MONALISA 2.0 4.5.1 Information systems for safety ......MONALISA 2.0 - EFFICIENT MANAGEMENT OF SAFETY INFORMATION SYSTEMS IN PORTS 4 1. Need for an integrated information system for

MONALISA 2.0 - EFFICIENT MANAGEMENT OF SAFETY INFORMATION SYSTEMS IN PORTS 1

MONALISA 2.0 – Activity 4

Efficient Management of Safety Information Systems in Ports

Document No: MONALISA 2 0_D4.5.1


Tableofcontents

Page1 Needforanintegratedinformationsystemforsafetymanagementinaport 42 Locationoftheintegratedinformationsystemforsafetymanagementina

port................................................................................................................. 52.a ThePort’sVesselTrafficService...................................................................... 52.b ThePort’sEmergencyControlCentre............................................................. 6

3 Minimuminformationrequiredforportsafetymanagement..................... 7

3.a Informationaboutthevessels......................................................................... 73.a.1 Dataconcerningthevessel’scallattheport...................................... 73.a.2 Informationaboutthestatusofthevesselsintheport..................... 8

3.b Informationaboutterminalsorportfacilities................................................. 83.b.1 Permanentcontactdetails.................................................................. 83.b.2 EmergencyPlans................................................................................. 83.b.3 SecurityPlans...................................................................................... 83.b.4 Dangerousgoodsintheterminalorportfacility................................ 8

3.c Informationabouttheport............................................................................. 93.c.1 Documentsandproceduresforemergencies..................................... 93.c.2 Dangerousorpollutinggoods............................................................. 93.c.3 Otherportoperationsthatmayleadtopotentialemergencies......... 93.c.4 Automaticalarmsreceived................................................................. 103.c.5 Weatherconditionsintheport........................................................... 103.c.6 Electroniccommunicationswithotherexternalemergencycontrol

centresandservices............................................................................ 104 Integrationoftheminimuminformationrequiredforportsafetymanagement 11

4.a Exampleofinformationintegration................................................................ 114.b HeterogeneityofthesoftwareusedinEuropeanportsforsafety&security

andemergencymanagement.......................................................................... 13


5 PortCollaborativeDecisionMaking(PortCDM).......................................... 15

5.a Monalisa2.0Project’sActivity2..................................................................... 155.b PortCollaborativeDecisionMaking(PortCDM)............................................. 155.c IntegrationofportauthorityinformationsystemsinPortCDM..................... 17

6 Conclusions............................................................................................................. 18


1.NeedforanintegratedinformationsystemforsafetymanagementinaportAcommercialport isthesetofphysicalcomponents,usually includingstructures(breakwaters,locks,quays,facilities,etc.)thatmakeitpossibletouseanareaonacoastorriverbankasaplacewhere vessels can load and unload goods and passengers can embark and disembark underfavourableconditions.Goodschangetheirtransportmodeattheport,fromlandtoseaorriver.Theareaofaportconsistsmainlyoflandareas,whichmaybeadjoiningornot,andalargerorsmallerareaofwaterwhichisusedbyvesselstoenterandleavetheportandalso,dependingonthelayoutoftheport,toanchor.Anaccidentoremergencyinaportmayinvolvealandfacilityoravessel,andsometimesbothofthem, depending on the scale of the accident. It may also entail a hazard for other facilitiesand/orvessels.Response teams need to have asmuch information as possible to tackle the emergency withmaximumsafetyandefficiency.A wide range of information may be needed: about the vessel, the facility, the location andhazards of the goods, the procedures in place to be followed when tackling the emergency,prevailingweatherconditions,operationsunderwayatthattimeintheport,etc.VeryoftentheEmergencyDirectordoesnotimmediatelyhavethisinformationtohandbecauseit is in different formats (paper or electronic), in different places, which means they have tocontactthepeoplewhohandleit,orissimplyunavailable.Togetroundtheseproblemstheinformationneededtotackleorpreventemergencieshastobereadily available to the port centre or department tasked with handling and coordinatingemergenciesthattakeplaceintheport.Hence, the software needed to achieve this goal has to be included in the port’s informationsystems.


2.LocationoftheintegratedinformationsystemforsafetymanagementinaportAsnotedintheprevioussection,theportsafetyinformationrequiredtohandleemergenciesintheporthas tobe located in the centreordepartment taskedwithhandling and coordinatingemergencies.Thiscentreordepartmentisusuallyoneofthefollowingtwo:a)ThePort’sVesselTrafficServiceInmanyEuropeanportsthisroleisperformedbythePort’sVesselTrafficService(VTS).Thisservicemonitorsthemaritimetrafficofvesselsandships intheportareawiththehelpofradar, CCTV, radiotelephony, an Automatic Identification System (AIS) for vessels, weatherstations,etc.,inordertotrackandcontroltheirmovementsandensuretheirutmostsafetywhensailing.A port’s Vessel Traffic Servicemay be provided by the port authority itself or by the nationalmaritimeauthority.Iftheport’sVTSisprovidedbytheportauthority,itcanalsohandleandcoordinateemergenciestakingplaceonboardvesselsandattheport’slandfacilities.

VTSOperationsRoom

PortofDover

VTSControlTowerPortofGdansk


b)ThePort’sEmergencyControlCentreInotherEuropeanports,emergenciesonvesselsand/oronlandfacilitiesarespecificallyhandledby the port’s Emergency Control/Coordination Centre (ECC) which usually reports to the portauthority.If theECCdoesnotprovide theport’sVesselTrafficService, itwillneverthelessbe inconstantcontactwiththisservice,especiallyinemergencies.

EmergencyControlCentre(ECC)

PortofValenciaTheECCandtheVTSmayalsohandlesecurity incidentsoremergenciesconcerningvesselsandportfacilities.Bywayofexample, Spanish legislation requiresallnationalportshandlingdangerousgoods tohave an EmergencyControl Centrewhich coordinates the response to emergencies. The ECC’sorganisation,equipmentandoperationalsystemhavetobejointlyagreedbythePortAuthorityandtheNationalMaritimeAdministration.Spanish legislation also requires every state-owned port to have an Emergency Plan and aSecurityPlanforthevessels,passengersandgoodsinportareas.


3.MinimuminformationrequiredforportsafetymanagementBasedontheabove,theECC(orportVTSasapplicable)needstohavethefollowinginformationavailableatalltimessoitcanuseorprovideitifthereisanemergencyattheport.3.a) Informationaboutthevessels

1. Dataconcerningthevessel’scallattheportThismeansalltheinformationrequiredby:

w Directive 2010/65/EU of the European Parliament and of the Council of 20thOctober2010onreporting formalities forshipsarriving inand/ordeparting fromportsoftheMemberStates;andby

w Directive2002/59/ECof theEuropeanParliamentandof theCouncilof27th June2002 establishing a Community vessel trafficmonitoring and information systemandrepealingCouncilDirective93/75/EEC.

All the information is received ineachportbyelectronicdata transmission throughasingle window that is in turn connected to the European Maritime Safety Agency(EMSA) SafeSeaNet system, national customs’ electronic systems and other nationalelectronicsystemssuchasbordercontrol,etc.The most important information needed for emergency management can besummarisedasfollows:Informationaboutthevessel:

ü Vessel identification (name, call sign, IMO identification number,MMSI number,flag,portofregistry,etc.).

ü Technicalspecificationsofthevessel(vesseltype,length,breadth,G.T.,etc.)ü Vessel’sshippingcompanyorshippingagency.ü Vessel’sshippingagentintheport.ü Familynameandgivennameofthecaptainü Familynameandgivennameoftheshipsecurityofficerandtheircontactdetails.ü Familynameandgivennameofthecompany’smaritimesecurityofficerandtheir

contactdetails.Informationaboutthecrewandpassengers:

ü Crew: number of crew, given and family names, capacity on board, nationality,dateofbirthandidentificationnumber.

ü Passengers: number of passengers, given and family names, nationality, date of

birthandidentificationnumber.Informationaboutthedangerousorpollutinggoodsonboardthevessel:


ü Type of dangerous or polluting goods (solid bulk, liquid bulk or in packages andtheirtransportunits).

ü Positionofthegoodsonboard.ü ClassandUNnumberofthegoods.ü Netweightofthegoods.ü Whereapplicable,registrationofthetransportunitanditscontents.ü MaterialSafetyDataSheetforthedifferentdangerousorpollutinggoods.

2. Informationaboutthestatusofthevesselsintheportü Positionofeachvessel:berthed,atanchor,etc.ü The vessel’s operations at all times: loading, discharging, bunkering, waste

collection,repairs,hotwork,engineshutdown,idle,etc.

3.b) Informationaboutterminalsorportfacilities

1. Permanentcontactdetails

ü Givenandfamilynameofthepersonresponsibleforthesafetyofthefacilityandtheircontactdetails.

ü Givenandfamilynameofthepersonresponsibleforthesecurityofthefacilityandtheircontactdetails.

2. EmergencyPlans

ü AvailabilityoftheEmergencyPlanoftheterminalorportfacility.

3. SecurityPlans

ü AvailabilityoftheSecurityPlanoftheterminalorportfacility.

4. DangerousgoodsintheterminalorportfacilityBulkliquiddangerousgoodsstoredintanks:

ü Class,UNnumberandpropershippingnameofthegoodsstoredineachtank.ü Volumeandweightofthegoodsineachtank.ü Mapofthetankorgroupoftanksineachterminal.Bulksoliddangerousgoodsinwarehouses:

ü Class,UNnumberandpropershippingnameofthegoodsineachwarehouse.ü Volumeandweightofthegoodsineachwarehouse.ü Mapofthewarehouseorwarehousesineachterminal.Packageddangerousgoodsorintransportunits:

ü Identification data of each package or registration of each transport unit(container,vehicle,etc.).


ü Class, UN number and proper shipping name of the goods in each package ortransportunit.

ü Positionofeachpackageortransportunitintheterminal(warehouse,yard,etc.).ü Mapofthelocationsofthewarehouseand/oryardineachterminal.

3.c) Informationabouttheport

1. Documentsandproceduresforemergencies

ü Theport’sEmergencyPlananditsoperatingprocedures.ü Theport’sSecurityPlananditsoperatingprocedures.ü IMO codes for dangerous goods (IMDG Code, IGC Code, IBC Code, IMSBC Code,

etc.).ü Europeagreementsfordangerousgoodscarriage(ADR,RID,ADN).

2. Dangerousorpollutinggoods

ü Authorisationsissuedonentryintotheportofthedangerousorpollutinggoods.ü MaterialSafetyDataSheetforthedangerousgoodsauthorisedintheport.ü EmergencySchedules(EmS)oftheIMDGCodeforfireorspillofdangerousgoods.ü European Chemical Industry Council (Cefic) Emergency Response Intervention

Cards(ERICards).ü Other information concerning interventions with dangerous goods: CANUTEC

EmergencyResponseGuidebook,etc.ü Software for consequence analysis and planning zones in case of accident with

dangerousgoods:leaks,spills,firesandexplosions.ü Softwareonmotionpredictionmodelsforoilslicksinthewater.

3. Otherportoperationsthatmayleadtopotentialemergencies

ü Suppliesof fuelandgastotanks inport facilities fortheirownuseorproductionprocesses.

ü Underwaterwork.ü Trains.ü Operationoflocks.ü Operationofmoveablebridges.ü Other.

4. Automaticalarmsreceived

ü Abouttheoperationofmaritimesignals.ü Abouttheoperationoffirefightingwaternetworks.ü Abouttheoperationofdrinkingwaternetworks.ü Abouttheoperationoftheport’slocks.ü Abouttheoperationoftheport’smoveablebridges.ü Abouttheoperationoftheport’srailnetwork.ü Abouttheoperationoftunnelsandunderpassesintheport.ü Abouttheoperationofpowergridsandtransformerstations.ü Abouttheoperationoftheport’sinternaltelecommunicationsnetworks.


ü Aboutsensorsinstalledtomeasurepotentialseaorairpollution.ü Aboutdatadetectedbyweatherstations:windspeed,etc.ü From anti-intrusiondetectorsorsystems.ü Other.

5. Weatherconditionsintheport

ü Datareceivedfromweatherstationsandoceanographicbuoysintheportorveryclosetoit.o Wind speed, wind direction, temperature, degree of humidity, atmospheric

pressure,rainwatercollected,etc.o Currentspeed,waveheight,watertemperature,etc.

ü Officialweatherforecastsreceived.

6. Electroniccommunicationswithotherexternalemergencycontrolcentresandservices

ü Data received via technological platforms for emergency management andcommunicationswithcivildefenceemergencycontrolcentresandservices.


4. Integration of the minimum information required for port safetymanagementIntegrationofalltheminimuminformationrequiredforportsafetymanagementisdesignedandconductedin itsownwaybyeachportornationalportssystemandthereisnouniformmodelforportsintheEuropeanUnion.4.a) ExampleofinformationintegrationFor example, the Port Authority of Valencia has created proprietary software for the twinpurposes of integrating the necessary information about the port and also managing anyemergenciesthattakeplaceinit.Thisisdonemainlythroughtwocomputerprogramscalled“ESTRABON”and“SOCAIRE”.ESTRABON

GIS format computer software thatpresents real-time information that theEmergencyControlCentremayrequireconcerningtheportstatus:vesselsinport,dangerousgoodsonboardandinterminals,andotheractiveeventsthatmaychangesafetyconditions.It draws on the PAV’s databases to provide full information about means of contact, vesselcharacteristics,dangerousgoods,emergencyresponseinterventioncards,firstaid,etc.OtherESTRABONfeatures:

− Safetydistancesfromtheaccidentpoint.− Measurementofdistancesandsurfaces.− Securitylog-blackbox.− Emergencysimulator:evolutionoftoxicclouds.− Other.

SOCAIRE


SOCAIRE’saimistoattackaccidentsor incidentsbeforetheyhappen. Itmanagessafetyfromaholistic perspective by hybridising the concepts of industrial, environmental and occupationalsafetyandportsecurity.EventsareinputinSOCAIRE.Aneventissomethingthatishappeningintheportthatcouldcauseafutureemergency.Forexample,eventsare:bunkeringofships,hotworkonboardships,immobilisationofvessel’sengines,underwaterworks,worksinutilitytunnels,roadblocks,anticipationofadverseweatherevents, vessels or facilities at a higher security level, lowered crane booms without a vesselalongside,stowawaysonboardships,maintenanceworksonfirefightingsystems,etc.Describedevents:

• Controlandmonitoringofdangerousgoods.• Controloffirealarmsystems.• CollaborationwithnationalSARservices.• Oil&HNSspillageresponse.• Knowledgeofoperationalfacilitiesstatus.• Workingwithmedicalemergencyservices.• Collaborationwithnationalsecurityforces.• Collaborationwithsecurityofficers(shipsandfacilities).• Rescueofpeopleinthewater.• Stowaways.• Piloting,towageandmooringservices.• Shipandfacilitybunkering.


• Specialsituationsonships.• MARPOLcollection.• Aidstonavigation.• Shipoperations:hotworks, repairs, immobilizationofpropulsionand steering systems,

others.• Weatherconditions.• Controlofportroads.• Controlofrecreationalandsporteventsinportwaters.

4.b) Heterogeneity of the software used in European ports for safety &securityandemergencymanagementAsnotedabove,Europeanportshavevariouskindsofsoftwaredevelopedin-houseoracquiredfrom a software company to integrate information on safety and security and handleemergenciesthattakeplaceintheport.Theseprogrammes’communicationmodulesconnecttotheemergencyservicesoftheportitselforwiththoseofthecity,regionorcountry.It is thought that none of them is as yet ready or designed for communications with othertechnologyplatformssuchasPortCDM(PortCollaborativeDecisionMaking)tobedevelopedaspartoftheSeaTrafficManagementinMONALISAProject2.0.

Hencetheconnectionofportauthorities’informationsystemstoPortCDMtechnologyplatformwouldhavethefollowingteethingtroubles.


w DifferentsoftwareusedbyEuropeanportstomanagesafety&security.

w Ports’ informationsystemsunpreparedtotransmit and receive safety & securityinformationtoorfromPortCDM.

w What kind of information should betransmittedtoPortCDM?


5.PortCollaborativeDecisionMaking(PortCDM)5.a) Monalisa2.0Project’sActivity2TheaimofMonalisa2.0Project’sActivity2(SeaTrafficManagement:DefinitionPhaseStudy)istodefineandproposea comprehensiveSeaTrafficManagement (STM) concept that increasesoperational efficiency and safety aswell as generating environmental benefits in themaritimeindustry.Safety,environmentandefficiencyaredefinedastheKeyPerformanceObjectivesinSTMandaresupportedbyfivestrategicenablingconceptsdefiningSTM:

StrategicVoyageManagementconcernswhatcanbedonebeforethejourneyhasstartedinordertooptimise it.Anexampleofasolutionthatwouldoptimisemanagement istheimplementationofaVoyageID,similartotheflightnumberinairtraffic.Dynamic Voyage Management concerns optimising maritime information exchanges inorder to improve the voyage of the individual ship. Vessels can travel at an optimisedspeedandselectthebestroutetothedestination.Port CollaborativeDecisionMaking is inspired by air traffic but taking into account theuniqueness of themaritime industry. Closer collaboration between the operators in theport and the ships provides conditions for improved traffic coordination. The ports willknowwhen the vessels arrive andas theport is ready for them, the shipswill receiveapreciseETA.TestswillbeconductedinGothenburgandinValencia.FlowManagementconcernsoptimisingtheflowoftraffic,particularlyinrestrictedwaters,channelsandnearports.Monitoringthetrafficandhavinginformationaboutthevessels’routeswillallowwarningstobesentthatmaypreventgroundingandcollisions.SystemWide InformationManagementapplied in themaritimedomain isaconcept forinformation exchange and will serve as a trusted infrastructure for organisations thatparticipateininformationexchanges.

5.b) PortCollaborativeDecisionMaking(PortCDM)ThePortCollaborativeDecisionMakingconcept(PortCDM)enablesportoperationsandvesselturnaround processes to be performed just-in-time. By interfacing existing port informationsystems, Port CDM supports involved actors in the port call to share information about theirintention constituting situational awareness for increased predictability. Such situationalawarenessenables long-termplanning, resourceoptimisationandhandlingof late changes.Byport call synchronisation, arriving vessels can avoid unnecessary anchoring and steam slower,thussavingmoneyandtheenvironment.


PortCDMconstitutestheinterfacebetweenseaoperationsandportoperationswithintheSTMconcept

ObjectivesofPortCDM-Theefficientandcollaborativeport.At the time of writing this,deliverable tests for informationtransmission between the ports ofGothenburg and Valencia werebeingcarriedout.It is not planned to includeinformation about emergencies orincidents affecting the port thatmay be of interest to Port CDMusersinthistestingphase.


5.c) IntegrationofportauthorityinformationsystemsinPortCDMSection4above identified theproblems thatmightbeentailedby integratingport authorities’safetyandsecurityinformationtobesenttoorreceivedfromPortCDM.Oncethetechnologicalproblemshavebeensortedout,wethinkthatthefollowinginformationabout the safety and security of the port as a whole, and which is to be provided by portauthoritiestothePortCDMsystem,wouldbeusefulornecessary:Portsafetyinformation:

w Closingtheporttonavigationduetoweatherconditionsoranyothercause.w Nauticalaccidentsofvesselsinportwatersinvolvingimmobilisationoftheshipwhile

itisbeingrepairedafloatinportorhavingtotakeittoashipyard.w Adverseweatherconditionsintheport:windspeeds,banonmooring,etc.w Portterminalemergenciesinvolvingstoppageofoperations.w Marinepollutioninportwaters:

o Shipsnotallowedtodepartuntilthewaterand/orhulliscleanedup.o Shipnotallowedtodepartasitisthecauseofthepollution.

w Otherinformation.Portsecurityinformation:

w ISPS2or3levelsintheport.w ISPS2or3levelsinaportterminal.w Otherinformation.Otherinformation:

w Portworkerstrikesthataffecttheentireport.w Strikesintechnicalnauticalservices(piloting,towageandmooring).w Otherstrikesleadingtostoppagesinportterminals(landtransport,etc.).w Otherinformation.


6.Conclusions

w Operational and safety conditions in a port are a key factor in Sea TrafficManagement (STM), since accurate information about incidents or accidentsoccurringinitorweatherconditionsaffectingitshouldbeknownimmediatelybyship operators so they can take decisionswhichmake theirmanagementmoreefficient.

w Althougheachporthas itsownsafetymanagement system, it isnot feasible tointegrate them into a joint technology platform.Moreover, it is likely that portauthorities may be reluctant to provide certain information about port safety,arguingthatsuchinformationmightbeaweakspotforoverallportsecurity.

w PortCollaborativeDecisionMaking (PortCDM)shouldbedrivenanddevelopedwith the greatest possible consensus of national port administrations so that itbecomesamandatorytooltobeusedbyeachEuropeanportauthority.

w This document has sought to indicate what information about the safety andsecurityoftheportprovidedbytheportauthoritiesshouldbeintegratedintothefinaltechnologyplatformwhichisdevelopedforthepurposesidentifiedbyPortCDM,regardlessofwhether it is finallydecidedtoaddmore information in thisrespect.


39 partners from 10 countries taking maritime transport into the digital age

By designing and demonstrating innovative use of ICT solutions

MONALISA 2.0 will provide the route to improved

SAFETY - ENVIRONMENT - EFFICIENCY

Swedish Maritime Administration ◦ LFV - Air Navigation Services of Sweden ◦ SSPA ◦ Viktoria Swedish ICT ◦ Transas ◦ Carmenta ◦ Chalmers University of Technology ◦ World

Maritime University ◦ The Swedish Meteorological and Hydrological Institute ◦ Danish Maritime Authority ◦ Danish Meteorological Institute ◦ GateHouse ◦ Navicon ◦ Novia

University of Applied Sciences ◦ DLR ◦ Fraunhofer ◦ Jeppesen ◦ Rheinmetall ◦ Carnival Corp. ◦ Italian Ministry of Transport ◦ RINA Services ◦ D’Appolonia ◦ Port of Livorno ◦ IB SRL ◦ Martec SPA ◦ Ergoproject ◦ University of Genua ◦ VEMARS ◦ SASEMAR ◦ Ferri Industries ◦ Valencia Port Authority ◦ Valencia Port Foundation ◦ CIMNE ◦ Corporacion

Maritima ◦ Technical University of Madrid ◦ University of Catalonia ◦ Technical University of Athens ◦ MARSEC-XL ◦ Norwegian Coastal Administration

www.monalisaproject.eu

http://www.monalisaproject.eu