsandthesesystemsbegantobeintegratedeachotheroruseddataofobtainingfromtheothersliketha
t
AIS,Radar,ECDISetc.Alltheseandlikelyfuturesystemshavebeenputtogetherundertheroofofenhanced
navigation (e‐navigation) is defined by organizations such as International Maritime Organization (IMO),
International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA), General
Lighthouse Authority (GLA) etc. Especially IALA guidelines serve as model fut
ure applications in Turkish
waterways.Inthisstudyaimtoredefinee‐navigationconceptbasedonmaritimesafetyawareness,maritime
serviceportfolio(MSC85/26)anddiscusspossibleapplications.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 8
Number 1
March 2014
DOI:10.12716/1001.08.01.9
82
2 LITERATURESURVEY
e‐Navigationisaverybroadissue, sothattherehave
been several studies under different topics related
with e‐navigation. These are about both theoretical
andtechnicalbackgroundofe‐navigation.Especially,
existed studies focused on ECDIS. For instance;
A.Norris tries to helpnew entrants andexperienced
navigatorsma
keECDISworkforthemusingaccepted
navigational principles (A.Norris). Hauke L. Kite‐
Powell, Di Jin and Scott Farrow explain expected
safetybenefitsandcostofnewtechnologies,suchas
electronic charts and integrated navigation systems
(Hauke L. Kite‐Powell et al, 1997). Capt. Robert
Mercer, M Blair Hong and Ca
pt. Douglas Skinner
compare ECDIS against paper chart navigations
(Capt.RobertMerceretal,2004).Asasimilarstudy,
Kristian S. Goulda, Bjarte K. Røedb, Evelyn‐Rose
Sausc, Vilhelm F. Koefoedd, Robert S. Bridgere and
Bente E. Moena evaluates mental workload and
performanceinmodelledhigh‐speedshipnavigation
andhasbeencomparedba
sedonanelectronicchart
display and information system and traditional
systemusing papercharts (KristianS.Goulda, etal,
2008).Z.Bradaric,Z.Grzetic,and Pejo Brocicdefine
that“theconceptof e‐navigation”meansintegration
oftheexistingnavigationalaidswiththenewones–
especiallyelectronicones,int
oanintegralfunctionally
organized system (Z. Bradaric et al, 2007). Toncho
HristovPapanchevconsidersananalysisofreliability
ofelectronicsystemswithbridgestructureintermsof
reliability and models reliability parameters of a
bridge structure (Toncho Hristov Papanchev, 2011).
Ontheotherhand,IMOSub‐CommitteeonSafetyof
Navigation has focused on Development of an e‐
NavigationStrategyin53rdSession(IMO‐NAV53/
22,
2007). Also, IMO Sub‐Committee on Standards of
TrainingandWatchkeepingsuggestsanapproachto
e‐navigationfromaseafarerʹsperspectiveinthelight
of discussion of these issues at COMSAR and NAV
Sub‐Committees in 42nd session, (IMO‐STW 42/
14,
2011).
Toourknowledge thereis not anyreview article
one‐navigationconceptthataddressescurrentstatus
includeallcomponents.Inthisstudy,authorsaimed
to summarize e‐navigation related studies for better
understanding and redefine e‐navigation concept
ba
sedonmaritimesafetyawareness,maritimeservice
portfolio and discuss possible implementation in
Turkey.
3 DEFINITIONOFE‐NAVIGATION
A ship navigates for carrying cargo or passenger in
oceansfromonepointtoanotherchallengingagainst
naturalortechnicalrisks.Duringavoyageofaship
the safety of navigation is affect
ed by several
elements by means of either corresponding
shareholders or technological events. As a result of
thevoyageaninvaluableserviceisproducedwhenit
isconsideredthatanavigatorhastodealwithalotof
essential risks. So that an “e‐navigation concept” is
developed and defined as “The harmonised
collect
ion, integration, exchange, presentation and
analysisofmaritimeinformationonboardandashore
by electronic means to enhance berth to berth
navigation and related services, for safety and
security at sea and protection of the marine
environment”byIMO.
Figure1. Potential components of an e‐navigation
implementationprocess
Together with this new concept IMO and IALA
have been discussing about how an e‐navigation
implementation plancan be developed and used by
shareholders. Potential components of an
e‐navigation implementation process are shown in
figure 1, accordingto MSC 85/26/Add.1 ANNEX 20.
But stillthere is a gap so tha
t the components of e‐
navigationconceptdefinitioncanbeimproved.Inthis
studyauthorswouldliketoredefineandillustratethe
componentsof e‐navigationconcept asitis givenin
figure2.
Inadditiontotechnicalcomponentofe‐navigation
inFigure 2,maritime service portfolio has placed to
shore ba
sed technical e‐navigation services and
principle of an information/data flow in the e‐
navigation architecture (IMO‐NAV 57, 2011).
Therefore, maritime service portfolio has submitted
differentperspectivefordefinitionofe‐navigation. e‐
Navigation concept not only includes mentioned
factorsbutalsoitincludesriskanalysinganddecision
ma
king process. In this point, we can address to
“Maritime Domain Awareness”. Maritime Domain
Awarenessisaimtosupplysafety,security,definition
threats,commonmaritimedataandearlyintervention
against these threats in light of the foregoing
(MaritimeDomainAwereness,2005).
Figure2.Technicalandlegalcomponentsofe‐navigation.
83
3.1 Charting
e‐Navigationconsistsofunitswhichcanbeintegrated
each other and enhance service efficiency of all
components. Electronic Chart Display and
Information System (ECDIS) is one of the most
important unit within mentioned technical part in
Figure1.anddefinedaslikelytobringmajorchanges
to the ways tha
t vessels are navigated by IALA
(IALA‐NavGuide, 2010)Whilethesystemcarries out
statementsinitsdefinition,generallyHighDefinition
Radars, DGPS, Gyro and Auto Pilot, Digital Charts
i.e., are seen in combination. Digital charts are
divided into two main categories as Electronic
NavigationalChart(ENC) and Rast
er
NavigationalChart (RNC) which are produced
according to the standard of the International
Hydrographic Organisation (IHO). They are used in
thenavigationalintegrationunderECDISsystem.
ENC comply with IHO chart data transfer
standardS‐57.RNCcommonlyisused,whereENCis
not yet available, present large amounts of cultural
informat
ionwhichrequireland‐baseddatatoupdate
theinformationandobtainneweditions(IMO‐MSC
70, 1998). Both of these ECDIS systems can be
integratedwithautopilot,thusashipequippedwith
such kind of integration can navigate through the
trackwithoutahumanmanagement.Thisiscalledas
tra
ckpilotsystem.
FutureofECDISsystemliesbehindthetheoryof
Cpt.DaveGillardandCDRPaulK.(2002).Theyhave
implied the challenge and the future of charting in
their article as “Today there are nautical charts,
topographicchartsandaerocharts…Tomorrowthere
willbeanintegratedfour‐dimensionalcubeofdigital
dat
a”. Since e‐navigation concept result from
integration, exchange, harmonised collection
accordingtoIMOe‐navigationdefinition,itwilltake
placeinfutureofe‐navigationconceptaswell.
3.2 Navigation
3.2.1 SatelliteSystems
Asofhistory,navigationhaskeyroleformaritime
transportationandrelatedtotheotherstructures and
inthi
s process, various alterations haveoccurred on
theusingnavigationsystemsandtechnics.Thereisno
doubtthatoneofthemostimportantisGPS,whichis
calledglobalnavigationsystems,consistsofsatellites
whichbelongtoU.S.militaryanditworksprinciple
as received position informat
ion by means of this
satellite. GPS system competitive with the
requirementsforgeneralnavigationbyaccuracyof15
to 25 metres (95% likelihood) (IALA‐Nav Guide,
2001).The aim of navigation reaches to the high
accuracy rates. For this purpose, GPS is used with
corrections from Ground Based Augmentation
Systems (GBAS) or Space Based Augmenta
tion
Systems (SBAS), it is called as Differential GPS
(DGPS)(NATODocument,2012).
IALA defines a typical mission statement for a
DGPSsystemasa;
“to provide an unencrypted DGPS correction integrity
warningservice,coveringatleastthecoastalzone,withan
accuracyofbetterthat10m(95%
)andasignalavailability
of99,8%”.
ToobtainhighavailabilityfromDGPSistosetup
transmitter stations which provide overlapping
coveragefromatleasttwostationsinallareaswithin
the nominal DGPS service area. According to IALA
Guideline1037,therefore,“failureofone transmitter
doesnotaffecttheservicetothema
rinerbecausethe
mariner can receive DGPS signals from the
overlappingstation”. Asalternativeto GPS,E.U has
improved Galileo, Russia‐GLONASS system and
Chinese‐Compasssystemetc.Galileosystemprovide
horizontal and vertical positions measurements
within 1 meter precision and a global Search and
Rescue (SAR) funct
ion by transferring the distress
signals from the user’s transmitter to the Rescue
Coordination Centre based on the operational
Cospas‐Sarsat System (European Space Agency,
2012).GlobalNavigationSatelliteSystem(GLONASS)
covers 100% of Russia’s territory and full global
coverage have been completed in December 2011
(Wikipedia‐GLONASS, accessed on 2012). Chinese
system to alternative GPS whichis called Beidou or
Compass, services at customes in China and
neighbour country but its global coverage will have
beencompletedby2020(BBC,2011)
e‐Navigation is to be collected of current
technologiesandlikelynewtechnologiesundersame
roof.Intheviewofsuchinformation,BonnorN.has
gathered GNSS and its components as Figure 3
(Bonnor,2012).
Figure3.GNSSRelationshipsandterminology.
Identification of an object or a ship is very
importantforfutureofe‐navigation.Forthis,onthe
one hand as satellite technologies are used on the
otherhandidentificationandreporting systemsdoso.
Identification and reporting systems generally work
combination with satellite systems and the other
units.Notonlythesesystemscanbewithinnational
concept but also they can be int
ernational concept
such as Long‐range Identification and Tracking
(LRIT).LRIT system compose of communications
service providers (CSPs), application service
providers (ASPs), LRIT data distribution and
international LRIT data exchange and LRIT data
centres.
EUstateshavedecidedtosetupLRITDataCentre
includingSARinchargeofEuropeanMaritimeSafety
Agency(EMSA).Ca
nadaandU.Shaveanationaldata
centre. Brazil has a national data centre (NDC).
VenezuelahasASPandNDCetc.(Wikipedia‐LRIT,
accessedon2012).
84
As result of developing these systems,
e‐navigation will be performed its’ mission which
take places within it’s’ definition by using data
originated form information pool of systems. In the
other words, satellite systems will be influenced the
futureofe‐navigation.
3.2.2 AidstoNavigation
From time immemorial, lighthouse,
buoy and
racons have been used for navigation but with
technologicaldevelopments,newelementshavebeen
integrated to these equipments for obtaining more
benefit and increased availability, reliability,
continuity,redundancy,integrityanddecreasedmean
time between failure and mean time to repair etc.
(IALA,2010).
IMO Resolution A.857 (20) Guidelines
define a
VesselTrafficServices(VTS)asa“Serviceimplemented
byaComponentAuthority,designedtoimprovethesafety
and efficiency of vessel traffic and to protect the
environment. The service should have the capability to
interactwiththetrafficandtorespondtotrafficsituations
developing in the VTS
area”(IMO Resolution A.857,
1997). As is understood from the above definition,
VTSaddresstoheavytrafficarea.Especially wecan
seeimportanceofitinstraitsandnarrowwaterways.
AccordingtoIALAGuideline1068(2009)istheaimof
VTSas“improvingthesafetyandefficiencyofnavigation,
safety of
life at sea and protection of the marine
environmentand/or theadjacentshorearea,worksitesand
offshore installations from possible adverse effects of
maritime traffic”. Also we can understand in here
positionofVTSine‐navigationconcept.Intheother
words, VTS is navigational assistance service and it
provides
information, warning, advice and
instructionintherelevantwater.VTS providesthese
by using Automatic Identification System (AIS) of
vessels. While AIS is still limited by the frequent
absenceofRadar/ECDISoverlayandthelimitationof
the Minimum Keyboard Display (GLA, 2007), vice‐
versa forthe other areas,this systemhas
developed
rapidly and nowadays it is integrated to buoys as
AIS‐AidstoNavigation(AtoN)system.AtoNsystems
enable to remote control, monitoring and
maintenance and testing of aids to navigation etc.
These advances are very important for future of
e‐navigationbecauseofeliminatinghumanfactors.
3.2.3 TerrestrialSystems:
e‐Loran
Basic principle of e‐navigation is to obtain
maximumperformancefromallcomponents.Forthis
aim,someelementstobeimprovedortakeoverthe
otherlikethatLongRangeNavigation(Loran)works
onlandbasedincontrasttoGPS(basedonsatellite)in
time.e‐Loran,whichis
newgenerationLoransystem,
supply coastal position‐navigation‐timing (PNT)
necessitywiththeaccuracy,availability,integrityand
continuity performance as a substantive from GPS,
GLONASS,GalileoortheotherGNSSsystems (ILA,
2007). Because of being independent towards the
otherfactor,e‐Lorancanbeusedwithhighaccuracy‐
especially
suchasinharbourentrance,manoeuvring,
etc.‐ in maritime sector. Therefore, e‐Loran can
increase productivity of e‐navigation concept
especiallyincriticalpositionbyminimizing probable
accidents&raisingnavigationalsafety.
3.3 Communications
GlobalMaritimeDistressandSafetySystem(GMDSS)
istheinternationalradiosafetysystem.International
Maritime Organization
(IMO) mandates GMDSS for
ships at sea. It was implemented on February 1 in
1999throughamendmentstotheSafetyofLifeAtSea
(SOLAS)Conventionaswell.GMDSSmainlyaimsto
automate and improve emergency communications
fortheworldʹsshippingfleet(TheMercommsGroup,
2012).Mainlytwoservicesare
availablethatsupport
GMDSS. First, International Mobile Satellite
Organization (INMARSAT) is a British satellite
telecommunications company which operates a
system of geostationary satellites for world‐wide
mobile communications and which supports
emergencycommunicationssystemsaswell.Second,
Cospas‐Sarsat is a system only detects and locates
distressbeaconstransmittingon
thefrequencies121.5
MHz and 406 MHz (International Aeronautical and
MaritimeSearchandRescueManual,2010).Inmarsat
hasalotofsubtitlesuchasInmarsatA,B,C,Inmarsat
Fleet service and FleetBroadband etc. The most
important specifications of them are data transfer,
internet, videoconferencing, remote monitoring,
tracking, SafetyNET, FleetNET in
addition to basic
fax, telex, e‐mail services (Korcz, 2008). Especially,
internet networking can provide to us remote
controllingmecha nismviasatellite.Fundamentalaim
of e‐navigation which is controlling without human
factor can be achieved by improvement of
communication technologies.No doubt that GMDSS
will be updated in parallel
to e‐navigation
requirements and developments. Correspondingly,
GMDSSmodernizationworkshophasbeengenerated
and task force out of workshop has focused on
modernizationofGMDSSissuesasgiveninfigure4.
Accordingtomodernizationworkshop,Cospas‐Sarsat
system will be influenced from the GMDSS
modernizationaswell.BecauseitusesEPIRB
andits
power budget is not economically support both
homing signal in contrast with AIS (GMDSS
Modernization Workshop, 2010).Finally, we can
state that e‐navigation will be on the agenda of
GMDSSmodernizationquiteawhileandGMDSSwill
take place on ship to shore or ship to ship
data
communication network of e‐navigation concept.
Internetwillplayavitalroleinprocess ofGMDSS
development. The new data exchange protocols
enables to transfer big size sustainable data (Korcz,
2009). Due to such developmentsinternet based
data exchange from ship to shore and/or shore to
shore became possible such
as ship tracking,
monitoring pollution, route planning. There is
potentialforthefuturetocarryoutremoterepairing
& maintenance of electronical equipment on board,
intervenetooperationormanagementofshipincase
of need, remote company access, energy saving etc.
besidesofconventionaloperationalfunction.
85
Figure4.GMDSSmodernizationworkshopgeneralissues.
4 LEGALSTRUCTUREOFE‐NAVIGATION
e‐Navigation can not achieve its’purpose only with
technical advances. For accomplishment aim of
e‐navigation,itshouldbeimprovedasbothtechnical
and legal. Technical infrastructure of e‐navigation
enhancesquicklybutthisshouldbedonelegallyso.
In this outline IMO legislation and IALA
recommendations are av
ailable but these haven’t
responded absolutely to necessity yet. Especially, in
casethatoccuranyaccidentisstillnotclearwhatwill
be? This part explains legal status of e‐navigation
based on national, regional and international. Legal
status of e‐navigation has to be fulfilled with IMO
legislat
ions and IALA requirements in the
international level; with EU arrangements with
domestic rule in the national level; with EU
standards, Paris Mou, Black sea Mou etc. national
arrangements in the regional level. While IMO
provides these legislations via Maritime Safety
Committee (MSC), IALA does guidelines so. IMO‐
MSC 85 Annex 20 have defined legal status of e‐
navigation according to developments on boa
rd,
ashore, communication area, basic requirements for
the implementation and operation of e‐navigation,
potential user of e‐navigation and their high level
needs, key strategy elements and implementation.
IALA have determined responsibilities one by one
with guidelines for each elements aft
er being
summarized under title in master formal
responsibilities on board”,pilot’s responsibilities,
functionsrelatedtotugservices,functionscarriedout
on‐shore(IALA‐Nav56,2010).
Asfornationalarrangementsareeitherroughcast
orcannotbeappliedtomunicipallaworintegratedto
internationallawyet.Nationalarrangementsusually
ma
de by leading main units of country to e‐
navigation such as General Lighthouse Authorities‐
TheUnitedKingdomandRepublicofIreland(GLA),
CanadianCoastGuard,U.S.CoastGuard,etc.
General Lighthouse Authorities The United
Kingdom and Republic of Ireland (GLA), have been
applyingintegrationofDGPS,AtoN,AIS,eLoran,for
broa
dcast availability, continuity, accuracy and
integrity to agreed IALA standards. GLA have also
planned their policies & strategies with their
perspective beyond 2025 and international
applications and this plan include radio navigation
plan, joint navigation requirements policies and
visual AtoN plan (GLA, 2011).As all have been
cont
rolled,itcanbeseenclearlytheseplanstogether
with internationalregulations and recommendations
giveformtonationale‐navigationpolicies.
Canadian Coast Guard have improved their
e‐navigation model based on IALA e‐Navigation
Subcommittee and they have applied LRIT, AIS,
AtoN program, Electronic transmission of strategic
maritime information to assist navigation planning
and e‐navigation pilot project on the St. Lawrence
Riverandnowadaysexamineshowe‐navigationwill
affect current regulations (C
anadian Coast Guard,
2008)?
U.S. is an position where shape destiny of
e‐navigation as both technical and legal because of
developing technological systems and approaching
while int
ernational regulations are arranged. For
instance, LRIT coverage areas rely on U.S. and
Chinese authorities and finally it is decided as 1000
nautical miles. In technical respect, U.S. improved
GPSsystemsandthenalternativesysteme‐Loranhas
been improved. “At Committee on the Marine
Transportation System (CMTS) April 2010 meeting,
thecoordinatingboa
rdhasacceptedaninteragencye‐
navigationtaskteamtobeledbytheU.S.inorderto
makeupane‐navigationnationalstrategysuitablefor
federale‐navigationservices andthisstrategydefines
howtheU.S.e‐navigationapplicationsareorganized”
(Cairns,2011).
Regional arrangements lead to e‐navigation
policies as well as national and int
ernational
arrangements such as E.U Maritime Navigation
InformationServices(MarNIS).MarNISsystemshave
extended the basic concept of e‐navigation to e‐
maritime with improving projects parallel with
e‐NavigationofIALA(Pillich,2007).
As conclusion, all these arrangements consist of
draft of e‐navigation legal substructure. IMO and
IALAhavestartedtopreparethi
sdraftbutbothkeep
goingontechnicalandlegalworkingone‐navigation
andE.U.e‐maritimestudieswillresultintakeuptime
for ultimate arrangements and e‐navigation
perspectivewillbeleapttosuperstructure.
5 E‐NAVIGATIONINTURKEY
InTurkey,a greatma
jorityof populationissituated
aroundseas.Maritimefacilitiesare importantvitally
for both security of this population and navigating
vessel in this area. This security may be provided
cooperationofstatesandsubsidiariesofprivatesector
86
as owners, shipyards, management and insurance
companies. State applications commonly are
appearedinaccordancewithinternationalregulations
orrecommendationssuchasIMO,IALAetc.Asstate
applications, Turkey set up Vessel Traffic Service
(VTS) system in 2003, availability of beacons have
been set at 99,79% and fixing time the failure
have
beenreducedto1,79days.
Turkey committed to integration of navigational
aids with new technologies. In this context, remote
controlsystemhasbeenestablishedto85beaconsin
Turkish straits in 2006 and to 185 beacons in West
Blacksea,Marmara,andAegeanregionin2008‐2010
years. Authorities
have appreciated necessity of
improving coverage area in marine communication
service in Aegean, Mediterranean, and Black sea
regionandtobeusedremotecontrolsysteminSouth
AegeanandMediterraneanSeabeaconswithin2011‐
2012 years. As result of cooperation with Turkish
GeneralDirectorateofMeteorology, meteorological
information issues within every 5 minutes updating
time for mariner in the around by using AIS‐aton
system in beacons. AIS‐aton system consist of AIS,
communicationwithvesselsindifferentmarineVHF
bands, ECDIS, dGPS, meteorological and
hydrographicalsensors,datatransferringserviceand
the other
hardware and software, electro‐optic
tracking, recordingand rerunningsystem as well as
radar equipments. According to Turkey AIS‐aton
system,remotecontrolsystemwillbeestablishedand
this system will be integrated AIS‐aton system.
Therefore, aids to navigation systems which give
serviceinTurkishstraits,willbecontrolled
fromthe
centre.
Central controlling enable to ascertain promptly
reasonoffailure,changingbeaconbulbfromremote
and showing rate of battery charge, measuring
lightintensity, controlling position of buoys and
intermeddlethemimmediately.AccordingtoTurkish
Coast Guard performance plan, will be added to
systemtotal485aids tonavigation asrespectsofend
of 2012 and continued to suitable for IALA
requirements inframe of availability 99,80% ande‐
navigation concept. Additionally,
3 VHF stations
having25‐30milesserviceareawillbebuiltinBlack
sea, Aegean and Mediterranean Sea regions for
improving coverage area and substructure of
maritimedistressandsafetysystemintheendof2014
(TurkishCoastGuard,2012).
LRIT‐national data centre installationis
completed and 300
gross ton and above vessels are
observed from 1000 miles distance by sending
positioninformationwithinmin6hours‐periods.AIS
coveralmostallTurkishseasandTurkeyhassetup
VTScentreforregionsinheavytraffic. Combination
with these LRIT‐AIS‐VTS systems, Turkey has
shown considerable improvement for
safety
navigationandmaritime(TurkishCoastGuard,2011).
Especially in the LRIT system, Turkey have become
oneofthebestintheworldbyapplyinginaccordance
with IMO regulations and establishing data centre
throughowncapacity(Denizhaber,2012).
Turkey Search and Rescue Co‐ordination Centre
has been equipped with
COSPAS‐SARSAT system
and while Turkey take places ground segment
provider until 11.06.2005, has qualified Turkish
Merchant Mariners Credential Full Operational
Capability (TRMMC FOC) as of 17.01.2006 (Turkish
CoastGuard,2012).
Finally, as considered Turkish e‐navigation
programme,Turkeyhasmadeprogressparallelwith
current world technical e‐navigation improvements
but
there is not any legal arrangement related with
e‐navigationinTurkishlaw.
6 CONCLUSION
GPS (dGPS) systems are used frequently in
Turkish straits but new systems should be
improved instead of GPS (dGPS). For instance,
eLoran or similar systems, that have better
accuracy, timing, availability etc. rates, can be
preferredforobtainingalternativetoGPS(dGPS).
Otherwise existing systems should be developed
accordingto
e‐navigationrequirements.
VTS cannot provide comprehensive information
about course correction within enough time for
safemanoeuvring. For thispurpose, suchas GPS
(dGPS), Galileo, e‐Loran etc. satellite systems
should setin to supply this deficiency of VTS in
Turkishwaterways.
In terms of aids to navigation, Turkey has been
adoptingsystemsrapidlyinaccordancewithIMO
regulationsbyintegratingwithAIStransmitterto
allbuoys.
AsTurkeydevelopsowne‐navigationsystem,will
be need to an e‐navigation committee consist of
qualified personnel both technical and legal.
Technical personnel should contribute on
integration of components & update it with new
technologies, legal unit should institute its’ legal
basis and case law according to such
as IALA,
IMO etc. arrangements and then integrate to
Turkishmunicipallaw.
Weintrit (2010) state as a “e‐navigation will be a
living concept that will evolve and adapt over a
long time scale to support this objective”. In this
time scale, this living concept should be
approached as a wholeand Turkish e‐navigation
strategyshouldbeplannedoverthelong
termby
consideringe‐navigationrequirements.
Ultimate goal of e‐navigation is minimizi ng
human errors which cause 80% of marine
accidents. Human interface would be limited to
observeronboardshipande‐navigationtoolswill
beusedasdecisionsupportforcontrolofshipon
shore.
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