Space-based AIS User Requirementsemits.sso.esa.int/emits-doc/ESTEC/AD016656-2009... · Page 2...

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European Space Agency

Directorate of Telecommunication and Integrated Applications

Space-based AIS User Requirements

Ref: TIA-TF/2009-15894/RR

Date: 29 April 2009

Issue: 02

1 INTRODUCTION

The present document summarizes the proposed user requirements for the design and development of a space-based Automated Identification System (AIS) system, which is jointly being defined by DG-MARE and ESA under the guidelines of a Steering Committee (SC) formed by several EC Directorates and European Agencies.

DG-MARE and the European Space Agency (ESA) have begun a set of joint activities aiming at investigating the capabilities offered by a space-based AIS system and at deriving a baseline system solution answering user needs.

The satellite AIS user requirements presented in this document are the results of questionnaires and interviews with a number of representatives of the user community, including Coast Guards and Port Authorities, Military Bodies, Commercial Operators, National and European Institutions. The list is summarised in Annex 2. The collected user needs have been translated into a set of user requirements presented in this document.

The comments received by the SC members and agreed at the SC meeting held on 23rd April 2009 have been implemented in the document. The consolidated set of user requirements are endorsed by the SC and will constitute the input for the follow on satellite AIS system and mission definition and design to be performed in the framework of the ESA Studies.

space-based AIS user requirements

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2. USER REQUIREMENTS

User requirements have been grouped into:

General Requirements

(GEN), related to the main goals and general purpose aspects of the services to be provided

Functional Requirements

(FUN), defining the system functional aspects

Performance Requirements

(PER), addressing the minimum performance that the space-based AIS system should provide

Operational Requirements

(OPE) addressing interoperability issues, data storage and retrieval by the authorized users interfaces specifications

The requirements have been referenced according to the following structure

Example:USR - PER - xx”

USR: User requirement

PER: group of the requirement, GEN for General, FUN for functional, PER for performance, OPE for operational

xx: sequential number of the requirement

In Annex 1 an outline of the architecture of the space-based AIS system is presented, together with the definition of the relevant terminology.

In Annex 2 the interviewed users’ list is included.

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USR-GEN-010

The Space-based AIS system shall be able to detect the AIS messages transmitted by all Class A surface vessels according to rec. ITU-R M. 1371-3.

USR-GEN-015 (Desirable)

The Space-based AIS system shall be able to detect the AIS messages transmitted by Class B surface vessels according to rec. ITU-R M. 1371-3.

Justification:

This requirement has been formulated based on the indications of the interviewed users concerning the goal of the space-based AIS system. The users have expressed the delivery of all data included in the AIS messages reporting positional reports transmitted by Class A vessels as a fundamental need.

The interviewed users belonging to National Institutions, European Agencies, Coast Guards and Military Bodies have also indicated that the system should allow for tracking of Class A vessels outside land-based AIS and coastal radar range.

It shall be noted that this need is covered by the above requirement as tracking of a specific vessel and generation of area maps could be extracted through post-processing of the AIS information concerning the detected vessels. The ship position data, ship velocity data and any other information of interest can be extracted from the detected AIS messages and can be available in selected AIS data centre(s) for post-processing together with additional ancillary information.

No explicit requirement has been stated by the users for what concerns the detection of Class B vessels. Therefore, it is assumed that Class B vessels shall not be considered as primary targets for the satellite-based AIS system and their transmission will actually be perceived as interference to the class A AIS signals (similar to the current in-land AIS systems).

Several agencies and organizations in the SC have expressed nevertheless the interest of detecting the AIS messages transmitted by Class B vessels, e.g. for surveillance purposes. A non-mandatory requirement is therefore introduced to serve this goal.

It is indeed noted that for certain low density areas like the Arctic and the Horn of Africa regions a certain number of Class B vessels might be detected by the satellite AIS system, in such cases these messages can be made available to authorized entities and might be used for services like anti-piracy and anti-illegal fishing.


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USR-GEN-020

The system shall detect the AIS messages transmitted by vessels sailing the sea waters worldwide

Justification:

The interviewed users have been asked to size the geographical area of interest for their domain of AIS applications: whether global, regional, or local.

For example, port authorities have identified as their main application: port and ship security, which imply a regional coverage scale.

Cargo monitoring and ship tracking are activities of interest for different user classes: Coast Guards, Commercial Operators, National Governments/Institutions, and European Agencies. Depending on the user class, this application can be at regional or global scale. The interviewed commercial operators (insurance and shipping companies) have stated that the space-based AIS system should allow for tracking commercial vessels worldwide.

The interviewed Coast Guards, National Governments/Institutions, and European Agencies have indicated as essential need the improvement of the RMP (Recognised Maritime Picture) through integration of AIS data relevant to vessels outside current land-based AIS coverage and coastal radar range. This calls for a global-coverage space-based AIS system which should detect vessels in all maritime areas worldwide.

Taking into account the above user needs it is considered as a fundamental requirement for Satellite-based AIS to be able to detect vessels equipped with AIS transmitters on a worldwide scale.


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USR-FUN-030

The system shall be capable of decoding the AIS messages including both static/voyage and dynamic information, according to the formats defined in recommendation ITU-R M.1371-3 “Technical characteristics for an automatic identification system using time division multiple access in the VHF maritime mobile band”

Justification:

In addition to the detection of the dynamic information which is essential for tracking of Class A vessels, many users have indicated that space-based AIS system shall be able to provide also static/voyage information included in the associated AIS message.

Therefore, the system shall be able to decode the data corresponding to the related AIS message type for all the AIS messages correctly detected.


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USR-FUN-040

In addition to the information extracted from the AIS messages, the system shall deliver additional ancillary vessel-related information such as: Doppler frequency, satellite position at the time of message detection, others that can be used to support the validation of the positional information included in each specific detected AIS messages.

USR-FUN-045 (Desirable)

The system shall provide an estimation of the number of undetected AIS messages transmitted by Class A vessels in a certain geographical area.

Justification:

A large number of interviewed users have stated that the system should help detecting and reporting of anomalous situations such as: vessels non-compliant with expected AIS reporting or vessels showing abnormal speed and/or abnormal route. All this could help to identify suspect or high risk vessels.

To this aim, the system should make available any ancillary information that can facilitate the validation of the positional information extracted from the received AIS messages. The ancillary information together with the associated AIS messages constitute the so-called AIS composite data.

For example: by exploiting the ephemeris information related to the satellite position and the Doppler spread measured by the onboard receiver for the detected AIS messages, a processor on ground can validate the position of the vessels included in the decoded AIS messages. The available ancillary information could also be exploited as a mean to provide an estimation of the number of undetected AIS messages, which is considered as a potentially interesting information by several members of the SC.


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USR-FUN-050

The system shall provide an independent (from the timing information included in the AIS messages) time stamp for each message detected, with timing accuracy better then 1 minute for supporting the validation of the timing and positional information included in the detected AIS messages. This time stamp shall be included in the satellite AIS composite data (AIS messages and ancillary information).

Justification:

Essential needs for the vast majority of the users are the integrity of detected space-based AIS messages. In order to achieve this, the space-based AIS system will generate an ad hoc time stamp for each detected AIS message.

The time stamp, together with the Doppler frequency and satellite position, will be part of the composite data that will be sent on ground for further post-processing together with the information regarding the detected AIS messages.


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USR-FUN-060

The system shall deliver all the detected AIS messages, even if identified as partially correct. The correct AIS messages and the partially correct AIS messages shall be marked accordingly.

Justification:

Due to collisions and to transmission link (vessel-satellite) noise, some of the AIS messages transmitted by the vessels and detected by one of the satellites of the space-based AIS constellation may be received with errors which cannot be fully recovered.

A check is performed on every detected AIS message in order to discriminate the fully correct AIS messages from the partially correct AIS messages. The messages are then marked accordingly prior to re-transmission to the ground stations.

A number of users have expressed the interest to have access also to the information retrieved from the partially-correct messages. This information could be used on ground in the post-processing chain along with other ancillary information in order to increase the capability to detect and track the vessels.


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USR-FUN-070

The AIS data shall be delivered and archived in any ground location in accordance to the Space-based AIS Data Policy that will be defined by the Steering Committee

Justification:

The entity responsible for the dissemination of the AIS data and of the related data policy is at the moment yet to be decided. Therefore, the Space-based AIS system shall be designed in order to be able to deliver the available information to any ground location that will decided by concerned authorities.

The AIS data flow is hereafter briefly outlined: AIS data retrieval

The data in the AIS messages detected by any of the satellites belonging to the space-based AIS system constellation are added to the available ancillary information (Doppler frequency, satellite ephemeris and time stamps) to form the AIS composite data, which are then transmitted towards one of the ground stations.

AIS data post-processing The AIS composite data are transmitted to one or more data centre(s) responsible for the data post-processing. Here the validation of the retrieved AIS messages content is performed. In the case of AIS messages only partially correctly detected, the ancillary information can be used for assessing the reliability of the available data.

AIS data archiving and distribution The processed data are then sent to the AIS data archive centre(s), to be accessed by the Authorized users following the to be defined data policy. The archived data can be distributed either directly to the users or to service centres for further elaboration and implementation of value added products.

According to the above requirement, the location of both the data centre(s) AIS data for post-processing and the data archive centre(s) for data storage and distribution shall be selected by the Steering Committee.


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USR-FUN-080 (Desirable)

The Space-based AIS System shall be able to accommodate future changes in AIS signals format and AIS frequency

Justification:

A large number of users belonging to different user classes have indicated that the space-based AIS system should be able to accommodate future changes in the AIS signal due to possible changes in the regulations and standards.

An ITU working group (WP5B) is currently studying and detailing a proposal for the allocation of a third channel dedicated to AIS via satellite. The main concepts under investigation for using such dedicated channels are:

The channel would only be used by AIS Class A vessels

It would only be used by ships not communicating with a coastal base station

Message transmission intervals would be longer than for regular Class A transmissions, as ships not in communication with a coastal station will be in open sea, where position updates are required less frequently

A dedicated message (MSG 27) of shorter duration could be used, in order to reduce the number of messages overlapping each other in time, as experienced by an AIS receiver in Low Earth orbit.

Frequency allocations for this AIS use will be the agenda item 1.10 of next WRC 2011, which will examine the frequency allocation requirements with regard to operation of safety systems for ships and ports and the related regulatory provisions, in accordance with Resolution 357[com6/10] (WRC-07)’.

It is therefore considered as a goal for the space-based AIS system to support changes both in AIS message format and in AIS frequency allocation. This would allow to comply with potential new regulations and to improve performances of a space based AIS system.

However, considering the uncertainties and the schedule of the regulatory process as well as the lifetime of the satellites (5-7 years), this requirement will not be considered as mandatory.


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USR-PER-090

The system shall provide a time update interval (see Sect 4, Annex 1) of maximum 3 hours for Class A vessels

USR-PER-095(Desirable)

The system shall provide a time update interval (see Sect 4, Annex 1) of maximum 1 hour for Class A vessels

Justification:

The interviewed users have indicated a range of figures for the desired reporting time interval, depending on the user class and on the activity of interest. Here below a graph reporting the statistic of the received answers is shown, with the values of the update interval on the x-axis and the extrapolated percentage of respondents on the y axis.

0

5

10

15

20

25

30

35

40

45

24h 3h 1h 30min 10min 6min

It is a shared view that for vessel traffic monitoring a reporting time interval of 3 hours is required. This figure has been indicated by a large number of users interviewed belonging to the institutional application area. Commercial operators have indicated a looser requirement up to 24 hours of update rate. However, other activities like hazardous cargo monitoring (e.g. to detect oil spills), and security applications (e.g. anti-piracy and anti-illegal fisheries) would benefit from more frequent updates.

The SC members have provided numerous feedbacks confirming that different requirements in terms of time update interval could be applied, depending on the applications and services of interest.

It is therefore agreed, considering both the users’ responses and the SC members’ comments, to consider two requirements, with a time update interval of 3 hours (mandatory) particularly suited to traffic monitoring, and 1 hour (desirable) for fisheries and other applications.


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USR-PER-100

The timeliness (see Sect 4, Annex 1) of each detected AIS message shall not exceed 1 hour.

USR-PER-105 (Desirable)

The timeliness (see Sect 4, Annex 1) of each detected AIS message shall not exceed 30 minutes.

Justification:

As in the case of the time update interval, the requirement on timeliness expressed by the interviewed users are dependent on the user class and activity of interest. Here below a graph reporting the statistic of the received answers is shown, with the values of the timeliness on the x-axis and the extrapolated percentage of respondents on the y axis.

0

5

10

15

20

25

30

3h 1h 45 min 30min 10min 6min 2min

For what concerns the vessel traffic monitoring, timeliness in the order of 3-4 hours seems acceptable by the interviewed users that stated interest in this activity area. However, other type of applications may require a shorter time delivery of the AIS data, in order to ensure the availability of more recent information on the vessel position, course and speed. The majority of the commercial users (about 68%) have stated a need for 45min-1hour latency, while about 12% stated a requirement for less than 30 min. The majority of the institutional users (76%) have indicated values ranging from 30 min to 1 hour, while 14% have stated timeliness needs in the order of 10 min or less, the rest have answered with values higher than 45 min. This differentiation has emerged as well from the feedbacks received by the SC members. Therefore, as in the case of the time update interval, it is considered to assume two requirements, with a timeliness of 1 hour (mandatory) and 30 minutes (desirable).


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USR-PER-110

The system shall accommodate for growth in Class A vessels in the next 15 years, which is estimated in a total of 80000 vessels.

USR-PER-115 (Desirable)

The system shall accommodate for growth in Class B vessels in the next 15 years, which is estimated in a total of TBD vessels

Justification:

The requirement for the support of the space-based AIS system of the expected increase in the maritime traffic has been mentioned in particular by border control authorities and national maritime transport security authorities, but it can be considered as a requirement transversal to all user classes and activity areas of interest.

The estimated worldwide class A traffic based on the available data sources (ICOADS, NATO, Helcom, Coastguards, flights experiments) and extrapolations based on the GDP (Gross Domestic Product) for the EEZ of Africa, Australia and Asia, amounts to about 55000- 60000 active vessels.

Assuming a yearly economic growth of 2% in the developed countries and of 5% in Southeast Asia, Latin America and Africa, it is estimated that the number of vessels will increase with 20% and 60% per decade in the EEZ of these regions.

Further, a possible regulation change for fishing vessels is estimated to increase by additional 10000-20000 units, distributed near coastal regions, the total traffic.

Based on these considerations, it is estimated that the total number of Class A vessels worldwide in 2015 will be around 80000.

Consistently with the requirements introduced for the detection of AIS messages transmitted by Class B vessels (USR-GEN-015), a requirement is introduced for supporting the growth of Class B vessels in the system lifetime.


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USR-OPE-120

The space-based AIS system shall be operational by 2013

Justification:

No specific requirement has been expressed by the interviewed users with respect to the start of operations of the Space-based AIS system. In general, the system is perceived by the majority of the users as an augmentation of current available data sources (cooperative and non-cooperative) and in particular as a means to improve the awareness of the RMP (Recognised Maritime Picture) with data of vessels transiting outside the coastal areas currently covered by coastal AIS stations.

Therefore, it is desirable from a user perspective that the space-based AIS system operations should start as soon as possible. It can be noted that the satellite constellation as well as the ground segment could be deployed following a progressive deployment plan, envisaging successive launches of the developed satellites. This would grant an early-start of operations, though with reduced performances.

A development and deployment schedule for the space-based AIS system will be elaborated in the framework of the ESA funded studies and proposed to the SC, assuming that the system should be operational as soon as possible.


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USR-OPE-130

The system shall be able to store data in a (historical) archive for at least 3 years

Justification:

The AIS data shall be available to the Authorized users and following the defined data policy for a certain period of time. This is indeed necessary in order to be able to backtrack and understand historic activities, as well as for further elaboration of the data on the long term like for the generation of trend maps.

The interviewed institutional users have expressed the most stringent requirement, i.e. a 3 year period, while for commercial operators a time frame of 3 months would be sufficient.

Considering that this requirement is not critical for the design and the cost of the space-based AIS system, the most stringent constraint has been retained, and a period of 3 years is proposed.


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USR-OPE-140

The system shall store the satellite AIS data in the archive according to the standard IEC 62320 or any more updated standard for AIS data that will become available before system operations.

Justification:

For the purpose of ensuring interoperability with existing AIS infrastructure and for the integration of the satellite AIS data with the AIS data available from other sources, it is proposed that satellite AIS data shall be stored in a standard format.

Currently the most used data format, which has been indicated by the interviewed users, is the International Standard IEC 62320 “Maritime navigation and radio-communication equipment and systems – Automatic identification system (AIS)”.


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USR-OPE-150

The system shall respect any EU defined data policy as well as the international agreements for worldwide AIS data distribution

Justification:

The security needs expressed by a vast majority of users for what concerns the dissemination of the AIS data have been captured in the above requirement.

The system shall respect the applicable international agreements in force at the time of the start of operations. It can be noted that the Data Policy for the dissemination of the data is not yet defined and is a subject to be discussed by the Steering Committee in the next months.

In general, a number of security rules have been mentioned by the interviewed users: no information leakage, data not publicly available, data encryption, classified data handling different levels of security, traceability.

The above features will be taken into account for the definition of satellite AIS data policy that once approved by the Steering Committee will then be implemented in the space-based AIS system.


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ANNEX 1: SPACE-BASED AIS

though the AIS system was devised for mutual reception by vessels and coast-stations covering distances in the range of 20 to 30 nautical miles, a number of studies have investigated in the last years the possibility of receiving AIS signals (i.e. AIS transmissions of vessels equipped with regular AIS transponders) from space. In addition, a number of experimental flight campaigns have demonstrated the feasibility of capturing AIS messages transmitted by ships from space.

The capabilities of an operational space-based AIS system, comprising a full constellation of satellites, have not yet been demonstrated. It is understood that such a system has the potential of identifying of vessels on a global scale and effectively complementing current AIS coverage offered by shore-based stations. Following the endorsement by the SC of the user requirements, OHB and Telespazio will be responsible for designing (through the on going ESA funded studies on space-based AIS) a technically optimized space-based AIS system compliant to the defined user requirements and assessing its performances.

In the present section the main elements of a generic space-based AIS system are outlined, together with the associated terminology.


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1. System architecture

In the figure below the high level diagram of the space-based AIS architecture is shown. It contains all the subsystems, including relevant interfaces between these subsystems.

\

2. Ground segment

The ground segment of the space-based AIS system is composed by three elements:

The vessels equipped with a standard AIS transmitter

The ground stations receiving the AIS composite data from the satellites

The Satellite Control Centre(s), responsible for the maintenance and day-to-day operations of the spacecrafts

The surface vessels carrying an AIS transmitter are the entities which are detected by the space-based constellation. The vessels emit AIS messages using their AIS transmitters, which will be collected by the AIS receivers aboard the satellites. The ITU-R M.1371-3 standard “Technical characteristics for an automatic identification system using time division multiple access in the VHF maritime mobile band” covers the description of the signal format transmitted by the ships. Here below a table summarizes the main protocol parameters:

Multiple Access Method Self-Organised TDMA (SOTDMA) TDMA frame length 60 sec Number slots in TDMA frame 2250 Burst structure - Training sequence: 24 bits

- Start flag: 8 bits - Data: up to 168 bits - FCS: 16 bits - End flag: 8 bits - Time Buffer: 24 bits

Vessels reporting rate Between 2 sec to 6 min Transmission power 12.5 W (Class A only)


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Symbol rate 9.6 kbit/s Operational frequency bands VHF with two channels (161.971 MHz and

162.025 MHz) of 25 kHz bandwidth each A number of ground stations will be operated for receiving the composite AIS data from the constellation satellites. During each contact pass each satellite in visibility will transmit its AIS data, which it has collected up to then, to the ground stations. The received AIS composite data are transmitted to one or more data centre(s) for further processing. Further, the post-processed data from the data centre(s) is store in one or more data archive centre(s) and made available by the authorized users.

3. Space segment

The space-based AIS space segment consists of a constellation of multiple satellites. A Low Earth Orbit (LEO) constellation of small to medium size satellites is usually considered for providing global coverage, with an altitude ranging from 600 to 1000 km. On-board each satellite, the following high-level subsystems can be identified:

AIS Payload, including AIS receiver and AIS antenna

Downlink system

In the figure below the conceptual diagram of the payload is shown:

Each of the satellites receives the AIS signals, which are transmitted by the ships in the field of view of the AIS antenna. From such altitude and with the not so narrow beam shown by an on-board small VHF antenna, the satellite field of view spans over a few thousands of nautical miles.


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The first issue to be considered then is the reception of the signal coming from many AIS transmitters which are not within AIS communication range. Each of them is autonomously organized in a Self Organized TDMA (SOTDMA) scheme. However when the signal coming from different and not communicating AIS self-organized cells is received on the satellite, there is a certain probability of collision between two or more AIS messages, as shown in the diagram below.

The detection of the transmitted AIS messages is considered to be one of the main challenges for the space-based AIS system and requires the utilization of ad-hoc designed receivers exploiting advanced signal processing techniques.

The data from the detected AIS messages, which are discriminated by the AIS receiver from other possibly interfering messages, are moulded into a meta-format together with the ancillary information, forming what is defined as the AIS composite data. The ancillary information contains several primary message characteristics, like the Doppler frequency and the time stamp, and can be used on-ground for the post-processing and validation of the data.


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The AIS composite data are then stored and transmitted through the downlink from the satellite to the ground station in visibility.

4. AIS data time flow

In the following diagram a sequence of messages transmitted by the same vessels is shown. The series of operations undergone by the AIS data in the space-based AIS system (detection, on-board processing, transmission on ground, on-ground post-processing, and storage in the archive) is outlined. Further, the main parameters necessary for quantifying the time latencies in the system are defined. The related requirements are set in the following section.

AIS message #1tx

AIS message #2tx

AIS message #Ndetected

AIS message #Non ground

AIS message #Navailable in the

archive

AIS message on-board processing and download

AIS message detection


AIS message on-ground processing and archiving

AIS message on-board processing and download



AIS message on-ground processing and archiving

AIS message #N+1

tx

AIS message #N+2

tx

AIS message #M detected

AIS message #Mon ground

TIMELINESS

TIME UPDATE

INTERVAL

AIS message #Mavailable in the

archive

Timeliness Time interval between detection of the AIS message (N) by one of the

satellites of the space segment and the availability of the AIS data retrieved from the message (N) in the data archive centre on ground. It comprises the time required for processing the AIS message and retrieving the data content on board the satellite, and the time for transmitting the data relevant to the received message to the closest ground station. The timeliness is a measure of “how old” the available data stored in the archive is.

Time update interval

Time interval between the availability in the data archive centre of the AIS data from two consecutive AIS messages sent by a specific vessel, which are correctly detected. The time update interval is a measure of the temporal distance between two messages transmitted by the same vessel, which can be retrieved from the archive.


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ANNEX 2: STAKEHOLDERS CONSULTED

International authorities DG TREN - Directorate-General for Energy and Transport EDA - European Defence Agency EEA - European Environmental Agency EMSA – European Maritime Safety Agency EUSC – European Union Satellite Centre FRONTEX - European Agency for the Management of Operational Cooperation at the External Borders of the Member States of the European Union NATO - North Atlantic Treaty Organization REMPEC - Regional Marine Pollution Emergency Response Centre for the Mediterranean Sea

National authorities Ministry of Mercantile Marine Aegean and islands Policy - Captain – Director of Directorate Safety of Navigation Hellenic Republic-Ministry of Mercantile Marine General Secretariat of Ports and Port Policy Directorate of Ports Policy -Captain – Director Hellenic Coast Guard Association of Greek Coastal Shipping Companies Greek Ministry of Defence Portuguese Institute of Maritime Transport Greek Ministry of Mercantile Marine Norwegian Coastal Administration Norwegian Coastguard/Joint HQ Irish Navy Italian Coast Guard German Ministry of Transport German Anti Criminal Agency (BKA) German Navy Spanish Ministerio de Fomento, Secretaria General de Transportes, Direccion General de la Marina Mercante Swedish Coast Guard Icelandic Coast Guard Port of Hamburg Portuguese Navy UK Maritime and Coast Guard Agency

Private companies

France

CMA CGM

Germany

Germanischer Lloyd


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Greece

Agoudimos Lines Anangel Maritime Services Inc. ANEK Blue Star Ferries Cardiff Marine Inc Core Marine LTD Danaos Shipping Co LTD Eurobulk ltd - EDP Dept. Eurobulk - safety & security dep. Forth crs S.S – Information systems of electronic management & distribution of service Golden Union Shipping Hellenic Seaways - fleet management Hellenic Sea Ways -Safety & security dep. Hellenic Ship Yards Horizon Tankers Limited S.A. IMIS Hellas – International Maritime Information Systems Lotus Shipping – Marine Supt Lotus Shipping safety & security Mantinia Shipping Co. Marine Spirit SA. Minoan Lines HighSpeed Modion Maritime Thyssen Krupp Marine Systems

Italy

Agenzia Marittima Le Navi S.P.A. Augusta Due Costa Container Lines S.p.A. Costa Crociere

The Netherlands

Royal Dirkzwager / Port of Rotterdam

Norway

StatoilHydro

Portugal

Allships

Spain

Correa Agencia Maritima Correa Agencia Marítima, S.L, EDP DEPT MSC Spain Naviomar Levante, S.A Seaservice Shipping Company Seatrans Maritime S.A


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United Kingdom

Polestar

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