Batumi, September 28 – October 4, 2025

Batumi State Maritime Academy (BSMA), Georgia

Day 1 (Sunday - 28 September 2025)

Arrival of participants

Transfer from Batumi Airport to hotels will be provided by Batumi State Maritime Academy.
Welcome Greetings from the NATO Country Project Director and NATO Partner Country Project Director and local organisers.

Accommodation

Accomodation will be provided in Hotel London and Hotel BLOOM

10:00-19:00 - Registration of the NATO Advanced Training Course (ATC) participants.

19:00-21:00 - Dinner in the hotel.

Day 2 (Monday - 29 September 2025)

08:30 - Breakfast and transfer to the Sheraton Hotel Batumi

09:30 - Registration of ATC participants and officials

10:00 - Opening session:
Prof. Ivane Abashidze – Director of Maritime Transport Agency of Georgia
Prof. Pasquale Daponte – University of Sannio
Prof. Avtandil Gegenava – Batumi State Maritime Academy

Block 1: General aspects of Navigation; Technologies, Data Protection, Safety and Security, legal and commercial aspects

10:30 - Luigi Sinapi, Italian Navy, IHO Director, Italy “The new hydrographic universal data model S-100: The innovative approach to E-Navigation”

The current maintenance of existing standards and the development of new ones are driven by the need to continue to satisfy the SOLAS (International Convention of the Life at Sea) requirements of enhancing safety of navigation, and more recently, supporting the implementation of “e-navigation”, which is being led by the International Maritime Organization (IMO). The first major digital standardization project of the IHO was the transformation of nautical chart information from an analogue paper chart to a digital Electronic Navigational Chart (ENC) in early ‘90s, based on the IHO Standard S-57 for the Electronic Chart Display and Information System - ECDIS. The ENC has become one of the primary tools for safety of navigation at sea in accordance with the IMO adoption of the ENC carriage requirement in 2012, in a 2-dimensional environment. Meanwhile, modern Information Technology has progressed, and the new IHO S-100 Universal Hydrographic Data Model, supports interoperability with a wide range of marine geo-data. The IHO’s goal of S-100 implementation by 2030 aims to provide a global standard framework of products and services that will describe a real world depiction of the ocean in a 4-dimensions environment. S-100 stands as the most significant application of the ISO19100 Geographic Information Standards, enabling broader use of hydrographic data beyond Hydrographic Offices and ECDIS users, such as for coastal mapping, security, and inundation modeling. It also allows for plug-and-play updates to data, symbology, and software. Through the S-100 Universal Hydrographic Data Model, the IHO aims to provide a flexible standard that accommodates varied datasets to represent the real world in a “digital aquarium.” The key benefit lies in mutual compatibility and interoperability, so different geo-information datasets can be managed independently by domain experts while remaining compatible. The primary impetus for the development of the S-100 arises from the accelerated digital transformation within the maritime sector, encompassing both conventional and autonomous navigation systems. This evolution is further propelled by the integration of advanced hydrographic methodologies and the necessity for a robust, cyber-resilient software architecture that facilitates streamlined maintenance and supports innovative industry policies. Given the anticipated requirements for harmonized production and dissemination of S-101 Electronic Navigational Charts (ENC) and other S-100-compliant products and services, a unified framework is essential to ensure interoperability and data integrity across platforms. The migration to S-100 introduces several strategic advantages, including the establishment of multi-layered situational awareness architectures, the enhancement of route exchange protocols, and the optimization of operational workflows, all of which contribute to reductions in carbon emissions and improved resource efficiency—even before the comprehensive deployment of the full S-100 product suite. Consequently, it is crucial to raise awareness among governmental authorities regarding the necessity and urgency of transitioning to the S-100 standard. Securing sustained political and institutional support, along with facilitating executive- level engagement through targeted International Hydrographic Organization (IHO) initiatives, is vital. These measures are integral to substantiating the increased safety, operational efficacy, environmental sustainability, and inclusivity that stem from adopting the S-100 framework.

11:00 - Coffee break with networking and discussion

11:30 - Givi Tsitskishvili, BSMA, Georgia “Safety and security of navigation, international ship and port facility security”

The principal seaports of Georgia constitute an essential connection in the transportation of trade through the Black Sea. At the same time, the significance of seaports as critical hubs has also attracted the attention of unlawful actors. The principal seaports of Georgia—Batumi, Poti, and Kulevi—play vital roles in the nation's economy and maritime security. Georgian permanently enhances the security of these seaports by addressing the fundamental motivators, referred to as threat factors, that may contribute to participation in unlawful maritime operations. Strengthening current programs that address shortcomings in the technical dimensions of seaport security through threat factor analysis fosters a more comprehensive approach to maritime security. This strategy enables Georgia to provide sustainable responses to extensive maritime security challenges. From a global perspective, reinforcing maritime security in Georgia corresponds with the strategic objectives of the North Atlantic Treaty Organization (NATO), since this South Caucasus nation serves as a crucial transit route for trade destined for Western markets.

12:00 - Zdenek Dvorak, University of Zilina, Faculty of Security Engineering, Slovak Republic “Robust MASS navigation” (by remote)

The development of Maritime Autonomous Surface Ships (MASS) is reshaping the future of global shipping. A key prerequisite for their safe and efficient operation is robust navigation – the ability to reliably determine a vessel’s position, speed, and orientation even under extreme conditions and without full dependence on a single system. While Global Navigation Satellite Systems (GPS/GNSS) provide high accuracy, they are also vulnerable to jamming and spoofing. This makes it essential to combine multiple independent sensors and advanced algorithms. The concept of robust navigation is based on multi-sensor fusion. Inertial Navigation Systems (INS) maintain position estimates during GNSS outages; radar and LiDAR ensure obstacle detection and environmental mapping; sonar monitors seabed profiles; and cameras provide visual context. Meanwhile, the Automatic Identification System (AIS) facilitates vessel-to-vessel communication and supports COLREGs compliance. The integration of these diverse data streams, processed through algorithms such as the Kalman filter, delivers a redundant and reliable situational picture. Maritime environments pose unique challenges compared to land-based autonomous navigation. The absence of fixed reference points, dynamic sea currents and waves, limited effectiveness of visual sensors on the open sea, and extreme weather increase the risk of sensor failures. Robust navigation therefore requires systems capable of compensating INS drift, filtering motion-induced noise, and adapting to sudden environmental changes. Sensor redundancy and physical resilience against wind, water, and mechanical stress are critical to ensuring continuity and safety. Practical applications—including transoceanic autonomous tankers and vessels operating in dense port environments—highlight both the potential and current limitations of these technologies. A conceptual scenario of the futuristic vessel “Neptune” illustrates how sensor fusion and intelligent algorithms can enable fully unmanned voyages, from automated loading to port operations. At the same time, it underscores the importance of addressing cybersecurity, regulatory liability, energy efficiency, and adaptability to unforeseen events. The future of robust MASS navigation lies in integrating artificial intelligence, predictive analytics, and next-generation sensors to enhance resilience against both cyberattacks and extreme weather. Parallel to technological advances, the harmonization of international standards and regulatory frameworks will be crucial to ensure safe deployment of autonomous ships in global shipping. Robust navigation thus emerges as a cornerstone in the transformation of maritime transport—enhancing safety, efficiency, and environmental sustainability while paving the way toward fully automated fleets of the future.

12:30 - Lunch in the Sheraton Batumi Hotel

13:30 - Andrej Dávid, University of Žilina, Faculty of Operation and Economics of Transport and Communications, Department of Water Transport, Slovakia “New job opportunities” (by remote)

The introduction of autonomous maritime vessels in maritime transport is transforming the global marine industry, necessitating a comprehensive reassessment of the current naval workforce's structure. The International Maritime Organization (IMO) has already launched regulatory reviews related to the operation of these vessels. These reviews focus not only on safety and liability but also on operational standards and best practices. Another issue that needs to be addressed in the future is the transformation of the employment landscape. This paper aims to highlight new job opportunities that will arise from the introduction of autonomous maritime vessels in maritime transport. These new opportunities will require expertise from various fields that have not traditionally been associated with maritime transport. It is expected that new positions will be created in the near future, including remote control center operators, maritime data analysts, system security engineers, and cybersecurity experts. These positions represent a fundamental shift in marine transport, namely the transition from manual activities on board to digital surveillance and system-level innovations. Such changes will also involve amendments to international conventions such as COLREG and SOLAS. From an educational perspective, this transition will require significant changes in the training provided by maritime education centers. They will need to adapt their curricula by integrating knowledge related to artificial intelligence, cybersecurity, and remote control into existing courses. This will create demand for hybrid professionals who can effectively link maritime expertise with advanced digital and legal competencies.

14:00 - Alan Oliveira de Sá, Faculdade de Ciências da Universidade de Lisboa, Portugal “Cybersecurity simulation environment for drones in naval applications” (by remote)

Cyber-physical systems (CPS) are becoming increasingly present across a wide range of sectors, from industry to critical infrastructures, and are therefore more frequently targeted by cyberattacks. Maritime CPS are no exception. The influence of the cyber domain in the naval environment is steadily growing, permeating not only crewed vessels and critical naval infrastructures but also unmanned systems such as drones. As a result, these systems are susceptible to cyber threats. In this context, there is an effort to develop simulation environments tailored to CPS in order to support cybersecurity studies. These environments enable the exploration of emerging attack techniques and their physical consequences, the design of mitigation strategies, the generation of datasets, and the training of specialized personnel. This talk will present a simulation system designed for research and experimentation in the cybersecurity of CPS, including scenarios involving drone swarms operating in naval contexts. The presentation will discuss the system’s architectural aspects, its ability to capture both physical and cyber data under normal operational conditions and attack scenarios, and its potential applications in advancing cybersecurity research and training.

15:00-15:30 - Coffee break with networking and discussion

Block 2: Remote and Autonomous Navigation of a MASS (Maritime Autonomous Surface Ships)

15:30 - Luca De Vito, University of Sannio, Department of Engineering, Italy “Sensors for MASS navigation”

The lecture will review the current technology of sensors used for Maritime Autonomous Surface Systems navigation. The lecture in the first part reviews traditional navigation sensors, such as GNSS, Inertial sensors, radars, cameras, presenting advantages and limitations of each technology. Since none of such technologies perform accurately alone, the need of advanced sensor fusion algorithm is highlighted, and the main technologies of integrated navigation systems are described. In a second part, the lecture introduces the new technology of quantum-based sensors for navigation, highlighting the expected improvement in time stability and drift, reporting the target values that can be achieved with such new sensors.

16:30-17:00 - Maciej Gucma, MUS, Poland “Remote MASS monitoring”

Remote monitoring of Maritime Autonomous Surface Ships (MAAS) is a critical enabler for safe and efficient autonomous operations. This study proposes a distributed architecture for MAAS remote monitoring that leverages MANET/mesh wireless networks for resilient, low-latency ship-to-ship and ship-to-shore communication. By integrating mobile ad hoc networking among vessels and connecting to shore-based stations, the system ensures continuous situational awareness, real-time data exchange, and robust command/control even in dynamic and infrastructure-limited maritime environments. The proposed approach enhances the reliability, adaptability, and scalability of the MAAS fleet monitoring, with particular benefits for coastal and littoral deployments where constant connectivity cannot be guaranteed.

19:00 - Dinner in the Hotel

Day 3 (Tuesday - 30 September 2025)

09:00 - Breakfast and transfer to Sheraton Batumi Hotel

10:00 - Solmaz Murat Selçuk, Piri Reis University, Maritime Faculty, Türkiye “Collision liability for autonomous vessels”

In recent years, with the acceleration of digital transformation, new technologies have begun to emerge in the maritime sector, as in every sector. One of these new technologies, autonomous ship technology, has seen impressive progress. Considering these developments, the International Maritime Organization (IMO) has also begun taking steps to define autonomous ships and categorize their autonomy levels. As a result of the studies, Maritime Autonomous Surface Ships (MASS) were defined, and their autonomy levels were graded. With the successful and fully operational implementation of MASS, both autonomous and manned vessels will begin navigating the world's seas together. This could lead to collisions between autonomous and manned vessels, or between autonomous vessels. While the legal framework applicable to collisions between manned vessels is clear, the legal assessment for vessels in the event of a collision involving autonomous vessels is currently unclear. In the study, evaluations were made to determine the liability for collisions that may occur with the use of autonomous ships in the world's seas and recommendations were made for the regulation of the legal framework.

11:00 - Henry Vallius, Geological Survey of Finland (GTK), Finland “Marine observation and data web services for the maritime sector”

Marine observation and data web services are essential for reliable and safe autonomous sea navigation. In Europe, such services are on a large scale offered free of charge by the European Commission. A crucial source of marine observation and data web services is EMODnet (European Marine Observation and Data Network), which provides harmonized, free, FAIR, and standardized marine in-situ data across Europe, supported by the European Commission. Another vital component is the Copernicus Marine Service (CMEMS), providing pan-European satellite observations. CMEMS primarily uses data from the Copernicus Sentinel satellites, particularly Sentinel-1 (for radar imagery), Sentinel-3 (for sea surface temperature, topography and color), and the Sentinel-6 radar altimeter satellite for high-precision sea level data. The CMEMS service also incorporates data from other contributing missions, both national and international, with global coverage. EMODnet data input for autonomous sea navigation is mainly provided by EMODnet Physics, which provides data on a multitude of parameters, such as temperature, salinity, sea level, currents, waves and winds, optical properties of the water, underwater noise, ice data, river runoff, as well as meteorological data at sea level. These are collected from thousands of moorings, rivers, gliders, AUV missions, vessel data, drifting buoys, ARGO floats, sail drones, etc. Both EMODnet and CMEMS are contributing to the EU Digital Twin of the Ocean (EDITO), which is supporting innovation and sustainable practices, applicable also for planning and execution of advanced autonomous systems.

12:00 - Coffee break with networking and discussion

12:30 - Giovanni Indiveri, ISME Director, University of Genova (Italy), “Marine robotics technologies: an introduction to models, navigation, guidance, control and applications”

The talk aims at providing an introduction on marine robotics: different robot types (ROVs, AUVs, gliders, ASVs, crawlers, manipulators, etc) will be briefly described and illustrated from the perspective of control engineering. The mathematical modeling of marine robots will be introduced highlighting its role in the design of navigation, guidance and control solutions. The typical control architecture of a marine robot consists of a number of interconnected functional subsystems, with some of them feeding inputs to the vehicle/robot actuators, while others read outputs from specific hardware components. The major functional sub-systems are those responsible for mission control, communications, navigation, guidance and control. The structure and functioning of this architecture will be addressed. Specific applications of single and multi vehicle systems will be illustrated building on the experience of ISME, the Italian interuniversity research center on Integrated Systems for the Marine Environment.

13:30 - Volodymyr Blintsov, Yuriy Zhukov, Anatolii Nadtochyy, Admiral Makarov National Shipbuilding University, Ukraine “Humanitarian demining of shallow waters of Ukraine: technologies and robotic support”

This lecture provides an overview of the current state and key challenges related to underwater mine contamination in Ukraine’s maritime and riverine environments, a consequence of recent military actions. It highlights the humanitarian, ecological, and economic impacts of underwater mines and examines the limitations of traditional demining approaches. Recent advancements made by Ukrainian scientists, particularly in the development of autonomous underwater vehicles (AUVs) and supporting technologies for safer demining, are presented in the lecture. It covers ongoing research, innovative sensor systems, and national efforts involving academic institutions, startups, and private enterprise, all under the concept of the “Humanitarian Demining: Ukrainian Perspective (HDUP)” Project. The integration of artificial intelligence, machine learning, and hydroacoustic solutions is discussed, alongside opportunities for international cooperation and the export of Ukrainian innovations. The talk concludes with a call for continued support, collaboration, and investment to establish Ukraine as a leader in autonomous underwater humanitarian mine actions in Black Sea Region.

14:00 - Lunch Sheraton Batumi Hotel

Block 3: New trends in manned and unmanned Navigation Systems

15:30 - Pelin Bolat, Istanbul Technical University – Maritime Faculty, Turkey “What is the value of MASS for logistics and transportation?”

The emergence of Maritime Autonomous Surface Ships (MASS) is a paradigm shift in maritime transport and logistics, in keeping with Industry 4.0 and the broader digital transformation of the shipping industry. MASS operating on various levels of autonomy as outlined by the IMO provide substantial operational and economic advantages: 24/7 navigation with no crew fatigue, optimized voyages based on sensor fusion and AI, decreased fuel usage and emissions, and novel fleet models that integrate alternative energy technologies. These benefits not only reduce operational expenses and increase reliability but also allow for the restructuring of the supply chain through more direct and flexible maritime solutions.
From a security and safety perspective, MASS reduce the chances of accidents by minimizing human errors—the maritime casualty factor most critical to safety—while enhancing situational awareness through well-evolved communication links and decision-support mechanisms. In the meantime, new risks must be identified. Cyber attacks in the form of GPS spoofing, signal tampering, and system jamming pose basic risks to MASS operations. Similarly, the human–machine interface raises new challenges, especially for the additional cognitive load and level of vigilance that can be placed on shore-based personnel. Solving these problems requires complete safety systems, sound cybersecurity practices, and international cooperation.
The human factor is also revolutionary. As shipboard jobs in classic seafaring become increasingly shore-based monitoring, control, and maintenance, the maritime sector will have to upskill its human resources in IT, systems administration, and cyber protection. Schooling and training systems must do the same to prepare next-generation professionals with cross- mix skill sets that combine technical seamanship and digital acumen.
Finally, MASS have huge environmental implications. With optimized operating regimes and the application of green technology such as batteries, hydrogen fuel cells, and ammonia, MASS can play a major role towards the IMO's decarbonization target. Realization of such potential, though, will depend on the development of an enabling regulatory system, including the forthcoming IMO MASS Code, as well as cooperation between classification societies, technology providers, shipowners, and port authorities.
The study highlights that while MASS vow unparalleled efficiency, safety, and sustainability for shipping, the success of MASS over the long term will also hinge on overcoming regulatory uncertainties, achieving technological reliability, and ensuring workforce adaptability. MASS must therefore be seen not just as a technological breakthrough but as a socio-technical change requiring collaborative measures from industry, regulators, and academia.

16:30 - Coffee break with networking and discussion

17:00-18:00 - Levent Kirval, Istanbul Technical University – Maritime Faculty, Turkey “Maritime economy”

Global capitalism is very dependent on shipping, so shipping is a very important sector, but there are also many other economic activities related to sea and shipping. Today, approximately 85% (97% of petroleum derivatives) of all cargoes (raw materials, industrial products, agricultural products, chemicals and gases) transported in the world economy are transported by sea. Within this framework, maritime transport is divided into sub-branches such as container transport, dry cargo transport, chemical and gas transport. There is a need for uninterrupted maritime transport for the healthy functioning of world trade and economy. Because if transportation stops, world trade and world economy will also stop. In this context, this presentation will focus on the maritime economy and its relationship with global capitalism. It will particularly focus on maritime transportation as an important contributor to global economic growth and prosperity.

19:00 - Dinner in the Hotel

Day 4 (Wednesday – 1 October 2025)

09:00 - Breakfast and transfer

10:00 - Peter Vidmar, University of Ljubljana, Faculty of Maritime Studies and Transport, Slovenia “Integration of MASS operations in the current navigation scenario”

The introduction of Maritime Autonomous Surface Ships (MASS) in global shipping raises complex issues of navigational safety, interoperability and integration into existing regulations. To overcome these challenges, lessons can be learnt from parallel research efforts in the field of autonomous underwater environments. FMST is working on a EDA financed project SABUVIS II focused on the design, development and demonstration of swarms of biomimetic autonomous underwater vehicles (AUVs), emphasising distributed decision-making, cooperative control and resilience in communication and sensor-limited environments. These technical foundations provide a valuable analogue for MASS operations in the dynamic and congested domain of surface navigation. SABUVIS II focused on the "Move to Mission" scenario, in which tightly coordinated swarms performed path following and event driven behaviours under GPS denied conditions. Key research areas included localisation in the swarm using visual, acoustic and predictive algorithms, maintaining formation control despite inaccurate or irregular sensor data and coordinated behaviour in response to mission events, such as obstacle detection or loss of a vehicle. Further work packages developed robust communication systems, including acoustic, optical and GUWMANET (Gossiping in Underwater Acoustic Mobile Ad-hoc Networks) based solutions, as well as simulation environments for testing swarm strategies prior to sea trials. The project also pursued novel biomimetic propulsion systems- pressure-actuated elastic muscles, mean and paired fins and low noise propulsion technologies to improve efficiency, stealth and adaptability. These findings can be directly applied to the operational requirements of MASS. Firstly, distributed control and redundancy, proven in underwater shoals, can increase the reliability of MASS fleet operations in crowded waters by ensuring continuity despite the failure of individual vessels. Second, the GPS-free navigation methods developed in SABUVIS II, including optical coastal navigation, bathymetry-based navigation and multi-sensor fusion, provide models for MASS's resilience to spoofing or jamming. Thirdly, the modular swarm concept provides pathways for scalable MASS integration, where vessels can flexibly assume the role of leader and follower depending on the mission or traffic density. Finally, the multi-layered communication architecture tested in SABUVIS II emphasises the need for hybrid surface and underwater analogues for MASS, combining high-bandwidth optical, acoustic and RF systems to maintain situational awareness across cooperative units. This contribution argues that the maritime sector can accelerate the safe integration of MASS into current navigation regimes by transferring concepts of swarm autonomy, low-cost navigation solutions and modular co-operative frameworks from SABUVIS II. The convergence of technical innovation and regulatory adaptation offers the potential for improved resilience, efficiency and safety in future shipping.

11:00 - Marko Perkovič, University of Ljubljana, Faculty of Maritime Studies and a Transport, Slovenia “Smart Ports and Maritime Simulators”

The rapid emergence of autonomous and remote-controlled vessels MASS is transforming the shipping industry by challenging traditional concepts of navigation, harbour operations and training. At the same time, ports around the world are investing in 'smart' infrastructure such as digital twins, automated berthing systems and solutions for remote monitoring and decision-making. The aim is to improve efficiency, sustainability and safety. The interaction between these two areas, MASS and smart ports, has technical, organisational, legal and educational implications that will have a significant impact on the future of maritime simulators. Traditionally, maritime simulators have primarily been used for mandatory STCW training of seafarers, covering topics such as radar/ARPA, ECDIS, GMDSS, cargo handling and bridge team management. The latter was particularly emphasised after serious accidents such as the Costa Concordia disaster. Simulators have also proven their worth in advanced applications such as training sea pilots, supporting accident investigations, planning waterways and ports and preparing VTS operators for complex traffic scenarios. Today, they are increasingly used as instruments for research and innovation to test new decision support systems and communication frameworks. However, the transition to a MASS environment will change the content and purpose of simulator use. For example, in mixed traffic scenarios involving autonomous and conventionally manned vessels, simulators will be essential for developing and testing operational concepts, communication protocols and situational awareness models. While current VTS and GMDSS training focuses heavily on communications, the advent of autonomous vessels will reduce the importance of voice exchanges and instead emphasise machine-to-machine data transfer, automated decision support and integration with S-100 based e- navigation services. This will require a rethink of the way simulators represent human decision-making processes and the reliability and resilience of automation and telecommunication systems. From a smart harbour perspective, the interface with MASS will bring new requirements such as safe pilot boarding, automated or remotely monitored mooring and cargo handling. Robust emergency procedures will also be required in the event of unfavourable weather conditions. Smart berths equipped with automated mooring systems, advanced sensors and AI-driven traffic management tools are likely to become indispensable. Simulators can play a crucial role in testing the integration of ship automation, harbour equipment and VTS operations before they are deployed on a large scale. They are also essential for exploring how emergency operations such as joint search and rescue operations involving marine and air supported unit will work in environments with minimal or no human presence. The convergence of smart harbours, MASS and simulation opens up new horizons for maritime education, training and research. Simulators are evolving into full-fledged test beds for cyber-physical integration, risk assessment and regulatory development. They are no longer limited to reproducing the human bridge environment. This presentation will reflect on current practises and identify possible future directions, addressing the possibilities and limitations of integrating autonomous navigation in harbours and waterways.

12:00 - Coffee break with networking and discussion

12:30 - Roberto Trevisani, GEM ELETTRONICA Srl Italy “Resilient sensing and multi-sensor fusion for autonomous maritime systems”

Automation and digitalisation are reshaping maritime transport, with conventional vessels evolving into smart and autonomous maritime systems (MASS). Autonomous systems rely on a suite of heterogeneous sensors for both surveillance and navigation. Key surveillance technologies include radar, electro-optical/infrared systems, LiDAR, and AIS, while navigation is enabled by GNSS, inertial navigation systems (INS), echo sounders, and speed logs. The reliability of these sensors directly influences tactical picture generation, which provides the foundation for autonomous decision-making. Sensing performance is often challenged by adverse conditions and deliberate interference. Radar clutter introduces false alarms that can compromise situational awareness and degrade autonomous decision-making. Effective clutter suppression and radar image processing techniques are therefore essential. Electromagnetic threats such as jamming pose additional risks to radar operation, requiring adaptive countermeasures. Navigation faces similar vulnerabilities: GNSS signals can be denied or manipulated, threatening positioning accuracy. INS provide continuity, but their drift over time requires mitigation through data integration with complementary sensors. Multi-sensor fusion plays a decisive role in overcoming these limitations. By integrating complementary sensor data, the system reduces uncertainty, mitigates individual sensor weaknesses, and constructs a coherent tactical picture of the surrounding environment. This fusion process ensures robust situational awareness and supports autonomy even under degraded sensing conditions.

14:00 - Lunch Sheraton Batumi Hotel

15:30 - Galya Marinova, Technical University of Sofia, Department of Technology and Management of Communication Systems, Bulgaria “Resilience of telecommunication systems”

The resilience of telecommunication systems is in the focus because other critical infrastructure also depends from them. The telecommunication systems need to be maintained in time of disasters or cyberattacks through preparation, readiness to respond and recover. Along with the technical measures, innovative technologies as artificial intelligence and virtualization are considered. Virtual models and digital twins of telecommunication systems allow to model challenges and to plan adequate preparation, response and recovery. Illustrative solutions are presented.

16:00 - Aïssa Benazzouz and Mohamed Briouig, Higher Institute for Maritime Studies (ISEM), Morocco “Drone surveillance and scanning data for tracking accidental oil spills in the Strait of Gibraltar” (by remote)

The Strait of Gibraltar is one of the world’s most strategic maritime passages, connecting the Atlantic Ocean with the Mediterranean Sea and serving as a natural boundary between the African and European continents. Each year, it accommodates a dense and diverse maritime traffic, ranging from cargo and passenger vessels to highly sensitive carriers such as oil, gas, and chemical tankers. The concentration and intensity of navigation in this narrow waterway make it particularly vulnerable to maritime accidents, with oil spills representing a critical threat. Such incidents can have severe ecological consequences, disrupting fragile marine ecosystems and causing long-term biodiversity degradation. Moreover, oil spills can generate significant economic impacts on coastal communities reliant on fisheries, aquaculture, and tourism, while also affecting social well-being and public health along the Moroccan and Spanish coasts. Effective preparedness and response strategies are therefore essential to minimize the risks associated with oil spill events. Central to these strategies is the ability to accurately predict the movement, dispersion, and fate of oil slicks under complex hydrodynamic conditions. Traditional monitoring and modeling methods, though useful, often fail to provide sufficiently timely and precise information, particularly in large-scale spill scenarios where rapid intervention is crucial. To address these challenges, this study focuses on the application of advanced numerical modeling, specifically the Shallow Water Hydrodynamic Finite Element Model (SHYFEM), to simulate the transport and spread of oil pollutants in the Strait of Gibraltar. SHYFEM is a finite element-based numerical model designed to capture hydrodynamic processes at high spatial and temporal resolutions. It is well suited for semi-enclosed seas and straits where multiple forcing mechanisms, including tidal currents, wind-driven circulation, and density gradients. By accurately reproducing these complex hydrodynamic dynamics, SHYFEM provides a reliable framework for predicting pollutant transport in the Strait of Gibraltar. In this study, SHYFEM was configured to simulate various scenarios of oil spill release, incorporating realistic forcing conditions and boundary inputs relevant to the region. The model enables tracking of oil trajectories and estimation of dispersion patterns over time, which are critical for planning containment, mitigation, and recovery strategies. The simulation results demonstrate the potential of hydrodynamic modeling as a decision-support tool for managing maritime pollution. SHYFEM accurately captures the spatial-temporal evolution of oil slicks, highlighting areas most vulnerable to contamination along the Moroccan coastlines. Sensitivity analyses further reveal the influence of wind, tide, and current variations on pollutant dispersion, providing valuable insights for prioritizing response measures. These findings underscore the importance of incorporating detailed hydrodynamic understanding into oil spill contingency planning, allowing authorities to optimize resource allocation and enhance environmental protection. In conclusion, this research highlights the critical role of advanced numerical modeling in predicting and managing oil spill risks in strategic maritime regions. By applying SHYFEM to the Strait of Gibraltar, the study offers a robust approach for anticipating pollutant trajectories, minimizing ecological and socio-economic impacts, and supporting informed decision-making for maritime safety and environmental management. The methodology presented here can also serve as a framework for other high- traffic and environmentally sensitive waterways worldwide, where precise prediction of pollutant behavior is essential for effective maritime risk management.

17:00 - Coffee break with networking and discussion

17:30 - Manana Kirtadze, Ministry of Economy, LEPL, State Hydrographic Service of Georgia “Autonomous operations in Hydrographic Surveys in Georgian waters”

The Georgian Maritime Transport Agency’s Hydrographic Service plays a critical role in ensuring maritime safety and supporting navigation within Georgia’s territorial waters. As maritime activities expand and the demand for accurate, up-to-date nautical information grows, the Service has embraced modern technologies to enhance the efficiency, precision, and sustainability of hydrographic surveys. This presentation explores the progress achieved to date, highlights the technological innovations already in use, and outlines the future potential of autonomous operations in Georgian waters. The Hydrographic Service’s core mission is to provide reliable hydrographic data that supports safe navigation, monitors maritime infrastructure, and integrates national data into international standards. Surveys are carried out in strict accordance with globally recognized practices, and the resulting datasets feed international systems that benefit both commercial and governmental interests. By delivering timely Maritime Safety Information (MSI) and maintaining seamless data exchange with global partners, the Service strengthens Georgia’s credibility and contributes to safer navigation throughout the Black Sea region. Technological innovation is at the heart of this progress. The introduction of multibeam echo sounders has dramatically increased the accuracy and detail of seabed mapping, while advanced GPS/GNSS positioning systems ensure precise georeferencing even in challenging conditions. Sophisticated hydrographic data-processing software enables rapid analysis and high-quality output, while the production of digital nautical charts (ENCs) brings Georgian hydrographic data into compliance with the latest electronic navigation standards. Together, these tools have improved the speed of data collection, enhanced survey accuracy, and reduced the resources required for each mission. Equally important is the effective integration of data. Real-time MSI updates and the prompt delivery of survey results to international partners enhance navigational safety and support maritime commerce. The ability to provide accurate, current information increases operational efficiency for mariners and reinforces Georgia’s position as a reliable contributor to global maritime networks. These improvements also have a positive environmental impact, as more efficient data collection reduces fuel consumption and minimizes disturbance to marine ecosystems. Looking ahead, the next strategic step for the Hydrographic Service is the adoption of autonomous operations. Although autonomous surface vehicles (ASVs) and unmanned systems are not yet deployed in Georgia, international experience demonstrates their value in optimizing resources, improving safety, and delivering even higher-quality data. Autonomous technologies can conduct surveys in hazardous or hard-to-reach areas without risking human life, operate for extended periods with minimal supervision, and provide continuous high-resolution data streams. Their introduction would represent a significant leap forward for Georgia’s hydrographic capabilities, positioning the country to meet growing maritime demands with greater efficiency and resilience. In conclusion, the Georgian Hydrographic Service is firmly on a path of technological advancement. The current deployment of cutting-edge survey equipment and data management systems has already transformed operational productivity and accuracy. Embracing autonomous operations will be the logical next phase—one that will further strengthen Georgia’s maritime safety infrastructure, enhance regional cooperation, and secure the nation’s strategic role in the Black Sea.

18:00 - Open space for meeting the Speakers and networking.

19:00 - Dinner in the Hotel

Day 5 (Thursday – 2 October 2025)

09:00 - Breakfast and transfer

Block 3: New trends in manned and unmanned Navigation Systems

10:00 - Salvatore Gaglione, University of Naples Parthenope, Department of Science and Technology, Italy “Navigation technologies: Systems (GNSS, DR), sensors and techniques”

Navigation, defined as the art and science of guiding a mobile along a planned trajectory, has deep roots in human history, evolving from an almost artistic skill to a complex scientific discipline. This presentation explores the evolution of navigation technologies, emphasizing the critical importance of reliability and system integration. Initially, navigation was an artisanal practice. The Phoenicians and Polynesians demonstrated incredible mastery, using celestial navigation, knowledge of winds and currents, and observation of nature. The invention of the magnetic compass and the sextant gradually transformed navigation into a science, introducing the ability to maintain a steady course and determine latitude. The integration of these instruments with Harrison's marine chronometer marked the birth of the first "integrated navigation systems," highlighting the fundamental principle that combining measurements from diverse sources leads to greater accuracy and robustness. The presentation distinguishes between two main categories of navigation methods: Dead Reckoning (DR) and Position Fix (PF) methods. DR, based on measuring motion (velocity and direction) to update a previous position, is essential when external references are unavailable. While historically based on simple instruments, it found its ultimate expression in Inertial Navigation Systems (INS), which use accelerometers and gyroscopes to continuously calculate a vehicle's position, velocity, and orientation. INS are self-contained and high-frequency, but their accuracy deteriorates over time due to the propagation of sensor errors. PF methods, on the other hand, rely on instantaneous measurements, such as those from Global Navigation Satellite Systems (GNSS). The principle of geometric trilateration, which determines a position from the intersection of at least three distance measurements, is the basis for systems like GPS, GLONASS, Galileo, and BeiDou. These systems, while ubiquitous and global, are vulnerable to errors caused by atmospheric interference, receiver noise, and multipath phenomena. The concept of Dilution of Precision (DOP) highlights how the geometry of the satellites amplifies measurement errors. The true progress of modern navigation lies in the integration of these complementary methods. Integrating DR systems like INS with PF systems like GNSS creates a robust, precise, and reliable system. INS fills the gaps of GNSS in challenging environments (like "urban canyons"), while GNSS corrects the long-term drift of the INS. This synergy is crucial for safety-critical applications like autonomous vehicles, which require not only precision but also signal integrity and authentication. Emerging technologies such as Augmented Reality (AR) in navigation and Low Earth Orbit (LEO) PNT (Position, Navigation, and Timing) systems promise to further enhance the user experience and reliability of navigation. However, this technological evolution also raises philosophical and security questions, such as our increasing reliance on automated systems and the risk of cyberattacks. Ultimately, the principles guiding modern navigation— integration, redundancy, and reliability—remain the same ones that drove the first navigators to explore the unknown, proving that sailing is a human necessity for progress and exploration.

11:00 - Franc Dimc, University of Ljubljana, Faculty of Maritime Studies and Transport, Slovenia “Limitations to autonomy as we see them today”

The standardisation activities for MASS close gaps that have arisen due to significant limitations in the transition from assistance to fully autonomous systems. When it comes to topics such as Internet-of-Things applications, digital twin applications and interoperability standards, the International Maritime Organisation (IMO) and its Maritime Safety Committees (MSC) are working to address general concerns about trust and acceptance of new technologies. Limitations raised by several interest groups include the necessary reliability and redundancy between systems, as well as insufficient existing standards and regulations that do not adequately cover liability and insurance for autonomous operations, which is the topic of the next session. In addition, integration into existing infrastructure is a challenge, as is the need for robust connectivity and communication standards. For example, the further development of the S-100 standard for e- navigation by 2029 is a multi-faceted endeavour involving ships, ports and authorities, as it harmonizes a comprehensive range of awareness-related data such as maritime traffic (S-127), ocean currents (S-111) and weather warnings (S-412), each characterised by its own terminology. Issues related to autonomous decision making and sensor integrity, the topic of the previous session, under the e-navigation initiative complicate compliance. When problems arise with modern technologies, they are often due to automation and the inability of the operator to recognise the exact nature of the situation, including when and how to intervene. However, competent operators are able to overcome uncertainty by using their knowledge, experience and independent judgement to address problems effectively. Even with the integration of the human element, crew members will continue to be the smartest component in developing, operation, monitoring and maintaining the intelligent systems that form the basis of MASS. The IMO MSC 109 is working on a set of rules, known as MASS Code, that will be finalized and adopted in non-mandatory form in 2026 and will be mandatory by 2032. This contribution summarises the above limitations and activities by emphasising the importance of knowledge and training, particularly in relation to decision making and situational awareness, for the safe operation of MASS.

12:00 - Coffee break

12:15 - Sander Limant, Flensburg University for Applied Sciences, Germany “Autonomous vessels - a legal challenge”

Engineers are getting better and more confident in terms of technology, sensors and robotics regarding autonomous vessels. Scenarios that autonomous vessels sails on the world’s oceans are being discussed extensively. Technically more or less a problem which will be solved in foreseeable future. Much less is found about the legal impact of autonomous vessels. What are the duties of autonomous vessels in futures distress situations at sea, how to take part in search and rescue? Is the person over board floating in the sea lost when passed by an autonomous vessel? No requirements any more according to Art. 98 UNCLOS since there is no crew on board? Who is addressed by the many obligations for flag state, owner and master of a vessel? Is there something in for the operator in the fleet managment centre in India? Is he the Master of a vessel? How to enter an autonomous vessel in your territorial waters or in contiguous zone? What about Flag state responsibility? The author has intensively reviewed the present state of scientific legal discussion to some of the questions. He found not many convincing answers so far. What is striking is that the ideas for answering are widespread and covering solutions as new regulation, new SOLAS - so more of a technical approach to solve – or simply a corresponding interpretation of existing law. One thing is sure: the Law at Sea is international so the community has to look for answers accepted by all seagoing nations. Which is time consummating. Therefore: decision makers at Maritime Law are compelled to hurry up to solve the legal challenges.

12:45 - Giorgio Budillon, University of Naples Parthenope, Italy “Meteorology and oceanography”

Oceanography and meteorology are two closely interlinked scientific disciplines that play a fundamental role in understanding the dynamics of the Earth system and in addressing the multiple challenges posed by climate variability, environmental change, and societal demands. Oceanography, by investigating the physical, chemical, biological, and geological properties of the oceans, provides essential insights into processes that regulate the exchange of energy, mass, and momentum between the ocean and the atmosphere. Meteorology, by analyzing atmospheric dynamics and weather phenomena, contributes to the interpretation of short-term variability and long-term trends in the climate system. Together, these sciences form a coupled perspective that is indispensable for interpreting past changes, predicting future states, and developing strategies for sustainable development and disaster risk reduction. The role of oceanography in climate science is particularly evident in its capacity to quantify the ocean’s function as the main reservoir of heat and carbon in the Earth system. More than 90% of the excess heat generated by anthropogenic greenhouse gas emissions is stored in the oceans, while a significant fraction of anthropogenic CO₂ is absorbed by marine processes. Understanding these mechanisms is essential not only for improving global climate models but also for guiding international policies on climate mitigation and adaptation. Similarly, meteorology contributes critical knowledge on the variability of atmospheric circulation, storm tracks, and extreme events such as heatwaves, droughts, and hurricanes. The interaction between oceanographic and meteorological processes—exemplified by phenomena such as the El Niño–Southern Oscillation, monsoons, and polar vortices—demonstrates the necessity of integrating both perspectives to explain variability on seasonal to decadal timescales. Operationally, the combined application of oceanography and meteorology underpins a wide range of societal services. Marine meteorology supports navigation safety, fisheries management, offshore energy production, and coastal planning by providing forecasts of waves, winds, currents, and storm surges. Oceanographic monitoring, from satellite altimetry to autonomous vehicles and moored observatories, offers real-time data for predicting sea- level changes, storm intensity, and coastal flooding risks. Advances in numerical modeling, data assimilation, and artificial intelligence now allow for increasingly accurate predictions, enhancing the resilience of coastal communities and global supply chains. Moreover, both disciplines are crucial for disaster preparedness and early warning systems: hurricane forecasts rely on the combined assessment of ocean surface temperature, atmospheric humidity, and circulation patterns, while tsunami warning systems require rapid oceanographic data to complement seismic monitoring. At the scientific frontier, oceanography and meteorology are essential for addressing pressing global challenges. The melting of polar ice, the slowdown of large-scale ocean circulation, and the intensification of extreme weather events are phenomena that can only be interpreted through a multidisciplinary approach that couples atmosphere and ocean. Research in these fields is also increasingly important for supporting the blue economy and sustainable ocean governance. Coastal tourism, renewable marine energy, fisheries, and shipping all depend on accurate environmental forecasts and long-term climate projections. Furthermore, the ocean–atmosphere system is at the heart of several Sustainable Development Goals (SDGs), including climate action, life below water, and disaster resilience.

13:45 - Roberta Ivaldi, Italian Hydrographic Institute, Italian Navy, Italy “Ocean Decade Initiatives: Measuring the Oceans”

The Ocean Decade, the United Nations Decade of Ocean Science for Sustainable Development (2021-2030), is a global framework to elevate the role of ocean science and knowledge across all Sustainable Development Goals (SDGs), by generating the data, tools and partnerships necessary for informed decision-making and transformative ocean action. The SDGs comprise 17 goals that represent the global community's priorities for promoting sustainable development by 2030. "Life below Water" SDG 14 deals specifically with protecting life below water and supporting the conservation and sustainable use of the ocean and its resources. SDG 14 and the Ocean Decade are intrinsically linked and addressed to “hear and listen” the ocean. UNESCO’s Intergovernmental Oceanographic Commission (IOC) led the Ocean Decade, which is working to make Ocean Science more inclusive, solutions-oriented, and policy relevant by the vision of “The Science We Need for the Ocean We Want”. We cannot manage what we do not understand and much of the ocean remains a mystery. In fact, only 27.3% of the ocean floor has now mapped to modern standards and large areas of deep and polar areas are unknown in terms of species distribution, ecosystems, marine processes and stress factors. The presentation will focus on the Ocean Decade actions and challenges with a particular attention to the ocean exploration, observing and seabed mapping using new technologies. It will highlight Ocean Decade global actions as General Bathymetric Chart of the Oceans (GEBCO) SEABED 2030 and regional initiatives to improve the ocean knowledge and observing systems with a 3D integrated mapping where the undersea features as the drivers of the dynamics of marine processes from the sea surface to the ocean bottom.

14:30 - Lunch Sheraton Batumi Hotel

15:30 - Avtandil Gegenava, Batumi State Maritime Academy “Technical visit to navigation laboratories with practical activities by means of available navigation simulators” (Coffee break served during practical activities in laboratory)

19:00 - Gala Dinner - Restaurant of Georgian Cuisine and Georgian cultural show

Day 6 (Friday – 3 October 2025)

09:00 - Breakfast and transfer to the Sheraton Batumi Hotel

Block 4: Human and Social impact of Remote and Autonomous Navigation

10:00 - Avtandil Gegenava, Batumi State Maritime Academy “Technical visit on training vessel “Cadet” (Coffee break served on board)

14:00 - Lunch in the Sheraton Batumi Hotel

15:00 - Iryna Sitak, National Technical University “Kharkiv Polytechnic Institute”, Ukraine “The role of maritime transport in ensuring energy security”

Maritime transport plays a strategic role in ensuring energy security and sustaining the economic resilience of nations. Approximately 40% of global energy resources are transported by sea, making maritime routes a critical factor for the functioning of the global economy and the continuity of international trade. The availability and reliability of energy supplies directly affect economic competitiveness, resilience in crisis situations, and long-term development potential. The presentation highlights the dependence of national and regional economies on uninterrupted deliveries of oil, gas, and liquefied natural gas. It examines key infrastructure - ports, terminals, and strategic straits - as well as the dependence of national and regional economies on the uninterrupted supply of energy resources. Particular attention is paid to global challenges, including geopolitical conflicts, climate risks, and cyber threats, which undermine the stability of energy supplies and, consequently, international trade. The availability of accessible energy resources directly affects the continuity of production processes, the development of international trade, and the integration of countries into global value chains. The reliability of maritime supply routes serves as a safeguard for reducing risks in global markets and protecting critical economic infrastructure. Regional examples illustrate the strategic importance of energy shipping routes for national and allied economic security. The presentation stresses that the continuity and security of maritime energy transportation are fundamental not only to energy security but also to economic stability. Access to energy resources is essential for the development of international trade and the resilience of economies. Recommendations focus on investing in maritime infrastructure and promoting autonomous maritime navigation as an innovative tool to strengthen energy security and enhance economic resilience.

15:30 - Natalia Shyriaieva, National Technical University “Kharkiv Polytechnic Institute” “Green seas: Carbon-neutral solutions for maritime navigation”

Maritime transport is a cornerstone of international trade, responsible for moving close to ninety percent of goods across the world’s markets. Its scale and efficiency make it essential for global supply chains, yet the sector also contributes significantly to climate change. Shipping accounts for about three percent of worldwide greenhouse gas emissions, and recent figures show that emissions are still increasing. Without change, the industry risks undermining international decarbonisation efforts and the resilience of global trade. This growing challenge has been recognised in both European and international policy debates. The EU Strategic Foresight Report 2025 identifies sustainable transport and energy transition as key areas for strengthening Europe’s competitiveness and long-term resilience. In parallel, the International Maritime Organization (IMO) has adopted more ambitious climate goals, committing the industry to cut emissions by 20-30 percent by 2030, 70-80 percent by 2040, and to reach net-zero around 2050. These commitments were reinforced in 2025 with the IMO Net-Zero Framework, which introduces global fuel standards and a carbon levy designed to accelerate the shift toward cleaner technologies. The presentation will focus on solutions that are already emerging in the maritime market. Alternative fuels such as hydrogen, ammonia, and methanol are being tested at scale, while bio-LNG continues to serve as a transitional option. Progress in hybrid and fully electric propulsion, together with digital tools for route optimisation and efficiency monitoring, shows that the foundations for change are in place. Industry examples, including methanol-powered vessels and electric autonomous ships, demonstrate that the transformation of shipping is not theoretical but already underway.

16:00 - Felix Petermann, Norwegian University of Science and Technology, Norway “The Unseen Helm: Potential human-factors issues in monitoring and operating MASS (and how to solve them)”

The future of shipping isn't just an autonomous vessel, it's a new team-up between human and machines. It is not solved by simply replicating the bridge in a room on shore. This session dives into the "Sensory Chasm" created by remote operations and showcases how human-centric design can restore a mariner's lost senses.

16:30 - Coffee break with networking and discussion

17:00 - Taufik Akbar Sitompul, Norwegian University of Science and Technology, Norwey “Shore Control Lab: an infrastructure to train seafarers and test new technologies for monitoring and operating MASS”

As highly automated ships become unmanned, their operators are expected to move into shore-based control centers. During the past few years, NTNU has been building a research infrastructure that can be used for investigating research questions related to monitoring and controlling autonomous ships. Currently, the infrastructure consists of three main components: (1) two all-electric autonomous urban passenger ferries equipped with advanced sensors and equipment for autonomous navigation, (2) a control room, where operators can monitor and control a fleet of autonomous ships, (3) an observation room, where stakeholders can observe ongoing experiments. This presentation will also provide concrete examples of research that have been done using the infrastructure.

17:30 - Round Table and Closing Ceremony chaired by Pasquale Daponte, University of Sannio, Italy “Discussion and concluding remarks concerning the ATC”

19:00 - Dinner in the Hotel

Day 7 (Saturday – 4 October 2025)

Departure of the ATC NATO participants

Transfer to Batumi Airport will be provided by Batumi State Maritime Academy