eMar delivering
Intelligent Maritime Single Window Solutions1
eMAR is funded by DG MOVE under the FP7 programme
Yash Chadha
Inlecom Director for EU projects and Business Development
Simon Johnson
Inlecom European Business Development – Travel and Maritime Sector
Contents
eMAR Background ............................................................................ 2
Aims of the European Union .............................................................. 3
Requirements of each EU member state to create a National Data set
and to adopt standard reporting messages ....................................... 4
Electronic port clearance (EPC) ISO standard ................................... 6
A Unifying Methodology for NSW Modelling developed by e-Freight and
eMAR .......................................................................................... 7
Two channels for submitting reporting formalities ............................. 9
Experience from Case Studies......................................................... 9
Example 1. The UK ................................................................... 10
Example 2. Finland and Norway ................................................. 10
The EU vision ............................................................................. 11
The eMAR Maritime Single Window capability .................................... 12
Single Window Platform (SWP) ..................................................... 12
Intelligent Ship Reporting Gateways (ISRG) ................................... 13
Key Benefits ............................................................................ 14
1
Available to the Maritime Industry by INLECOM in cooperation with BMT, CLMS,
DANAOS and EBOS
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eMAR Background
The eMAR vision is to empower the European maritime sector in offering
quality shipping services over an upgraded maritime transport
information management infrastructure.
eMAR will deliver:
1. An e-Maritime Strategic Framework (EMSF) specifying processes,
standards and technologies that enable networking and computer
supported co-operation between the principal maritime transport
stakeholder groups.
2. A pilot implementation of the e-Maritime Strategic Framework, to
establish upgraded solutions for acquiring essential data, handling
it, exchanging it and sharing it in the most efficient way taking into
consideration commercial confidentiality between stakeholders.
An important eMAR focus is the Maritime Single Window providing a
single point interaction between businesses and authorities.
Although Single Window concepts and solutions were first developed for
trade facilitation (Customs) in recent years significant progress has been
made with transport centered Single Windows linked to sea traffic
monitoring and port clearance (Maritime authorities). Ongoing developments in e-Freight and eMAR projects are aimed at
rationalising and harmonising these two main development streams. Directive 2010/65/EU (commonly known as the ‘FAL Directive’)
mandates EU Member States to accept the fulfillment of ship reporting
formalities only in electronic format and their transmission via a single
window as soon as possible but no later than 1st of June 2015.
EU Member States preparing for the implementation of the directive are
naturally considering interactions between the different modes of
transport: maritime, aviation, rail, road, inland navigation and cargo /
passenger perspectives.
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Fig1 indicates that National Single Windows need to address four
fundamental aspects:
 Facilitation of business compliance to applicable regulations
 Exchange of information between national authorities
 Information exchange with external systems
 Value added Services for competiveness and growth.
Figure 1: National Single Windows
Aims of the European Union
The European Union’s stated aim of introducing a Maritime Single
Window is driven by a desire to simplify the administrative burden for
ships entering and leaving EU ports.
The current reporting requirements are extremely onerous and due to
elements of overlapping legislation there is often a need to submit similar
information to different authorities in different formats. Furthermore,
individual ports have their own by-laws so reporting requirements vary
considerably. Very little information is transmitted electronically with
paper forms the preferred media. In short, the current system is labour
intensive, inefficient and delivers little value to any of the stakeholders.
The EU began to streamline and standardise ship-reporting formalities by
introducing a number of directives. These included the Vessel Traffic
Monitoring & Information Systems (VTMIS), which made every European
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country responsible for introducing their own SafeSeaNet national
application – operational since 2009. This means that all member states
became interconnected via the SafeSeaNet 2 Community system which
provides a complete view of the movement of ships and dangerous or
polluting cargo in European waters.
Although initially difficult to roll out, SafeSeaNet has become very
successful and is widely used for pollution control and pollution
prevention. SafeSeaNet has also demonstrated what is possible in terms
of Pan-EU cooperation in the maritime sector.
In 2011 the EU introduced a policy to promote increased use of maritime
transport by creating the European Maritime Transport Space Without
Barriers. The concept is aimed to eliminate or simplify administrative
procedures in intra-EU maritime transport, thus making it “more
attractive, more efficient and more competitive“.
As part of this, directive 2010/65/EU (Reporting formalities for ships) was
introduced and this mandates the member states to adopt the electronic
Maritime Single Window by 1 June 2015. It’s important to underline the
Maritime Single Window because in the past there have been a number
of single windows particularly associated with customs clearance.
Requirements of each EU member state to create a
National Data set and to adopt standard reporting
messages
The important element of directive 2010/65/EU is that each member
state must introduce a Maritime Single Window so that ships arriving at
EU ports can submit standard messages once, to a single point and that
information will be disseminated as required to all authorities that need
access to it.
Furthermore, from 1 June 2015 the directive prohibits acceptance
of reporting formalities in paper form so everything from that
date will have to be submitted electronically.
In terms of satisfying the EU’s goal of reducing the administrative burden
for shipping companies, the deployment of the Maritime Single Window
should, in the long term, be a major success with a number of additional
benefits to ports and regulative bodies. The major issues lie in building
and deploying a system that is flexible and fit for purpose.
2
SafeSeaNet a centralised European platform for maritime data exchange, linking together
maritime authorities from across Europe – European Maritime Safety Agency EMSA
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In developing its national Maritime Single Window each EU country must
specify a National Data Set reflecting all the regulatory requirements in
that specific country. This National Data Set allows each country to
include reporting requirements above and beyond what is specified as the
minimum reporting requirements by the EU directives.
The data model required by the EU as well as the standard messages to
submit the information are being developed by the EU Expert Group on
Maritime Administrative Simplification and Electronic Information
Services (eMS) committee as well as the EU-funded Advanced National
Network for Administrations (AnNa) project. All this development work is
being carried out in parallel with similar EU single window projects for
multimodal freight to promote potential interoperability.
In developing its national Maritime Single Window each EU country must
specify a National Data Set reflecting all the regulatory requirements in
that specific country. This National Data Set allows each country to
include reporting requirements above and beyond what is specified as the
minimum reporting requirements by the EU directives.
The data model required by the EU as well as the standard messages to
submit the information are being developed by the EU Expert Group on
Maritime Administrative Simplification and Electronic Information
Services (eMS) committee as well as the EU-funded Advanced National
Network for Administrations (AnNa) project. All this development work is
being carried out in parallel with similar EU single window projects for
multimodal freight to promote potential interoperability.
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The standard messages proposed by AnNa for Business to MSW are given
in Table 1
No. Abbreviation Name
1
MAI
Main / Identification vessel call
2
NOA
Notice of Arrival / pre arrival information
3
COA
Cancellation of Arrival / cancelling vessel call
4
ETA
Notification of Expected Time of Arrival
5
ATA
Notification of Actual Time of Arrival
6
NOD
Notice of Departure / pre-departure information
7
ETD
Notification of Expected Time of Departure
8
ATD
Notification of Actual Time of Departure
9
EXP
Notification of Expanded Inspection
10
SEC
Notification of security information
11
WAS
Declaration of ship generated waste and cargo residuals
12
PAX
Notification of persons on board
13
EFF
Declaration of crew's effects
14
MDH
Maritime Declaration of Health
15
STO
Declaration of Ship's Stores
16
ENS
Entry Summary Declaration
17
SDT
Summary Declaration of Temporary Storage
18
HZA
Notification of Hazardous Materials on board at arrival
19
HZD
Notification of Hazardous Materials on board at departure
Table 1: Proposed standard Reporting Messages by maritime entities
Electronic port clearance (EPC) ISO standard
The IMO Facilitation Committee (FAL) decided in April 2013 to list ISO
28005 as a reference for XML based electronic port clearance systems
(EPC) in the FAL Compendium. ISO 28005, "Security management
systems for the supply chain – Electronic Port Clearance (EPC)"3.
EPC currently consists of two parts: Part 1 is "Message structures –
Implementation of a maritime single window system" and part 2 is "Core
data elements".
Core data elements cover all requirements for ship to shore and shore to
ship reporting as defined in the following:
1. All FAL standard declarations (FAL 1 to 7) as defined in the FAL
Convention [FAL];
3
http://www.iso.org/iso/catalogue_detail.htm?csnumber=61323
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2. ISPS reporting requirements as defined in [ISPS] and [MSC 1305];
3. All general ship reporting requirements as defined in [A.851]4;
4. Recommended reporting on ship generated waste as defined in [MEPC
644] and which is mandatory in Europe as described in [EU/2000/59];
5. Required reporting as defined in the bulk loading and unloading code
[A.862];
6. ETA reporting to pilot station as defined in [A.960]5.
ISO/PAS 28005-1:2012 allows different configurations of the single
window (SW), from a minimum solution to support basic clearance
requirements to a more complex system to facilitate more extensive
cooperation between ship and shore organisations.
The standard has been developed through a number of EU-projects, and
e-Freight has been responsible for the finalisation of the standard and the
work towards IMO FAL approval.
A Unifying Methodology for NSW Modelling developed by
e-Freight and eMAR
Both under e-Freight and eMAR, Inlecom in cooperation with BMT and
CLMS has developed a model driven development environment
addressing the key challenges of interoperability, confidentiality and
change management.
The main MSW modelling components are shown in the figure 2.
Ship Formalities, Cargo Clearance and Coordinated Border
Management Services
Rules
MSW Classes and Data Model
National
Legislation
Other EU
Internat
regulations
2002/59
VTM
Minimum set of
Data Elements
in 2010/65
National MSW Data Set
MSW Messages
[mapping to Data
Communication
Ship Formalities, Cargo Clearance and
Coordinated Border Management Processes
Model ]
Fig 2: MSW modelling components
IMO Assembly Resolution A.851 (20), General Principles for Ship Reporting Systems
and Ship Reporting Requirements, Including Guidelines for Reporting Incidents
Involving Dangerous Goods, Harmful Substances and/or Marine Pollutants.
5
IMO Resolution A.960(23) - Recommendations on Training and Certification and on
Operational Procedures for Maritime Pilots other than Deep-Sea Pilots
4
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The data elements that must be included in the MSW can be derived by
the relevant legislation/directives. This data set specification should
include name, description, format and reference standard. The minimum
data set can be specified with reference to 2010/65. However all related
directives should be addressed, including national legislation and port
specific laws were applicable. Further, harmonisation with other modes
has advantages, so additional data elements could be added. Further,
known future requirements could be included.
The data model CRS (Common Reporting Schema) as the name implies
supports a unified solution for regulatory information management
associated with trade and transport at both National, EU and
international levels. CRS, initially developed in the e-Freight project it is
being refined under eMAR to provide the data model and messages for
MSWs with knowledge of current standards and harmonised with similar
initiatives such as the ANNA project and data mapping activities carried
out by EMSA.
It allows the alignment of regulatory and standardisation developments
whilst ensuring that users can report the right information at the right
time.
The CRS has been tested for submission of formalities under various
scenarios, including submissions to Customs ICS systems, submissions to
SSN via National Single Windows, and recently submissions by the DNV
Navigator and other ship applications particularly with DANAOS.
More recently eMAR is testing EPS messages with the MSW prototype
produced by EMSA (IMP) in close cooperation with the Norwegian Coastal
Administration.
A major advantage of CRS is that it is structured to represent accurately
both a cargo and ship / voyage perspectives. It has been constructed
talking into account the main international standards, particularly WCO
and ISO. It has been designed as part of the e-freight and eMaritime
frameworks so that information can be extracted from normal operational
data.
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Two channels for submitting reporting formalities
There will be two main channels for submitting reporting formalities to
Maritime Single Windows.
1. Through the Port Community Systems or other port systems that
the industry is already using. These systems have a proven track
record in transmitting information to various authorities
electronically. This methodology reflects current electronic
reporting routes used for example in in the UK, Holland, France and
Spain.
2. Through reporting gateways and reporting applications that
shipping companies and their agents may decide to use by
extending their own systems or by adopting new/extended
compliance applications. This approach is followed by for example
Finland and Norway that operate central single window systems,
which transmit information to ports.
Both routes have their merits and it’s possible that both will be made
available interconnected in order to provide maximum flexibility for all
stakeholders.
A key issue during the roll-out of the Maritime Single Window is
supporting the stakeholders through the transition period and ensuring
that there is contingency measures to deal with ‘not ready parties’. It
would be unsatisfactory for ship owners to switch to all electronic
reporting only to find that some ports are still asking for reporting using
more traditional methods.
Experience from Case Studies
Over 30 countries from all regions of the world have introduced a Single
Window facility (mainly for Customs) and have achieved considerable
advantages:
1. Reduction
of time and resources required by businesses in
preparing, presenting and processing reporting requirements with
an associated decrease in trade transaction costs.
2. Improved trader compliance through more complete, accurate and
timely data submission with an associated increase in government
revenues, and more efficient and effective border management and
control.
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Preparations for the MSW in Europe are underway with pilots planned
particularly under the AnNa project but also by eMAR and new eCompliance project 6 – all EU supported activities cooperating for
maximum benefit to the shipping industry.
Example 1. The UK
Taking the UK as an example of a country without a legacy single window
system, all the interested government agencies, HM Revenue and
Customs (HMRC), the Home Office, the Maritime and Coastguard Agency
(MCA), the Port Health Authority and the Department of Transport
established a steering group early in the process to look at technical and
policy issues and provide direction on developments.
Inlecom has been working with the steering group together with BMT as
part of the eMAR project to address each agency’s differing requirements
within the context of a UK system that’s not only fit but purpose but also
future-proof. This has engendered a pragmatic approach recognising that
the needs of the user must be paramount. Consequently the steering
group has stipulated that rolling-out the Maritime Single Window at a
least possible cost for the industry must be a high priority.
While 90 of the UK’s large and intermediate ports are already
electronically linked to the MCA there are approximately 250 medium and
small ports that have no direct connection. Rather than demanding that
these 250 ports invest in an expensive direct connection, information can
be input manually through a Maritime Single Window web interface.
Example 2. Finland and Norway
Countries such as Finland that already has a single window and Norway
that has an extended SSN application in place covering many
functionalities of MSW have a different set of issues to contend with. In
the main, suitable infrastructure is already in place so the major task will
be updating the National Data Set to reflect the reporting formalities data
model and standard messages. While stakeholders using the system are
used to the process of submitting the reporting information to a single
point of contact, they will be faced with different reporting messages. If
support is readily available for users, this need not be an issue.
6
www.e-compliance-project.eu
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The EU vision
The EU vision is to move to a situation depicted by Figure 3 with
interconnected Maritime Single Windows and shipping networks. Towards
that goal Inlecom has developed connectivity infrastructure in iCargo and
eMAR projects which is utilized by the Inlecom eMAR platform and the
DANAOS eMAR platform
The Maritime Single Window is effectively a connectivity mechanism
between Businesses and Authorities
Figure 3: a vision for interconnected MSWs and shipping networks
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The eMAR Maritime Single Window capability
Inlecom has established a unique set of tools facilitating fast
and dependable development of SW solutions both for
authorities and shipping companies. The use of the eMAR
framework and ontologies from related domains offers new possibilities
for intelligent solution particularly in superior self-configuration and
interoperability features.
Figure 4: A unique set of SW development tools for shipping companies
and Authorities
Single Window Platform (SWP)
The proposed solution for National Single Windows as the name implies is
an application supported by a range of tools that facilitate specifically the
continues harmonization of the MSW with changes in legislation but also
changes in the systems by individual authorities and European platforms
such as SafeSeaNet.
The unique value proposition of SWP is that it allows member states to
design and manage the MSW complying with 2010/65/EC directive but
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allowing autonomy for the different authority systems and the way
information is shared.
The main modules are
1. Information Exchange between Reporting Parties and NSW via the
intelligent Ship Reporting Gateways (ISRG – refer below):
 receives an maritime formalities message (MRF) or a custom
formalities message (CRF) and stores it to NSW database or
distributes to specified databases.
 sends an acknowledgement message to Reporting Parties
via the ISRG depending if required by national legislation
based on the configuration made by the national
Administrator.
2. Information Exchange between NSW and SafeSeaNet
3. Information Exchange between NSW and Authorities’ systems
(Systems Configuration)
 Administrator can configure the Access Components for the
authorities’ systems.
 Routing engine
4. Users Management
 Administrator can configure the Access Rights for the Users configuration specifies who will have access to the NSW and
what permissions each user will have (e.g. View, Consult,
Approve)
 Migration / Synchronizer with existing authorization systems.
5. Authorities Dashboard
 Web interface for displaying information regarding
Formalities, Notifications, etc to different roles in different
authorities.
 Personalization assistants.
Intelligent Ship Reporting Gateways (ISRG)
An innovative software application, enabling shipping Industry
representatives to fulfil their reporting obligations to European Maritime
& Custom Authorities, in accordance to the European Commission
Directives:
 2009/17/EC: 24h pre-arrival notice, Hazmat, notices to maritime
reporting systems and vessel traffic services.
 2009/16/EC: 72h pre-arrival notice, actual arrival / departure
notifications
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
2010/65/EC: ship reporting formalities such as waste, security, FAL
forms, maritime declaration of health, entry summary declaration,
passenger list, crew effects, cargo manifests, etc.
The application is designed for:
1. Easy configuration of the:
a. Communication with the Maritime and Custom Authority systems
in a variety of electronic formats and in accordance with the rules
applicable per country and/ or port visited by the reporting ships.
b. Users profiles/access rights.
2. Full compliance with European Union legal requirements on ship and
cargo reporting. Additional reporting requirements are included based
on a case-by-case request of a customer
3. Easy maintenance of reference data repeated frequently in
notifications (e.g. ship particulars, port location codes)
4. Easy customisation of the application in order to be utilised, based on
specific requirements:
a. Ashore,
by
Ship
Managers/Operators/Ship
Agents/Cargo
Consignors and forwarders
b. On board ships, by Ship’s authorised staff (e.g. ship masters)
5. Interfacing to existing ship applications for automated extraction of
required data
6. Automated updating of data models to adhere to new regulations
Key Benefits
 A highly flexible and user-friendly tool for linking voyage/ ship
cargo planning information with port formalities reporting for use
on-board and ashore.
 Streamlining of the reporting work-flows facilitating the exchange
of ship and cargo information among all the actors involved in
reporting, respecting their access rights on a “need-to-know” basis.
 Reduction of the reporting burden (from hours to minutes) allowing
ship industry staff to focus on efficiency and safety of operations.
 Reduction of the overall cost of reporting by eliminating non-adding
value intermediaries.
 Reduction of IT complexity. Easy integration / sharing of
information with other company “in-house” systems providing
reference data for fulfilling reporting requirements and/ or vessel
tracking.
 Compliance with international standards (e.g. ISO 28005, WCO,
EDIFACT) and EU specific formats and requirements.
Contact Inlecom to arrange a meeting to discuss.
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Simon Johnson
Simon@inlecom.com
M +44 (0) 7801 033177
Yash Chadha
Yash@inlecom.com
M + 44 (0) 7734 654321
http://www.inlecom.com
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