A model of service-oriented architecture of e-certification system to support boat registration and site visit inspection to support maritime safety and crew health inspection

The growth of technologies associated with the Maritime Transport Industry in global trade has brought a challenge in maritime safety. Human resources in traditional shipping have been handled as one of the significant resources in maritime accident due to various complexities of the shipping and marine environment [1]. The level of maritime safety largely depends on technical aspects of the boat and its crew. However, documentation about maritime safety effort conducted by small boat owners and its crew are rarely documented. As technology has growth rapidly, there is dynamics from conventional information systems to cloud-based industry 4.0 [2]. The Internet of things and big data have shifted systems from analog to digital and standalone systems to integrated systems. Such change of technology also brought a challenge in the boat information systems and certification to be carried out in coordinated and sustainable manner supported by governments and relevant stakeholders [3]. In addition, measuring the maritime safety for small boat technology has brought challenges to both government and boat users. However, there are lack of information on how boat owner can keep their safety in marine environment due to lack of the system ability to collect boat data sources.

Small boats have been defined as small-sized boats of less than 7 GT (Gross Tonnage) operated in Indonesia. Most of them are wooden boats that have been used for years as inter-islands public transportation. Such boats which loaded of less than 10 people (which usually about 2–3 people) have a unique role in the inter-islands transport carrying passengers and goods/cargo.

However, the management of maritime safety on this type of boat are rarely documented and uncertified due to conventional and traditional boat reporting to register boat. This type of boat reporting by boat owner is easily lost and difficult to monitor properly, especially when the boat needs repairs or routine checks, because the boat paper-based documents are easily damaged by water or lost. As a result, identification of the boat brings complexity to marine inspector. In addition, the presence and number of unregistered boats has led to high number of boat accident and other case which bring maritime safety risk.

Conventionally, the Directorate General of Sea Transportation (the DGST) must work hard in documenting the boat data, and conducting boat inspections that result in hard work efforts to encourage boat owner awareness about maritime safety with unsatisfactory results [4]. The DGST has sought many efforts to improve maritime safety by implementing a system for managing the data of boats and its crew into a system with the service components/processes to achieve that goal [5].

Information system technology for small boat digital documentation has great potential to be implemented. It will ensure interoperability of technology, manageable governance, acceptable security, and interoperability among the users [6]. There are many users of the boat data such as on-site inspectors, DGST and Technical Implementing Unit (UPT) operators at all ports. Even though the technology solution is quite promising, however, the development of this system requires the delivery of interoperable architecture [7]. Such challenge requires a more advanced SOA with support function to handle collaboration and interoperability across maritime jurisdictions involving related stakeholders. Through an interoperable architecture-based system, they can collaborate to improve maritime safety. To achieve the goal, the system must have the ability to record the information about boats condition and boat crew [8].

Although there have been a lot of research on the implementation of the ship registration system, however, previous system does not have a specific goal to be implemented in small wooden boats [9]. In addition, the present researched system tends to be applied to large boat, while small boat with crews under 10 people are often overlooked in the research mainstream. The existing protocol only regulated big-size ship certification based on the rules of the International Convention such as the Safety of Life at Sea (SOLAS), 1974, as amended in the international convention for the prevention of pollution from ship [2]. 1973, as modified by the 1978 Protocol relating thereto and by the 1997 Protocol (MARPOL) [3] International Convention on The User training, certification and supervision for seafarers (STCW) as amended, including the Manila Amendments of 1995 and 2010[4] International Convention on Load Lines (LL) 1966 [5] International Convention on the Measurement of Ship Tonnage (TONNAGE), 1969 [9] and other domestic requirements for all domestic vessels that do not follow the rules of International Maritime Organization (IMO) Convention that the Government of Indonesia has ratified. In addition, the Law of the Republic of Indonesia Number 17 of 2008 concerning Shipping [10] states that shipping operations, including the transport in the sea, inland waters, and ports, must prioritize the aspects of safety, security, and protection of the crew and passenger. Almost all of the existing safety regulations and protocol only regulated bigger-size of boats or ships.

In many countries especially in archipelagic countries, such as Indonesia, there is increased attention on more secure boats for crew and passengers. The government, through the DGST, has developed an effort for certification and inspection to create an effective and efficient marine safety practice. In fact, many challenges have emerged ranging from boat facility, crew health and safety [10]. For example, the Covid-19 pandemic has affected the shipping industry, especially the health of boat crew and cargo traffic between islands in Indonesia. In addition, this condition is worsening where crews can be susceptible to infection because they often travel to other new places and meet more peoples at different places. Therefore, there are challenges for boat stakeholders to record the health of the crew and conduct regular inspections of the crews health into an adequate information system. This means that the system must have the ability to record information about the boat inspection result [11].

Other challenge also faced by boat Marine field Inspector (on-site inspectors), especially, the increased number of boats is often not offset by the presence of inspectors and marine supervisors [12]. This situation can cause potential problems with the lack of supervision and inspection of boat, especially on small boat carrying passenger and cargo [13]. This issue requires attention by scholars and researchers. In terms of mainstream boat research, there is a theoretical void on how to ensure the safety of boat’s crew and its passengers, especially for small-sized of boats under 7 gross tonnages [14]. This brings challenge in this study to integrate efforts to record the condition of the boat together with crew health data into the proposed model. This study also proposes a new system framework with ability to record information about boat cargo/passengers safety performance efficiency [15].

The research question revealed here is how the proposed architecture will be feasible and appropriate for small boats e-certification. For convenience here, certification of inter-island transport boats are defined in accordance with applicable national law as the small-sized boats is a multifunction type of carrying crew, passengers and cargo. However, when the boat is not only transporting goods but also passengers, the boat needs to be inspected in terms of their facility and skill of boat crew related to navigation and passenger safety [16]. The boat operator or boat owner must provide adequate safety facilities at least equivalent to the regulated inter-island transport. Assuming that the boat has a fixed route, the boat is considered to have a certain operating area that must be reported regularly by the boat owner to the on-site inspector where the boat operates. However, such on-site inspection is sometimes difficult to be documented digitally [17]. Therefore, this study contributes to the SOA development and system implementation for supporting maritime safety practice. The proposed system in this study contains architecture model for recording and updating boat and boat crew data, including boat facilities and roadworthy boat status. Through a Service-Oriented Service (SOA) based system, the system which so-called SIMKAPEL will be used for registration and recording small boat data. The contribution of this work is to outline a unique set of technological options for implementing SOA in the boat maritime safety performance.

For the rest of this article, Part 2 describes the maritime safety requirements. Part 3 describes the proposed architecture, including SIMKAPEL core services/components, data management, and system development. Part 4 describes the result of the platform implementation and the survey result of the expert opinion about how the system performs to fulfill the user needs, basic services, data source processing, and core services processing on android applications and websites. The results of performance efficiency are also presented along with the analysis results. Part 5 summarizes the performance assessment of the SIMKAPEL platform. Section 6 concludes and explains future work.

2.1 Characteristics of boat with good maritime safety

Shipping regulations and protocols require that all inter-island transport which carrying passengers and cargo must comply with appropriate maritime safety requirements. The boats also must comply with all navigation rules for particular trip routes [18]. It includes the certification and recording of boat route and navigation, as well as the boat safety equipment. For the transport of passengers and goods, all boat must be operated by skilled boat skipper and the boat condition must be in satisfactory operation. This means that the boats must be connected to monitoring system with the ability to record information about boat safety equipment and parameters. There are some parameters which are important to consider in the marine safety which will be explained below.

2.2 Inspection of boat crew readiness for sailing

For passenger transport, boat must meet the minimum requirements conventionally applied by the Coast Guard as inter-island transport means [19]. For carrying passengers, the boat must be inspected in accordance with maritime regulations. The boat crew and boat skipper must be a licensed seafarer to transport passengers between islands at sea [20]. Boat owners must employ licensed personnel to perform such operations and must have proper formal training documentation of general navigation techniques. For a long route boat, senior boat crews must have basic safety training and maritime safety license and have appropriate emergency health training issued by the DGST [21]. After annual inspection by on-site inspector, boat certificates of conformity will be issued or updated to confirm that the boat is clearly maintained and operated in accordance with passenger safety regulations and Occupational Safety and Health Administration (OSHA) regulations applicable to the boat skipper and boat crew.

2.3 Goods/cargo/freight transport inspection

Boats with completed cargo/passengers record represent the boat maritime safety. The inspection result represents how far the boat will be safe to be used in waters. In addition, for the boat carrying passenger and cargo that requires inspection for feasibility and maritime safety [22]. After inspection and approval, a newly created boat must meet the applicable requirements for ongoing operations. Upon receipt of the first CIG Certificate of Conformity, alternative inter-island boat over 3 gross tonnages must have a valid Coast Guard Inspection Certificate. However, on smaller boat, this kind of certification requirement is often not documented well causing difficulty among on-site inspector for supervising and checking the boat condition [23]. Therefore, the monitoring of goods transport is also important for stakeholders to keep the safety of the boat, cargo, and crew, at least, through annually inspection.

2.4 Safety at sea and accident prevention

Each boat must have safety equipment representing the boat readiness in-case of accident as important parameter of maritime safety performance. Prevention of boat accidents is a concern for many stakeholders, ranging from boat owners, boat skipper, on-site inspector, DGST and its UPT at all ports. There are three components that can cause accidents, namely obsolete boat structure which is incompatible with boat operations for deep seas [24]. Other factors can be caused by the shape or model of the boat's body that are not compatible with the sea-level waters and bad weather in the area. The third factor is human error, such as the boat skipper is not competent or fatigued and psychological stress.

2.5 Technology used in boat

Boat with adequate maritime safety system is also good parameter of maritime safety effort. Usually, boat owner carryies Android phone cell with GPS to get weather news and geospatial direction. The parameter also represent that the boats technology has shifted from previously being intended to carry as much cargo as possible until now it is starting to focus on boat safety which covers the boat safety equipment and structural strength.

The technology in recent general boat deals with all the safety functions of the boat including its boat body from wooden or fiberglass material [3]. The benefit of each component can serve as the basis/indicator for an integrated boat feasibility. Specific criteria representing the boat technical condition such as boat age, boat crew knowledge and operational safety equipment are used to support boat safety for lowering maritime accident risks [25].

The risk of maritime accidents becomes high when there is a source of human error that can be divided into intentional and unintentional. Unexpected errors can be divided into errors that occurred due to the boat crew/boat skipper doing nothing. Whereas, Intentional errors can be caused by the boat crew doing wrong behavior and errors caused by the crew doing wrong sequence of tasks. Errors in this sequence of steps can lead to failure to perform actions within a certain period of time causing the boat running too fast or too slow causing accident or damage.

2.6 Efficiency of the maritime transportation system

In measuring the performance efficiency of the maritime safety, we follow the Jeevan’s study [1] about efficiency of maritime transportation as illustrated in Fig. 1. The figure also contains the parameter used in the equation for calculating the maritime safety performance.

Evaluation of system performance based on Jeevan’s study and modified by author (source: Jeevan et al., 2020)

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According to Jeevan et al. in 2020 [16] the efficiency of system performance for boat safety in maritime transport can be measured based on the equation as below:

Subject to

where E_n is the Eefficiency score (e-score), N is the Bboat number in the sample, I_D represents different outputs, K represents different inputs, y_in represents amount of boat people parameter output i for boat number to n, x_kin represents amount of boat parameter input, k for boat number to n, w_i represents weights applied across all parameters.

3.1 Entities in the SIMKAPEL with their main activities and data

Boat owner For new boat, the owner must appeal for registration into the local Technical Implementing Unit (UPT), at the nearest port that has authority in ship registration. The boat owner submits the data of the boat and its technical specifications of the builder. After a year, the boat was affected by weather and other environmental conditions that posed a risk of damage or deterioration of the structure. The boat owner must re-submit boat inspection to get an extension certificate. This means that after a few years later, it is necessary to conduct a re-inspection to make sure the boat condition and related matter are still safe to operate and to continue its valid certification [26]. A valid certificate will include data about the boat safety equipment and its boat crew competency and skills data. After that the boat data will be recorded across system to collect the data sources.

Boat crew Boat crew skill data represent their basic safety training and ability of the boat crew to survive in sea operation. Sometimes due to sea accident, the boat crew must have ability to survive due to shipping seas and harsh weather. In addition, the crew health must be recorded in order to assure the boat crew is fit sail with the boat. Many years after being hired later, boat crew data must be updated to inform the on-site inspector, DGST and its UPT about the crew safety training and education in maritime safety practice. The data about boat crew will be connected to Hubnet support.

On-site inspector Checking of both new and old boats is conducted by on-site inspector to verify that the boat is used according to its initial design and purpose for not carrying overloaded cargo that affecting its stability. The boat's carrying capacity is measured by its total weight plus total boat crew load when doing routine activities. The on-site inspector will record and report for each boat condition and its operation related its cargo loaded and its stability [27]. The data from the inspector will be recorded to Portnet traffic support. The inspector also can record weather condition through the Portnet traffic support during the inspection to give information about weather related to the safety of boat for sailing.

All data from the entities (e.g., boat owner, crew, and on-site inspector) are then evaluated by DGST and its UPT Officers for releasing boat e-certificate. For very obsolete boat, the boat registration can be rejected or the outdated boats are marked for reparation/maintenance before the certificate is issued. Complete data integrity will compare the data from boat owner, boat crew, and on-site inspectors in order the boat to be re-certified. The boat with complete data will pass the certification process.

From Fig. 2, it can be seen that the all entities have their own role and function. The boat owner has role/activity as boat registration, and submitting the boat specification data and its previous boat certificate if the old certificate is still existed. The crew will do boat manning and they must provide their crew biography data, competency data, boat skipper data, and boat crew health data.

(Source: Ditkapel 2021)

Entities (users) in the SIMKAPEL with their main activities and data

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The obliqueness of the on-site inspector is determined according to the regulation with the main activity for boat inspection and reporting about the boat feasibility, safety equipment and navigation condition. The obsolescence of the boat is also must be checked and the boat inspection result data are reported with the content of the boat structure and safety equipment. The DGST and its UPT will issue the boat certification after the required data are fully collected. The officer also will evaluate the inspection result data as an indicator of the boat safety to mitigate the risks defined according to the threats and consequences associated with the risks of the safety equipment used in the boat.

The architecture proposed here aims to connect various actors/entities with its features and task. The entities are on-site inspectors, the DGST, its UPT, boat owners, and boat skippers [28]. In addition, it also aims to support users needs in processing data, from inputting boat data and its crew until the data are stored in the cloud database to be used by the DGST and related stakeholders. Open-source elements are used to obtain solutions that can make it easier for the users to share data vertically across organizations and within institutions. As an open source-based software, the proposed architecture is implemented in the DGST which so-called SIMKAPEL system to process data flows tailored to requirements, classifications, and quantity weather data to support boat maritime safety. To verify the proposed architecture, we created a survey to collect expert opinions on the quality of the proposed SOA-based platform.

The SIMKAPEL development team chose the SOA since it offers wider solutions that guide the implementation of boat inspection services and crew state data collection. In object-oriented programming, a service is defined as a set of independent functional connections with a clear interface. The services used in SIMKAPEL are designed to be minimized with well-defined interfaces for application development.

The SIMKAPEL has functional core service associated with Enterprise Service Bus infrastructure that enables interoperability between distributed service elements. The element is represented by Service Buses consisting of message buses and core services. For developing SIMKAPEL using the proposed SOA, this service is focused on user-based and open-functional services. It contains the request/response services with a Simple Object Access Protocol (SOAP)/Web Service Description Language (WSDL) approach. This protocol is used because it has high-performance results when processing data from real-time events. For example, the boat owner fulfills boat registration data through xml digital metadata. A local boat on-site inspector can open the boats data and if there are changes or want to update it, the inspector can open an update form for data editing and running the required services.

The main concept of SOA from SIMKAPEL is a service with formal specifications for service interface, service quality, and governance. Any change activity including user activity is logged into the Log history of the user or provider. For example, after surveying a boat, the inspector can provide a report on inspection results into the DGST and UPT by running the application. Figure 2 shows a conceptual diagram of the services with the SOA architecture.

The SIMKAPEL will provide interoperability service to users in the DGST and UPT to support their duties and functions. The stakeholders are the Directorate of Marine Safety and Seafarers, the Directorate of Sea and Coast Guard, Directorate Sea Transport and Sea Traffic and other agencies related to the shipping industry [29]. After the system is tested, it will be applied to the Harbor Master Office and port authorities as an UPT, which has the authority to carry out duties of boat registration and boat and crew inspection (Fig. 3).

(Source: Subdit PPK, Ditkapel 2019)

Features used in SIMKAPEL. Each feature will be arranged as core services of the SIMKAPEL system

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The process of registration and certification of marine safety and seafarers can be submitted anywhere and anytime. It has a goal to minimize face-to-face meetings between applicants and the inspector for social distancing, especially after the covid-19 pandemic. For this reason, a system must help the users to collaborate in using the platform for certification process. The SIMKAPEL has workflows represented by its architecture to support the efficiency and productivity of the licensing process at the Directorate of Marine Safety and Seafarers. Through open-functional service-based architecture, the system can help the users to have complete data, updates, accurate and integrated boat documentation as main source of national boat database in Indonesia.

3.2 Procedure for checking the validity of electronic certificates

Validation is conducted through the server-to-user and cloud application and database connectivity in the SOA architecture. The user of SIMKAPEL must be registered users since the system has SOA architecture and aims to achieve interoperability, where authorization and authentication messages are provided in an expandable markup language (XML) or binary format. XML language models are often used by android applications or other Java-based applications. In the proposed system architecture, the data model is independently implemented following Android development that can be bound to XML, Interface Definition Language (IDL), or JavaScript Object Notation (JSON). Data distribution services (DDS) over Ethernet can meet the needs of both buses using different Quality of Service (QoS) configurations [30].

The service validity of electronic certificates is based on the open form used in the system architecture using binary formats, including IDL, which is used for tactical messaging. IDL and XML are used for messages from multiple users in requests and responses to new data. XML provides an expandable and self-describing message format, but IDL is more efficient for data movement [31]. Metadata in messages simplify integration and facilitate interoperability of the data and services across multiple users. The open architecture acquisition process is important in the creation of a set of metrics to assess the validity of the e-certificate through the services from the software system.

3.3 Interconnectivity of users and data sources

Interconnectivity of application and server toward users and cloud database is also the advantage of SOA in ensuring the validity of electronic certificates. Through SOA, the real-time interconnectivity of the messages can be presented in XML. To manage the lifecycle of service deployment, components of the process are assigned to the entire service lifecycle, from specifications to implementations. Each process has service metadata stored in the registry. Fundamentally, the International Maritime Organization has introduced electronic certification requirements. This is explained in the circular FAL.5/Circ.39/Rev.2 of 2016. It must meet some features such as validity that must be consistent with the format required by the relevant convention or instrument, certificate security, unique boat identification number to be used for verification, and administrative identity as a certificate issuer [32, 33].

3.4 Boat certification process and the role of boat on-site inspector

The role of boat on-site inspector in boat inspection and survey is to input boat inspection result data, Management data, Archiving data, Certificate Form Distribution, Boat Registration, Boat Certificate, and Manning Inspection [34]. The last three simple processes are products that will be used by boat inspection users. Boat registration becomes the initial process for the boat before the boat can be declared as an Indonesian boat. This certificate will be issued after the boat is inspected by on-site inspector to evaluate the boat before issuing the certificate.

3.5 Core services of SIMKAPEL features

There are some core services of SIMKAPEL (Fig. 2) as its main features, e.g., user management, boat registration, boat inspection, boat certification, and boat manning. Each core services will be explained below.

The features used in SIMKAPEL such as core service of user management will be converted into a different SOA middleware bus protocol component along with user management, master data management, data backup archiving, and certificate form distribution.

The next core service is boat registration which will be broken down into boat drawing approval, boat name approval, boat tonnage measurement, tonnage approval, and nationality certificate [35, 36]. The reason for breaking down the subsystem components is to improve its performance through the mediator input SOA, which encodes the binary format of the provider in XML, the SOA client on the message bus and message transmission bus, and the time spent through the SOA client. This is basically an attempt to set up the boats data collection to monitor application services, such as message bus, user-owned java-based application, Apache Camel connector, and xml documents.

In the core service of boat certificate, it is divided into several protocols related to SOA messages, namely, safety certificate, pollution prevention certificate, boat design, and building. Boat certificates are created with the XML protocol in binary format associated with SOA messages to fulfill user requirements. Therefore, this component of the SOA is used in the architecture along with more efficient message transmission and to enable content filtering. Each SOA component is also attached with a security user to filter messages sent without confirmation [37, 38].

The last core service that is also important is the boat manning for recording boat crew data. It has subcomponents, e.g., seaman book, certificate of competency, and seafarers’ identification document. The sub-component applies content filtering to improve crew data security. With the Java RTI implementation layer on Java JNI, the native DDS C or C++ applications is used for fast processing. With the exception of paper-printed book fairness, all technologies use a central proxy for fault-tolerant architectures. These protocols filter the SOA messages. Filter data distribution is also important, and some applications need to scale closer. SIMKAPEL applications also require jitter for cache management data and fixing the Jvm Java Real-Time implementation system. The goal is to make garbage collection more deterministic and reduce data spikes when many users access the system.

3.6 Security scheme in SIMKAPEL system

After the user fills in the data, all data will be recorded into an android-based security system. SIMKAPEL can be accessed through a Virtual Private Network (VPN) by creating a private network from a public internet connection. This service will create a secure and encrypted connection. Firewall boat inspection is also used to secure network security and monitor incoming and outgoing network traffic. The process will allow or prevent data packets based on established security rules. For illustration, the security scheme in the SIMKAPEL system is given in Fig. 4.

The role of each User (entity) which protected by different password security keys. (Source: Ditkapel 2021)

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From Fig. 4, each User (entity) has their own password security keys. They can access the SIMKAPEL after they register for the first time and get the password key through their email. They can access the system through android. Each user can use their own android devices where each entity will have protected access of data security based on different passwords and unique session cookies. The android is developed from java language combined with XML protocol and secured by Google Playstore Encryption whereas the database security in the relational database is provided by Oracle protocol [39].

At the beginning of the registration for e-certificates, the process starts with the boat owner applying for the latest boat data mutation (boat data updating), followed up by local inspectors for inspection of engine and boat facilities. Local onsite-inspectors assisted by the boat skipper conduct inspection of the boat's engine, crew health, and cargo inspection [40]. Once all requirements are met, e-certificate is released after the data are accepted by the DGST and UPT. In processing the data, SIMKAPEL system will install security in the form of password keys sent to the user email. Layered security is also installed for database security.

In order to connect to all UPT in every port, the data can be accessed by all relevant government service branch offices through the cloud. The purpose of using the cloud is to simplify the process of registering and certifying Marine safety and seafarers, which can be filed anywhere and anytime. The system can be accessed by stakeholders from anywhere as long as they have internet access and secure passwords; the cloud also makes face-to-face minimization between applicants and officials of the Directorate of Marine Safety and Seafarers, thus creating Good Governance and Clean Governance.

In the long term, the cloud-based systems can collect the history of all boat data for improving the efficiency and productivity of licensing processes in the Directorate of Marine Safety and Seafarers. Through the system, the directorate can complete and up to date the data as the main source of national boat data in Indonesia. Accurate data are needed for policy recommendations. The information collected from the SIMKAPEL can help the stakeholders to choose and act based on the data from the Directorate of Marine Safety and Seafarers [41].

3.7 Enterprise service bus of SIMKAPEL

Enterprise Service Bus of SIMKAPEL connects five core service components: boat data registration, boat cargo/passenger checking, boat safety equipment inspection, crew health checking, and crew competency & skills (Fig. 5).

(Source: Ditkapel 2021)

Enterprise Service Bus from Boat Registration system of SIMKAPEL

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On the first bus, namely boat data registration, the boat registration process is started when the boat owner or boat skipper fills out the application form for e-certification. The initial data collection procedure starts from the Login page and continues with filling in the data in the application form. This preliminary data are required to identify the applicants identity. This will be followed by charging data for the boat being registered. This is only necessary when the boats data are never available in the system. This provides registration users certain keywords to find out whether the data are already available in the system. The system will then display the available data. However, if there is no preliminary data, the applicant must enter manual data about the boat following the instructions.

Users who are inputting boat data registration will be connected to Oracle which is selected as a database tool in developing SIMKAPEL. Oracle is a relational database management system (RDBMS) of Oracle Corporation. Originally developed in 1977 by Lawrence Ellison and other developers, Oracle DB is one of the most trusted and widely used relational database engines. The system is built in a relational database framework where data objects can be directly accessed by users (or front-end applications) through a structured query language (SQL) [38, 39].

On the second bus, cargo/passenger checking, the data of passengers must be updated after the boat is surveyed. However, the certificate authentication system will prevent the creation of new certificates for applications. The boat carrying cargo will have a valid certificate for one year as there will be a safety inspection annually. However, for bigger size of boats or ships that regulated following international conventions, and the process will be carried out by recognized organizations authorized by the government. Non-convention vessels include traditional vessels and vessels, the process will be carried out by boat safety inspection (Marine Inspector), officers under the Technical Implementation Unit as well as Head Office officers.

The officers will be connected to the SIMKAPEL to request data from secured and fully scalable relational database architecture. The extracted data are used to manage and update the field inspection result. This convenience is supported by the existence of Oracle Database which has its own database security to enable communication across the network of Oracle DB also known as Oracle RDBMS [38, 39]. Oracle databases offer a variety of useful functions and can simplify the work that users do. The function of oracle databases will support entire group and data specifications to support users for using the collected data. In addition, when the user needs the data, they can easily find it quickly.

On the third bus is boat safety equipment inspection which represents the inspection result. The results of on-site inspections regarding boat machines, structure, and safety facilities will produce data that are stored in the system and will be added automatically with service products that will be available at the end of the process [42]. In the app directory, the available data will be displayed automatically and users can proceed with the next process flow step. The boat inspectors can add new data into the system. Each boat inspector enters into the android app process after inspection and updating the boat data [39]. The process of inspection is finished after the certificates are released. All the process will include the service bus, the core services, and the data sources containing the boat inspection history and boat operation data log.

On the Fourth Bus, crew health checking has boat inspection activity to record the crew manning and seafarers. These processes will include the publication of the Seaman Book, a book that seafarers will carry as the identity and record of their performance and experience as the seafarers. Generally, certain Certificate of Competency (COC) to be awarded to seafarers upon completion of formal education. The seafarers must report their document including the Seafarer Identification Document to be issued along with Seaman Book as seafarer’s identification. The boat inspection will also involve the seafarer’s document inspection including the existed data from the Indonesian Seafarers database at Directorate Marine Safety and Seafarers.

On the fifth bus, namely crew competency & skills, on-site inspector verified boat skipper and the boat crew minimum certificate of competency, such as basic safety training, and their work experience. All data from this bus will go into the oracle database, where the data can be stored and can avoid duplicate data being stored. Duplicate data can be resolved easily, and when there are a lot of duplicate data, the user must be reconfirmed as the data owner. Because it is difficult to distinguish which data are original and which data are not compatible [43]. Therefore, Oracle databases can avoid inconsistent or duplicate data. This is done by setting an easier access. With Oracle databases, users can also make changes to data access settings. It has a goal to protect the confidential data. The system will protect the user data, privacy and restrict data sharing. The on-site inspectors still have access to the data [31]. In addition, the oracle databases have features of data quality maintenance. The data will be stored in the Oracle database with better protection that can be accessed real-time.

3.8 Request–response services

The data processing architecture consisted of several data sources that publish data on buses, as well as local boat inspectors who subscribe to these sources. Some services produce their own output data products based on the request–response principles. Such a service is designed to achieve high performance for organizing component layers. The layers range from registration (boat registration services) to almost real-time (shared services of boat registration and data update) and Internet time (business, strategic services). The latter does not count here. At the real-time level, the providers of transmission going through verification data and legacy systems. The real-time layer includes a tactical message bus that provides low-latency and high-performance instrumentation data for relevant trackers and decision support tools. The near real-time layer is the company service bus that is exposed to external local SOA boat inspectors.

The registration process of a new boat by the applicant is conducted by fulfilling complete data and the inputted data are immediately recorded by the system as registration is finished. If the boat data are not complete, it is given the opportunity to the applicant to complete the data. If the data are not complete, then the applicant can cancel it and the process is considered as failed (Fig. 6).

(Source: Ditkapel 2021)

The schematic registration process of a new boat by applicant

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From the Fig. 7, the registration process contains a more detail activities, such as the marine inspector read the existing data from database in the SIMKAPEL and then the inspectors must review that the boat data are truth to the real condition of the boat in the on-site. If the data are correct then the boat inspector will put as schedule to check the boat condition, machine and safety equipment, boat crew condition and cargo/passenger (if existed).

(Source: Ditkapel 2021)

A detail process from registration to the issuance of boat e-certificate

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3.9 Crew competency and skills

In reporting the crew data and its competency, the boat crew is represented by its boat skipper which will be verified by the on-site inspector for the truthiness of the data through a protocol of the client–server environment. The digital environment protocol is provided by Oracle Database [22]. With a client–server environment, the running processes can be separated. Oracle databases separate the database servers and applications used by the client. Thus, the server will carry out its duties and functions with everything related to the database [38]. In the meantime, the client will be tasked by the applications to display data from the database. With this, the processes performed by Oracle databases can be faster and not bottlenecks.

After the preliminary data are completed, the system will provide information about the inspection schedule. In this case, the system will consider the boat owner and the on-site inspector as Multi-user. Oracle databases can be accessed by many users at the same time with different login page and passwords [44]. This makes it easier for users to exchange data and access data together. The boat inspection schedule is accessible to various users and the Oracle databases can be accessed by all types of operating systems. This is very useful because various users and various operating systems can continue to carry out their activities without being disturbed by differences in the operating system used.

3.10 Process of boat inspection scheduling and its fitness indicator

In the registration process, the boat owner requests a new e-certificate. If the boat has been registered before, the previously inputted data are shown in the system. The boat owner and/or on-site inspector can read the existing data from the database. If the boat data are not found, the boat owner/boat skipper can fulfill the application form. The data are then sent for verification [45]. The on-site inspector then plans a schedule to conduct measurement and inspecting the boat. There are some conditions that must be fulfilled before the e-certificate is issued. Firstly, the boat condition is fit. Secondly, the machine/motor (if any) and safety equipment is available. Thirdly, the crew competency and skill are recorded into the system. Fourth the cargo and passenger are fit for transport below the overloading limit.

When the inspector is on the deck, they can input the inspection result data through SIMKAPEL as a high data. The data are processed by Oracle database protocol to speed up ongoing transactions. So even though many data transactions or processes are carried out in the database, database processing will still run quickly. Availability of the stored data in the database can be fully accessed for 24 h. With this advantage, the users can access data whenever needed. The database also has security embedded in the Oracle databases with a variety of security to protect data. With this data security, users can store data in a database quite easily and are equipped with strong security.

3.11 SIMKAPEL with its core services and data sources

SIMKAPEL requires high hardware specifications. Unlike other system, SIMKAPEL uses Oracle database that requires higher supporting hardware specifications. The hardware has specifications to support high volume database processing [38]. However, this is not suitable for small companies, as it may be difficult for companies to meet hardware specifications to use Oracle databases. The notational view of implementing SIMKAPEL is given in Fig. 8 above.

(Source: Ditkapel 2021)

Notational view based of Request-Response of the proposed SOA model containing core services and data sources

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From Fig. 8, SIMKAPEL provides Boat Marine Information System and Seafarer Information System integrated with SIMKAPEL online systems. The system is an established system designed to integrate all services for delivery systems in Indonesia. The Service-Oriented Net Port Architecture can be accessed by the users for fulfilling the application form and enter the boat registration users or boat name [13, 45]. The submission of the boat's identity will be checked to the application database. If boat data exists then the process will go into application submission. Otherwise, if the boat data does not exist then the applicant must enter the data manually for the first time only. Then the next application process can be continued [34]. The results will be saved into the database as new data are updated and the process is stopped. This system will definitely be an environmentally friendly system by reducing the use of paper in the form of certificates (paperless) and work that can be done without the need for officers to remain in the office [34]. Most of the output of the program in the system will be in a digital file and can be printed only when it is deemed necessary. Furthermore, hand-shifting will be replaced using digital hand users such as QR Code systems.

Port Information System (SIP) which so-called PORTNET (Fig. 8) has an extension of SOA component description services which is used by its users connected to the SOA structure with features of security services, record keeping, search, messaging, and archiving. This basic service is shared by many SIMKAPEL SOA projects. Another aspect is the domain-specific services shared by the domain element. Examples of services unique to the marine domain include orbit mapping, flight plan mapping, and status views. In addition, there are services that can mediate between different formats and different agreements.

In the navigation services, the SIMKAPEL process the switching services and domain services in the liner architecture through Core Services and Network-Centric Toolkit as a set of services that can be operated to support network-centric systems.

The Information Systems for the Sea and Coast Guard (Fig. 8) which so-called PORTNET has users connected to a strong tactical message bus. The SIMKAPEL has architecture with a strong message middleware that uses a publishing/subscription model that allows local coast guard and inspectors to secede. The Data Transfer Service (DTS) provides an abstraction layer that separates message implementations from the interface. DTS contains data levels (data content) and control fields (e.g., configuration, management, status, and discovery). DTS is based on Apache Camel, and the middleware protocol can be switched by modifying text customization files. SOA uses Extensible Messaging and Presence Protocol (XMPP), Advanced Message Queuing Protocol (AMQP), Java Messaging Services (JMS), Data Distribution Service (DDS), and service combinations, as well as UDP, and can support multiple protocols at the same time.

Both Hubs (HUBNET and PORTNET) are connected into the architectural registration service to record and identify services and data sources. The user logs are recorded as the endpoint where the service is located, data format, schema, metadata description, service delivery quality, and can provide interface control documents (ICDs). Network-Centric Enterprise Services (NCES) services record the discovery and integration of user-based general descriptions (UDDI) and add services based on representational state transfer (REST). Users can also sign up for data sources. The Directorate of Marine Safety and Seafarers is developing a semantic list for data sources. Logs contain information about the format of data sources and provide an ontology of metadata element definitions. The boat architecture used provides semantic ontology for metadata encoding in web service description languages, such as Web Ontology Language (OWL). The SPARQL protocol and the RDF (SPARQL) query language are used to match and locate data sources.

The Port Business Entities and Indonesian Classification Bureau will have interconnectivity among the entities using SIMKAPEL which is illustrated in Fig. 9 involving multi-stakeholders, such as the Directorate of Finance (Directorate General of Budget and Customs), PT Indonesian Classification Bureau, and the DGST. Each entity has a specific role and function which will be explained in detail below.

(Source: Ditkapel 2021)

Interconnectivity among the entities involved in the SIMKAPEL

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The Directorate of Finance (Directorate General of Budget and Customs) has a role in monitoring and during the financial operation of the boat registration taxation payment. To do so, it needs a resource agent framework as a collection of services that separate local boat inspectors from information providers. Agents dynamically combine information resources into the processing chain based on user data requests. This combination can be achieved by lowering the semantic description of the resource. This description contains notes on inputs, outputs, functions, and resource characteristics. The term resource is an abstract concept that can mean, algorithms, and even human analysts. Each resource provides a default management interface for task tasks.

Role of Indonesian Classification Bureau has the main role in the SIMKAPEL especially as a recognized organization in assuring the strength structural and engine of bigger-sized boats or ships under international convention for providing data services. The service supports system-wide queries with good performance characteristics. Archived data must be equipped with open user metadata, such as providing Discovery Metadata Specification. Each searchable repository registers a search provider that finds and returns metadata for items that match the search query [46]. At the security level, once consumers are authenticated, they can access the source of information [29]. The two main approaches currently used are role-based access control (RBAC) and attribute-based access control (ABAC). In RBAC, consumers have access if they belong to a predetermined user group. On the other hand, if the subject has a specific attribute (e.g. distance level), ABAC allows access. The security posture should be strict enough to prevent unauthorized use and show some flexibility to allow access by authorized users.

Single Window of the Indonesian Nation provides the Firewall in the proposed SOA. In an effective network-centric environment that allows unexpected users to access accidental use, in this case, it could be an additional GCS. Cross-domain security systems (CDS) are hardware and software that transfer data between different classification domains [47]. In some cases, these CDS systems are inherently one-sided, so data can only be transmitted in one direction, often from a lower classification level to a higher level. Users can also use a two-way CDS system when moving higher data levels that need to be validated to a lower data level to ensure that higher-level data are not allowed to pass through it. There are several ways to use deep message inspection, including manually checking data objects such as images, rule-based text matching, and message security tags. A common markup scheme for XML data are IC-ISM. Although SOAs provide mechanisms for data transfer between domains and organizations, certain implementations and policies should be considered on a case-by-case basis.

Executive Information System is a tool for addressing entity interoperability. It has IoT features that make that impact of design decisions on the behavior of SOA-based IoT applications for further analysis [48]. A programming language program uses PHP which is a server-side programming language that is widely used to handle website creation and development and can be used in conjunction with HTML. When a user accesses the URL, the web browser submits a request to the webserver. There are several advantages to using PHP. They include the PHP language since it has the ability to connect to different types of database management system (DBMS) software, so as to create dynamic web pages [38]. The PHP is an Open Source which makes it easier to explore, develop, and not monopolized by certain parties. It is also more responsive than other programming languages.

The DGST provides certain frameworks with a layered structure that shows what programs can or should be built and how the frameworks will relate to each other. Some computer system frameworks also include actual programming, defining programming interfaces, or offering programming tools to use the framework. A framework can be used for a set of functions in a system and how they are all related. A framework can mean the operating system layer and the application subsystem layer, how communication should be disseminated at some level of the network, and so on. Frameworks are generally more comprehensive than protocols and more perspective than structure. The framework has the main function to make it easier for developers to develop software and applications because the framework has a structured program with an MVC (Model View Controller) structure [49].

MPLS 1.3 VPN is used as a backend framework that uses the PHP programming language that allows users to enter SIMKAPEL with more encrypted data to deliver excellent applications. With a clean and elegant code syntax, it is helpful for developers to improve their website development skills. Laravel has its own database migration system that allows development teams to easily build, modify, and share application database schemas as a certain virtual proxy network (VPN). Laravel is the only framework that helps maximize the use of PHP in the proxy website development process. While PHP is a very dynamic programming language, with Laravel, it becomes more powerful, fast, secure, and simple. Whenever the latest version is released, Laravel always brings out new technologies than other PHP frameworks. Laravel focuses on the end-user, which means it focuses on clarity and simplicity, both writing and appearance, and produces a proxy-based web application functionality that works as intended. This makes developers and companies alike use this framework to build anything from small projects to high-end corporate scales. In addition, through Laravel, the website becomes more scalable (easy to develop). Secondly, there is a name and display space that helps Users organize and organize website resources. The development process is faster and thus saves time because Laravel can be combined with several components from other frameworks to develop the website.

The directorate of Finance (Directorate of Budget) plays a role in determining the Audit Integrity Framework which provides a set of services and adapters that users can use to monitor budget settings as an architectural component [47]. The framework consists of a general status bus where service components publish their free/busy information, performance metrics, and management endpoint information [50]. The format of these messages is defined by the Common Information Model (CIM). If the service does not support this user, Users can use the adapter to map existing status messages to the CIM scheme. If the serviced component does not provide a status message, users can still announce the availability of the component by serving messages through its container associated with the User's lifecycle event. The event will include the published status and status messages, availability, heart rate, performance metrics, inventory descriptions, predictions, and alerts. After that, some local boat inspectors will get notification, warning mechanisms, files, or user screens. In addition to the alerts provided by the components served, Users may deploy special agents to monitor components or processing chains and provide alerts when service-level agreements are compromised. In addition, traditional monitoring tools such as Hyperic or OpenNMS can be optionally included as agents in the system to provide visual monitoring and management interfaces. The audit services are also conducted regularly for security monitoring and troubleshooting. All services can record startup and shutdown, access, and configuration changes at the central audit facility. In addition, monitoring services using certification and authorization status messages such as NIST 800–53 provide a comprehensive set of audit requirements.

4.1 SOA-based maritime safety platform

SIMKAPEL is built with SOA Open Architecture. In this project, the existing services in conventional certification are converted into systems and then developed with the addition of a number of new services. The system is integrated as an open format derived from previous SOA initiatives. SIMKAPEL is a set of common service components that can be used by many projects [48, 50]. A Message Software Development Kit (SDK) is used as low latency and high-performance requirements, thereby reducing software development costs. SOAs are openly structured to produce a powerful message bus and an open interface. To find out the feasibility of the proposed system, a test implementation was carried out to test integrated components between DGST head office and UPT at ports. The result is known that SOA overcomes the challenge of generating repeatable scenarios by controlling the environment in which embedded systems are tested [48]. For example, users can compare two data sources of old boat and new vessels using the identification of the same boat registration number, boat operational concept, and environmental conditions. The open SOA is also able to determine inspection requirements and weather conditions where the boats operating and information regarding the state of health and competence of the boat's crew.

4.2 SOA performance results for maritime safety platform

This section describes the benchmark results for the implementation of SOA into SIMKAPEL, one of the basic services for shared boat maritime awareness. Performance metrics on the test platform can be calculated based on the User/expert opinion on the proposed SOA model. The SIMKAPEL (Shipping and Maritime Integrated Information and Certification System) developed with android based and web based is evaluated based on their performance to users. Users admit they can access from anywhere through a laptop or gadget as long as there is internet access. Currently SIMKAPEL can process 90% of service work at the Directorate of Marine Safety and Seafarers, thus reducing the possibility of problems encountered between service users, shipping companies and service personnel. This management system is also considered capable of providing services to shipping users. SIMKAPELs ability to manage data sources is also evaluated based on the level of user satisfaction. This system has an integrated framework that connects many agencies to share and access data sources. The data sources are oracle-based system to connect boat owners and governments through HUBNET and PORTNET (Table 1).

From the table above, it can be seen the performance level of the proposed SOA model which applied under the name SIMKAPEL. From the results of the expert opinion survey data, it is shown that SIMKAPEL experts/users tend to undervalue the ability of the system to provide services to users. This makes sense because the implementation of this system is applied without training to users so the users find it difficult to use the SIMKAPEL system. Then, the highest performance is obtained on the ability of the system to provide cargo/passenger and also crew competence. As the system has been connected to HUBNET AND PORTNET, the field inspectors can access crew data, especially data related to their competencies and skills.

4.3 Performance efficiency results based on the safety parameter in this study

From Table 2, it can be seen 10 parameters that represent the level of maritime safety of the boats under this study. The highest efficiency value is obtained on the boats that apply the boat safety equipment (parameter no. 9) with the number of ships 30 boats and the number of passengers 30 people. This means that each ship contains only one person with a total efficiency of up to 46%. The total boats are calculated based on the number of boats that were successfully surveyed by the Marine Inspector at the time of the study. Only ships that were successfully surveyed and inspected by the Marine Inspector were included in this study. In addition, the recorded vessels are only those that have such parameters as in the study. Other vessels that do not have such parameters will be excluded from the study.

Each boat meets several parameters which are then recorded in this study. Each boat also sometimes does not complete the facilities but it is recorded in this study as long as there are several parameters that match the existing parameters. To analyze maritime safety, 10 important parameters were used that were extracted from several studies [1, 4, 9, 10]. From the results of the analysis, it can be seen that the highest level of maritime safety can be achieved using Hubnet and Portnet supports. Boats can be safer when connected to the Hubnet. Maritime safety as a whole requires all parameters to be implemented by all stakeholders.

In Table 2, it can be seen that out of 10 parameters, there are three parameters with efficiency values that are important for maritime safety, namely cargo/passengers, boat safety facilities, and maritime safety systems with efficiency values of 42%, 46%, and 42%, respectively. Then, the parameter with the smallest efficiency shows only a small effect on the level of safety of the ship and passengers. Thus, the parameters that need to be prioritized and need the attention of ship owners are mainly on the parameters of cargo/passengers, boat safety equipment, and maritime safety system.

It is expected that with this system, the efficiency of the boat maritime safety services can be improved. Digitalization with the use of electronic certificates is also the goal of the SIMKAPEL system in the end. The application of electronic systems is not only intended for bigger-sized boat or ships but also for simple and small traditional boats made of wood. The record data on the number of boats that have been certified in Indonesia are still not accurate. This problem has been addressed in this study which the parameters that need to be prioritized and need the attention of ship owners are mainly on the parameters of cargo/passenger, boat safety equipment, and maritime safety system.

Given the fact that many small traditional boats have not been certified by any local government coupled with non-nationally integrated boat data. Then, the SIMKAPEL system proposed here can support maritime safety and overcome duplication of inspections and certifications. With this system, certification can be smoother and faster because verification applications can be done from anywhere 24 h a day.

The SIMKAPEL developed here is based on the design of the SOA which takes a boat safety approach based on the IMO regulation and protocols with the purposes of collecting real data details about the boat and crew condition. In addition, the results of the study can also be a reference for the government to monitor the integrated licensing process related to Marine safety and Seafarers. The system is able to assist the applicant in the submission of boat names, boat registration, seafarer certification, and seafarer’s books.

From the results of the analysis, it is also known that SIMKAPEL has been useful to assist the government in registering small wooden traditional vessels. The system has database to record crew health data and track crew health history which is increasingly important, especially during the Covid-19 pandemic.

In terms of boat maintenance, the system is useful to support local boat on-site inspectors to identify and check the small wooden traditional boats for their sailing eligibility. The wooden boats will be given unique identification after being inspected thoroughly. In addition, the SOA-based SIMKAPEL has simplified the certification process. A number of problems with manual boat data collection which have been found previously, it is now has been resolved after the implementation of the system.

Since the SIMKAPEL implements object-oriented methods, it can be installed in android-based devices. The Java language in the Android system can accelerate data processing thus accelerating e-certification process due to SOA can be implemented to meet high-performance requirements. Another indicator of the feasibility of implementing SOA into SIMKAPEL is the authentication aspect. This identification is an important feature of the architecture to integrate multi-data of crew and weather conditions to support maritime safety.

From the results of the analysis above, it is proven that SIMKAPEL is useful for service users in the marine transport environment, especially to support the duties and functions of the DGST, e.g., Directorate of Marine Safety and Seafarers. In addition, other agencies that need Indonesian boat data can use that data for internal purposes. In its implementation, this system has been applied to the Harbour Master Office and Port Authorities as a Technical Implementation Unit (UPT) that has the authority to conduct boat inspections and issue e-certificate in accordance with applicable provisions. For further study, the future research could add IoT elements or Bluetooth technology to improve the features of boat certification system for real-time tracking to minimize boat accidents.