Canadian Coast Guard will provide an overview of its Marine Navigational Programs and its ongoing efforts to modernize marine navigation service delivery in Canada, with a focus on e-Navigation as a driver to advance the digital delivery of marine navigational programs. This is a transformative initiative, recalibrating Coast Guard’s marine navigational programs to deliver navigation services in a modern and increasingly digital environment.

The modernization of marine navigation service delivery will allow Coast Guard to improve information sharing of its maritime data products and harmonized levels of services that meet national and international standards and requirements for the safe use and design of waterways and commercial shipping channels.

Canadian Coast Guard will provide updates on the implementation of e-Navigation in the Canadian context and based on the following priorities:

1. implementation of electronic aids to navigation
2. digitalization of marine services
3. realization of cyber security requirements
4. emergence of autonomous vessels, and
5. modernization of vessel traffic management.

In November 2021, Japan amended the Act on the Aids to Navigation, a law aimed at promoting the safety and efficiency of vessel traffic by stipulating the maintenance and operation of aids to navigation, to establish the Private Sector Support Group for Lighthouse Servicing System. This system is intended to further improve the aids to navigation management by providing a clear legal background to enable the private entity that consider the local lighthouse as the symbol of the community and voluntarily carry out lighthouse servicing activities such as cleaning and mowing the ground of lighthouses at their own expense. In February 2022, the Japan Coast Guard designated the first 23 groups under the new system. The JCG will further improve the management of aids to navigation by providing necessary information and advising private sector support groups to promote their activities.

Over the last approx. 30 years, the Danish Maritime Authority (DMA) has reduced the number of buoy tenders used to handle maintenance of AtoN from seven to one.

This has been made possible by a focused and continuous implementation of new technology and new procedures by a very flexible and innovative organization that has been successful in mobilizing all personnel resources to the effort regardless of rank and field of work in the organization.

The presentation will tell the story of larger and smaller projects and initiatives that over time has had a huge impact on the organization and the budget.

The notion of an optimal ‘service mix,’ i.e. the optimal selection of Aids-to-Navigation (AtoN), Vessel Traffic Services (VTS), Position-Navigation-Timing (PNT) provision, information services, and communication means in a given sea area by the competent administration for the safe, efficient and environmentally friendly navigation of individual vessels as well as of vessel traffic at large, has been around for decades.

With the advent of new, powerful, and robust methods and technologies in particular in the ICT domain such as International Mobile Telecommunication (IMT) aka ‘5G,’ (Massive) Machine-Type-Communications (MTC) aka Internet-of-Things (IoT), the ‘S-100-World,’ unprecedented PNT provision quality without a single mode of failure to name a few, on one hand and the arrival of new types of vessels such as Maritime Autonomous Surface Ships (MASS) and vessel compound concepts such as vessel platoons on the other hand, the question arises, what fresh options may be created for an optimal service mix in the foreseeable future.

Also, from a competent administration’s point of view the question arises what trade-off there might be with classic aids. This presentation brings relevant questions and resulting options to the fore in order to initiate further discussion.

With the remarkable advent of technology and automation in several areas that affect our daily lives, there is a tendency to abandon classic methods, techniques and equipment that nowadays are being often considered outdated, but which still have significant importance to real life maritime situational awareness.

Those classic methods have a special role as fundamental backup system that are non-dependent on other more complex systems, than human eye’s visual function and capabilities. In certain areas, technology should not replace more traditional methods, due its dependence on chain systems that compose it, subject to failure and possible new sources of errors.

Based on this idea, the present text aims to evaluate the extent to which the advancement of technology and automation is beneficial when analyzing its applicability in maritime safety in critical areas, especially with regard to the real-life critical situations where visual and physical Marine Aids to Navigation (AtoN) are fundamental for navigation safety issues, emphasizing its application in restricted waters.

The revision of the available literature from some AtoN service stakeholders (Maritime Authority, Port Authority, IALA, IMO, Pilotage and etc) and through the collection of practical experiences lived by representatives of some of these entities permits the clarification of the advantages and disadvantages related to the drivers of technology of AtoN service providers, considering the maritime transportation business and different interests.

Quite new technologies AtoNs had been analyzed, emphasizing the importance of visual marine Aids to Navigation in actual circumstances where Organizations should apply governance that match with their strategic goals and future vision: Be driven by technology or become a technology driver company, related to marine Aids to Navigation issues. The results corroborate the recommendation of Guideline 1081 of the IALA, which highlights the fact that virtual marine Aids to Navigation should be only complementary to physical ones, in a primary approach.

The conclusion only reinforces how much physical AtoNs, fixed or floating signals, continue to be indispensable to foster navigation safety issues, capable of applying new technologies by adding, not replacing, the traditional measures applied to mitigate maritime transportation risks.

Keywords: Marine Aids to Navigation; Virtual AtoN; maritime signaling; AtoN technology; navigation safety; Visual AtoN.

Marine Department Malaysia (MMD) is the authority responsible for the operation of marine AtoN in Malaysia.

A remote monitoring methodology by using AIS messages are used to monitor the status of each AtoN for immediate repair and maintenance purposes.

It is a challenging task to monitor 298 AtoNs units concurrently in the Malaysia Marine Department data centre. On top of that, the data centre also captures all sorts of AIS data within its terrestrial coverage, which is approximately 140 million data per day.

The data includes live AIS terrestrial data, SAT-AIS data, ENC web services, wreck data, IMO vessel database, Malaysia vessel database, and weather web services.

In conclusion, the purpose of this data analytics study is meaningful as it will highlight on the entire process on creating a comprehensive monitoring maintenance tool of all AtoNs and plans for using Big Data Analysis (BDA) to explore, identify, characterize, and explain new predictors of Aton health to assist AtoN management and maintenance team. BDA is a powerful tool for investigating the ATON health pattern.

To maintain the safety of navigation at the east coast of the Adriatic Sea, the Croatian Lighthouse Authority Plovput LLC implemented and maintain AToS, over 1200 maritime signaling facilities throughout the Adriatic Sea, in the accordance with the international IALA marking system – Region at precisely determined positions.

By changing the position of the buoy, it loses its function and gives navigators misleading information about the waterway, which can result in a shipwreck, negative consequences for human lives, property, and possible sea pollution.

Therefore, to have a real-time system to control the buoys position it is necessary to implement a communication solution for buoy monitoring.

This paper presents the conceptual design for establishing such a system presents the results of the analysis, measurement, and installation of the test buoy device implemented in Dalmatia, near the north Split port.

To effectively deal with this issue, this paper explores the possibilities of wireless monitoring of this type of facility, taking into account the availability of electricity and the availability of wireless signals regarding a daily number of data exchanges.

KEYWORDS: AtoN implementation, buoy, wireless communications, monitoring, Adriatic Sea.

When an Aid to Navigation is not operative the situation should be reported to navigator through Maritime Safety Information which is one component of GMDSS.

10 years ago, the IMO decided to modernize GMDSS. The outcome of this tremendous task was amendments to SOLAS chapter IV “Radiocommunications” and the review of more than 40 instruments related to GMDSS. The GMDSS functional requirements are adapted to any format of communication (Telex, analog or digital) and any radiocommunication system (terrestrial or satellite).

The way forward now, and in line with the IMO strategic implementation plan on e-navigation, is to introduce digital communications. If there are many other digital solutions, NAVDAT is the very first digital system in the maritime sector. China and France carried out NAVDAT measurements on MF and HF and presented them at IMO in January 2020.

It is a basic digital system, but it is a tremendous step forward in the transmission capacity and with many flexible possibilities in comparison to NAVTEX to enhance Maritime Safety Information.

Danish Maritime Authority (DMA) evaluated over the last decade the utility of drones for inspection of lighthouse structures and other AtoN related maintenance tasks. Today and prior to building maintenance, drone inspections are routinely used as a safe and low-cost way to obtain useful status information for planning and preparation.

Based on good result using drones for building inspection, DMA assessed that it would be appropriate to apply drones as well for inspection of floating AtoN. A buoy tender traditionally performs inspection of floating AtoN but it is a time consuming, expensive and fuel consuming way to do it.

A drone inspection seems to be swift and low-cost with limited energy consumption. Drone inspection including on-board artificial intelligence (AI) gives an outstanding way to digitalize data from inspections with data automatically streamed and uploaded seamless to a server during the inspection. To verify the method DMA has run trials to investigate and verify the method in practice.

The presentation shows the planning, procedures and experience of a trial including inspection of 22 floating AtoNs in Danish Waters and discuss advantaged and disadvantage of the method.

Some Aids to Navigation (AtoN) managed by the Japan Coast Guard (JCG) use a remote monitoring system by radio communication in order to respond quickly to any trouble that occurs to the Aids to Navigation, such as lights going out. But at present, monitoring equipment has not been installed on all AtoN that require monitoring, and the equipment that has been installed is getting older.

In light of this situation, the JCG is introducing a new AtoN monitoring system that uses ICT (Information and Communication Technology), which has been developed in recent years, to manage AtoN on the cloud.

This system makes uses of the LTE and 3G communication technologies of smartphones and can grasp the location of the AtoN by GPS and the voltage status of storage batteries for AtoN. Furthermore, by using a commercially available system and the communication network of mobile phone companies, the system can be built at a lower cost than conventional monitoring equipment.

The JCG will gradually introduce the system to realize cloud monitoring of all AtoN in order to respond quickly and ensure the safety of marine traffic when any discrepancy occurs.

The Benham Bank, an area of 170 km2, is located 130 nautical miles East of the Island of Luzon, Philippines, and is part of the larger geographical formation known as the Benham or Philippine Rise. As an inactive volcanic ridge which rises to within 45 metres of the sea surface, it sits within an area of the East Philippine Sea that reaches several thousand metres in depth, creating a unique marine habitat hosting several hundred different species of fish and large areas of mesophotic corals.

In 2017, the Philippine Government declared the area a Marine Resource Reserve and as a result, the Philippine Coast Guard were tasked with clearly marking the Benham Bank with a number of buoys as the first step in safeguarding this unique ecosystem.

Due to water depths approaching 100 metres at the Bank boundaries, the extreme weather events which frequent the area and the ecological sensitivity, especially the mesophotic coral formations, a number of considerations had to be taken into account in the buoy and mooring system design.

To eliminate the mooring thrash zone completely, a synthetic mooring had to be used, however due to 10 metre plus wave heights and 200 km/hr winds, this mooring had to be of the highest strength and durability, which led to the use of a Ultra High Molecular Weight Polyethylene (UHMWP) tether. In addition, site selection was critically important to minimize environmental impact during sinker deployment and due to the depths involved, a ROV was deployed to ensure the area contained no significant ecological coral formations prior to installation occurring.

All buoys were fitted with 6nm Lanterns and AIS to ensure approaching vessels were aware that they were in the vicinity of the Benham Bank, with buoy and lantern performance checked via a satellite monitoring system by the Philippine Coast Guard from their Headquarters located in Metro Manila.

With the rapid development of Internet of things, big data and artificial intelligence technology, international e-navigation research is in full swing, and intelligent shipping research is in the ascendant. Under this background, it is of great significance to strengthen the research on intelligent light buoy to provide intelligent services and promote the development of intelligent shipping.

This paper takes the intelligent and modern development of light buoy as the main research direction. After analyzing the current international and domestic advanced technology and experience of intelligent navigation, intelligent port, e-navigation, we summary the basic concept of intelligent light buoy, basic composition, main technical architecture and standardized service scheme.

We want to provide a Chinese solution for the future development of intelligence light buoy.

With the rapid development of Internet of things, big data and artificial intelligence technology, international e-navigation research is in full swing, and intelligent shipping research is in the ascendant.

Under this background, it is of great significance to strengthen the research on intelligent light buoy to provide intelligent services and promote the development of intelligent shipping.

This paper takes the intelligent and modern development of light buoy as the main research direction. After analyzing the current international and domestic advanced technology and experience of intelligent navigation, intelligent port, e-navigation, we summary the basic concept of intelligent light buoy, basic composition, main technical architecture and standardized service scheme.

We want to provide a Chinese solution for the future development of intelligence light buoy.

Plastic buoys are used in large numbers around the world. Due to their meanwhile good color stability as well as the omission of corrosion protection and steel construction measures, they can optimize the overall system costs for the provision of floating aids to navigation. This concerns both the reduction of shore-side maintenance efforts and the reduction of ship costs.

Despite all the advantages of plastic buoys, the base material plastic ages in contrast to steel due to various influencing factors. This manifests itself in a deterioration of the color properties and in a generally invisible reduction of the mechanical strength of the plastic parts of the buoy. Sufficient buoy strength is essential to ensure work safety requirements, important terms here are safe working load, breaking load, embrittlement, etc.

Economic considerations usually specify a certain service life for plastic buoys, which in practice is limited by the aging of the plastic. The end of the service life is reached in particular when the strength characteristics have left specified ranges. In this case, plastic buoys must be replaced. Therefore, it is necessary to detect any deviations from specified values as soon as possible. Even if during the procurement of plastic buoys

· the plastic material was carefully specified,
· a safe buoy design was chosen,
· all requirements have been verified and
· quality controls were carried out during production:

Monitoring of the buoy properties is necessary during the service life!

The presentation

· describes the aging of plastic buoys and the effects,
· shows monitoring concepts for important parameters,
· explains suitable measurement methods including evaluation of the results and
· gives advice on optimizing the service life.

Trinity House have for many years operated high focal plane buoys with a tail tube (Type 1), and smaller skirted (Type 2) buoys. Both of these designs have evolved over 60 years or so from gas powered lights to solar powered modern radio and visual AtoN. Such changes have impacted on how the weight within and on the buoy is distributed. This has posed some questions, such as:

- What impact has this had on the dynamic motion of the buoy?
- How does this impact on the effectiveness of AtoN performance?
- How could this be assessed?
- Is there a more suitable design that can be adopted for the future?

In considering these questions, this presentation will look at a number of phases in the buoy’s development to achieve a stable and common platform for future AtoN and support equipment. A structured approach is discussed which includes a before and after performance data capture, computer modelling and wave tank testing, all of which inform the

For many decades, the General Lighthouse Authorities of the UK and Ireland Research and Development (GRAD) has pioneered the techniques for measuring the light intensity of an operational lighthouse in the field. This, largely unique, facility has enabled the performance of lighthouses fitted with a variety of light sources and optics to be determined, providing the ability to optimize the balance between meeting the navigation requirement and capital cost.

In the last couple of years, the light measurement facility has been upgraded with custom-built photometric measurement equipment based on a silicon photomultiplier, leading to a step increase in measurement performance and accuracy.

This paper provides a brief history of field light measurements undertaken by the General Lighthouse Authorities before discussing how the new equipment has improved the facility. Examples of measurements taken with the new system are provided to demonstrate its capabilities.

The paradigm of the future marine environment is changing with the rise of the 4th industrial revolution. In response to this trend, the Ministry of Oceans and Fisheries of the Republic of Korea is promoting a strategy to make maritime and fisheries smart, strengthening overall capabilities such as MASS, smart ports, and smart maritime logistics.

In this regard, smart AtoN, light intensity measurement technology using drones, customized virtual digital AtoN service technology, and AtoN monitoring system applied with S-200 are being developed in the field of AtoN in Korea. Smart AtoN is a study to collect, integrate, and analyze maritime information by combining technologies such as big data and AI, and to build a maritime traffic infrastructure that can provide new services to users.

Light intensity measurement technology using drones is a study that uses drones to measure the light intensity of medium and large light lanterns installed in lighthouses based on image processing technology to make the measurement process efficiency. The customized virtual digital AtoN service technology is a study that provides services such as digital navigation routes and dangerous areas made of virtual AtoN according to the operating conditions of each ships.

The AtoN monitoring system applied to S-200 is a study to develop a system that can manage and search information on AtoN based on the S-200 specification being developed by IALA.

This paper introduces the future marine environment in which the AtoN technology being researched in Korea is applied.

Beacon lights are important visual AtoN. As time flows, the luminous intensity and range, color of Beacon lights would change. In this case, bringing the lights to detectors is necessary. However, the detectors are large and expensive, comprehensive for most on-spot staff, so, generally AtoN sector would not equipped with such detectors.

The other way, also the most generally used in China, was taking the lights to professional institute, which is costly and time-consuming. Then, research on small size detector for Beacon lights provides a possible solution to conveniently exam the lights' luminous intensity and range, color.

This detector would combine hardware and software, following IALA's R0108, R0202, etc., is designed to measure the Beacon lights luminous intensity and range, color by putting lights into the dark chamber and in a short time, displaying the outcome on the detector's screen.

The aim of this research is to help AtoN authorities or users to save time and money of detecting Beacon lights after it used by certain period.

Racon and AIS are commonly used in navigation engineering.

The department using aids to navigation often needs to use navigation light, AIS, Beidou telemetry terminal and Racon at the same time.

These four kinds of equipment are independent products, which have complex structure, unstable signal and difficult maintenance. In order to adapt to the development of Aids to navigation in the direction of multi-function and intelligence, aiming at the problems of Aids to navigation with single function, isolation of a variety of equipment and insufficient energy supply. loading the AIS, Racon and Beidou module on the navigation light, it can sense the nearby large ships, adjust the light intensity adaptively, and form the interconnection of multi-source data of intelligent navigation light.

This paper introduces the research and application of a new multifunctional intelligent navigation aids. Through the analysis and comparison of the current situation of the existing equipment, relevant suggestions are put forward for the application of intelligent navigation aids.

The integrated new multifunctional intelligent navigation aids can greatly reduce energy consumption, prolong the life of navigation lights, reduce light pollution, meet the needs of all kinds of ships in navigation, and also provide a research direction for new forms of navigation aids in the future.

Original in French

Before the emergence of LED light sources in French navigational aids, two light source technologies were used: long-life halogen lamps (HLD) and metal halide lamps (HM).

In 2005 and 2009, two markets made it possible to develop the first generation of LED light sources intended for the optics of aids to navigation: the mono-led, the bi-led, the LEDV1 and LEDV2.

Their deployment has made it possible to stop the use of HLD lamps (excluding sector lights), to improve the lifespan (10 years against 6 months), to divide the electricity consumption by three, without being able to replace HM lamps. With 10 years of feedback:

- They are suitable for the majority of applications and simple to implement,
- Allow a better perception of colors,
- Are economical and reliable (power consumption and service life),

A few caveats:

- Special manufacturing and long and complex development,
- Less good adaptation in sector lights,
- Obsolescence of electronic components,
- Repairability to be improved,
- Very limited scalability,

These remarks have been incorporated into the new specifications for a renewal contract scheduled for 2022.

Norway has participated in the development of IMO e-navigation. In 2020, Norway developed a strategy for implementing Maritime Services adapted to Norwegian needs. The digital services are based on the IMO's preliminary definitions but tailor-made for Norwegian user needs. The Norwegian Coastal Administration offers digital routes along the coast and in polar areas. Digital Maritime Services are linked to Routeinfo.no. The presentation will show methodology and structuring, how the work with development and implementation has been carried out, and the use of international standards that also will be the basis for future autonomous systems. User involvement and analysis of cost benefit (FSA) show great benefits for the society. The presentation will also highlight the challenges and needs for international cooperation regarding architecture and standards. The paper will provide some insight to the link to Intelligent Transport Systems (ITS) and how to learn from other modes of transport, primarily road transportation.

The standardization of uniform and altruistic data models offers great opportunities for improved data exchange in the maritime domain.

With the shared S-100 data model information exchange from shore-based authorities and administrations can become available to the mariners in a way that reduces or even eliminates the need for specific technologies and equipment on board the ship.

The previously used AtoN Registry in the Danish Maritime Authority (DMA) was rendered vulnerable to failure and not compatible with the S-100 standard. In view of the above the DMA has initiated a modernization of the Danish AtoN Registry to fully adhere to the S-201 standard.

The presentation will provide an overview of the work and the challenges met during the process.

S-124 is an S-100-based format for issuing Navigational Warnings in compliance with IHO S-53/IMO MSC.1/Circ.1310 as amended. S-124 is currently under development by the World Wide Navigational Warning Service Sub-committee (WWNWS-Sc) which is being led by the Canadian Coast Guard. S-125 can be described as an advanced digital list of Aids to Navigation (AtoN). IALA is drafting S-125 Product Specification and Technical Service Specification on behalf of IHO’s Nautical Information Provision Working Group (NIPWG), as a means to communicate status of AtoN systems, including outages and prior notice of changes to AtoN systems.

This paper will explore the envisioned operational interaction between S-124 and S-125 in shore-side and ship-board systems. This paper will explain the status of S-124 and S-125 developments, their intended use individually, and how information could transition from the S-124 data stream into the S-125 data stream. The paper will also explore how this interaction between S-124 and S-125 can help safe navigation, including autonomous navigation (MASS).

Irish Lights operates 204 individual sites for Aids to Navigation (AtoN) around the island of Ireland, composed of lighthouses, beacons and buoys. 10 of these sites are fitted with MetOcean sensors to capture meteorological and oceanographic parameters including wave height & period, wind speed and direction, and water temperature. Further sensor use cases for current, turbidity and water quality measurement are under consideration.

This paper will focus on the capabilities and limitations of fitting, operating and maintaining MetOcean sensors on AtoN, including best practices for logging, transmission, warehousing and presentation of data. The paper will also provide details of collaboration with Met Éireann, Ireland’s National Meteorological Service, to ensure data validation and quality control at 4 sites selected as part of a pilot study. Additional sites are planned as new requirements relating to flood forecasting and validation of weather forecasting models such as HARMONIE-AROME and ECMWF emerge, making these AtoN sites ideal as platforms for MetOcean sensors due to their proximity to shore and centres of population.

Finally, the paper will detail a proposed Marine Safety mobile app, using MetOcean data, plus open-source weather and water quality data to provide a Go/No Go decision support tool for marine users.

IALA has been conducting surveys since 1998 to collect information on marine aid to navigation (Aton) and to analyze trends.

This survey is a quite powerful tool for collecting, analysing, and providing statistics on Aton and VTS around the world. However, there are some problems with the ongoing questionnaire system. The problems related to

1. terminology interpretation issues between IALA and respondents, various questionnaire level issues which was designed by a small number of committee members, and respondents not being able to immediately check the survey result

Due to these problems, the questionnaire response rate is severely low, which is the main factor that greatly lowers the reliability of the survey results.

Therefore, this presentation aims to identify the problems of the current questionnaire system and present a modernization plan to the survey system to solve the problem. Furthermore, we would like to present a plan to establish an IALA open data portal through a modern questionnaire system plan.

The Automatic Identification System (AIS) has been a sort of Big Bang for the Maritime Domain Awareness, making billions of information available to coastal States to be used for multi-purpose activities.

The Italian Coast Guard, as National Competent Authority (NCA), has set up a complex network fully compliant with the IALA Recommendation A-124 "on the AIS services".

Within his remit, the Italian Coast Guard ensures that the AIS information is merged with information provided by other sources (e.g. Long Range Identification and Tracking, Mandatory Reporting Systems, GMDSS), including those acquired by its own air-naval assets.

Even though the AIS is commonly associated to a mean used by coastal States to receive the information broadcasted by vessels, as highlighted by the IALA, the AIS is also a bidirectional communication channel to be used to provide services to the mariners. Some of these services, including those related to navigational warnings, are themselves sources of information to be integrated in the maritime picture with the purpose to get an even greater awareness.

The aim of this paper is to provide the Italian Coast Guard state of art and developments on Data Fusion processes, as key element for Maritime Domain Awareness to support Coast Guard Functions.

The transmission of accurate meteorological data and oceanographic data to mariners is key to improve the safety of navigation in port access or in areas that can be hazardous such as straights. This data is collected through a variety of sensors installed in instrumented buoys or on onshore stations, processed onboard and transmitted directly to vessels in real time through AIS and on appropriate VHF maritime channel, as well as to a Control Centre onshore. This includes key Metocean parameters such as wind speed, wind direction, wind gusts, waves, currents, water levels (tides), and others, but can also include additional environmental parameters that may affect port activities such as the presence of contaminants or that are of special interest for Maritime Authorities. Those solutions are custom designed to each project, its location and the relevant issues to be monitored including in order to determine the adequate selection of sensor and structure. Specific analysis should be developed in order to design the communications systems, power systems, as well as mooring systems in the case of buoys. An example of the implementation of such a system in the Kirke narrows in Chilean Patagonia to improve the safety of mariners will be used to illustrate the capacity of such systems.

Aids to navigation (AtoN) is an important facility that supports the safe navigation of ships and has added additional functions of collecting marine environment information, as well as the traditional role of assisting the mariner in locating.

Recently, as the importance of marine information has increased, international standardization activities such as maritime service description in e-Navigation strategy, S-100 and S-200 product specifications, Maritime Resource Name (MRN) guideline are being actively carried out. ROK is developing a AtoN information system and maritime service provision system in consideration of the latest standards developed by IALA and IHO to support digitalization of Aton information and respond to future autonomous ships.

As a detailed research content, the project team is developing an information management system according to MRN and S-201 data model and preparing a database system to monitor AtoN status and manage collected information. In addition, by establishing a service platform considering e-Navigation maritime service, cyber security, and maritime connectivity platform (MCP), the project team is preparing to provide AtoN information in the e-Navigation level.

This paper aims to present procedures and methods for digitalization of Aton information and establishment of maritime service provision system, and to share lessons learned from the research project.

The Navigational Warnings are messages transmitted to ships in order to provide urgent and relevant information to safe navigation, according to the statement in Rule 4 of Chapter V of SOLAS, 1974. Along with the SAR Warnings and Weather Information, they comprehend what is called by Maritime Safety Information or MSI.

For a better understanding of the content, it is essential to highlight that Maritime Safety Information means navigational and meteorological warnings, meteorological forecasts and other urgent safety-related messages broadcast to ships, according to the subitem 2.1.8 of IMO Resolution A.705(17), replaced by MSC.1/Circ.1287/Rev 1. Distress alerts sent by ships to request Search and Rescue are not considered MSI.

The Navigational Warnings are registered in a local database where it is possible to search for area, chart, topic, and other categories. After registering Maritime Safety Information, the system requires review and verification before approval. The text files JSON (JavaScript Object Notation) are generated and sent to broadcast channels. Those channels are the Brazilian Navy Radio Station in Rio de Janeiro (ERMRJ), Inmarsat (communication carried out by satellite whose ground station is sited in Burum, Netherlands) and Brazilian Navy Hydrography Center (CHM) on internet and intranet.

With the advent of IHO (International Hydrographic Organization) S-100 standardization for ENC (Electronic Navigational Charts) products and with the intention from the CHM to prepare itself to adapt to this standard, a web platform is being developed so that the registered information has already a georeferenced view that allows people to check the Navigational Warnings and nautical charts in force.

The S-124 will be the S-100 layer of Navigational Warnings information. This product specification is being developed to create data sets containing Navigational Warnings information mainly targeting the use in ECDIS (Electronic Chart Display and Information System). Since the adaptation of the current format JSON to S-100 (GML - Geography Markup Language file format) is a challenge we will face in the future. The developing platform sets up a first step so that can possible to happen. The MSI will be received in an appropriate way with restricted fields, in order to have only relevant information so that can be disseminated to Mariners, as stated by S-53 from the IHO.

On the basis of the foregoing considerations, the implementation of a new system will allow the information to be prepared for the transition and adequacy of the new standard S-100, since the information will be structured and georeferenced data already formatted in such a way that it is possible to visualize the S-124 (Navigational Warnings) in the future dual fuel ECDIS, either complementing the current S-57 or the future S-101.

This paper will elaborate on the Canadian Coast Guard’s work to implement S-201 and how the work impacts the international development of S-201. The Canadian Coast Guard (CCG) has been using its Aids to Navigation information system (SIPA) to manage its aids to navigation for nearly 30 years. SIPA is now nearing the end of its lifecycle and CCG is exploring options for replacing SIPA and simultaneously implementing S-201.

This paper details the process of finding a replacement for SIPA and further explains how CCG is using the SIPA replacement process and testing S-201, and its operational relevance for the Canadian Coast Guard. The paper further explains envisioned data flows and integration with Canadian Hydrographic Services and how potential solutions may be implemented, including options for mixing off-the-shelf software and expanded roles of other existing databases. Lastly, the paper itemises the inputs that CCG has made to the S-201 development, and also encourages other AtoN authorities to share similar experiences for the overall improvement of S-201.

Cyber security is becoming increasingly important in the context of the digitization and automation of our administrations and in shipping. Also, against the background of the data and information explosion and the increasing networking of machines, sensors and processes, we cannot afford to be lenient on this topic.

Therefore, cybersecurity must be implemented as a management system from the beginning on and in the right places in our administrations. Otherwise, the implementation of individual security requirements for technical maritime systems is not going to work in the long term.

The aim of this report is to show the risks / influences as well as the effects on this management level.

That's why we go on safari to discover the Big Five. There we can see them (each in analogy to the Big Five of the animal world related to cyber security management - what is to be done and what can happen if it is not done):

Lion: Leadership responsibility (role model, integration, control, objectives, improvement)
Leopard: Resources (time, money, personnel)
Elephant: Responsibilities and security organization
Buffalo: Staff (awareness raising, induction, motivation)
Rhino: Security process (PDCA, concept, guidelines)

Rapid developments such as the Internet of Things (IoT) and Long term evolution (LTE) are transforming the maritime industry and related research.

Unlike on land, communication at sea has difficulties in that communication quality may deteriorate and communication range is shortened due to movement of ships and buoys by ocean waves. Accordingly, issues related to improving communication quality and expanding communication coverage at sea are emerging. In this paper, we introduce applying relay techniques to the AtoN based wireless communication.

Based on the movement of the buoy measured by the sensor, we conduct a study to expand the communication range by using the buoy as a relay.

Current State
Remote monitoring of marine signal lanterns has been available since 1980’s as a tool to track availability of AtoN and to help predict maintenance needs. In some applications control has also been required. Today there are solutions based upon Satellite Communication, GSM mobile network, Point to Point short range radio communication as well as AIS transponders on the market.

Current communication topologies typically have a low reporting frequency due to data communication cost or energy constrain limitations. Status reports are typically transmitted when lights turn on in the evening and turn off in the morning, with ad hoc reports at any time an issue is detected by the station (i.e position, energy or light operation related).

As an outcome of this, the owner of the asset always have outdated information and never a real time situation awareness, and will also not be able to detect a malfunction of an AtoN in a timely manner. Due to the lack of industrial standards, each vendor operates a propriety protocol and propriety system preventing the owner of asset to mix devices in field.

Future State
Technology has always strived to make the outstation device more integrated, lower in cost and lower in power consumptions. Although this industry has been an early adapter of communication technology, development has not been sufficient to keep pace with the new communication technology of connected devices.

In this paper, it will be demonstrated how modern and true IoT (Internet of Things) technology can be implemented to overcome the current limitations and issues. It will also be demonstrated that two of the main issues in existing remote monitoring technologies can be resolved by;

1. Implementing an open, secure and standardized non-propriety communication protocol widely used by existing IoT devices
2. Utilizing modern IoT systems that can achieve communications close to real time without driving data costs and energy consumption

This new method enables the Marine Signal lanterns to enter the real IoT era we have seen moving quickly into other industrial fields.

Considering historical AtoN systems, maintenance practices and the latest digital techniques this presentation will outline the steps to build a secure, reliable and robust digital platform for monitoring and maintaining AtoN assets.

Covering minimum encryption standards, PII, roles and associations and onsite inspection reporting through future trends and developments to implementing customer feedback and innovative technology.

E-Navigation services have the potential to support and expand a service providers range of maritime aids-to-navigation (AtoN). The General Lighthouse Authorities of the UK and Ireland (GLA), through its research and development directorate (GRAD) has been working to support the Maritime Connectivity Platform (MCP) and has been developing its own prototype e-navigation architecture.

This paper will introduce the GLA’s prototype e-Navigation architecture, explain the process used to design and explain how it aligns to the Maritime Connectivity Platform. The paper will provide an overview to the design and outline which design decisions were made and why. It will also show how the architecture has been used to support an e-Navigation Service Demonstrator – where a Virtual aid to navigation (AtoN) is presented to the mariner via VDES transmissions, initiated by an operator located some distance away via the architecture.

This approach is novel, timely and brings together the different aspects of e-Navigation, demonstrating how such services are developed and then demonstrated in a real-life scenario, helping to develop an emerging e-Navigation architecture that aims to support future GLA e-Navigation services.

With the advent of Maritime Autonomous Surface Ships (MASS) the question arises what their impact on the domain of Aids-to-Navigation (AtoN) might be.

While the very name of these ships – Maritime Autonomous Surface Ships – implies that they are supposed to be able to gain and maintain their orientation and route while navigating a waterway by themselves without any externally provided Aid-to-Navigation, it could be argued that MASS would still require AtoNs for assistance in their navigation in a similar way as AtoNs are required by a human bridge team who also operates their vessel ‘autonomously’ of some kind – at least as seen from the outside.

If the latter holds true, MASS would just only require a different technical setup of AtoNs provided to them as opposed to AtoNs provided to human bridge teams, i. e. ‘MASS compatible’ AtoNs. There would be implied a certain Machine-Type-Communications (MTC) aka Internet-of-Things (IoT) capability of these ‘MASS compatible’ AtoNs, amongst other ‘ingredients.’

This presentation provides options and challenges for AtoN administrations as a result of the advent of MASS, stemming from a system analysis of the situation in a foreseeable future, in order to progress further discussion.

The maritime world is going through a period of immense technological change with regards to navigational techniques together with the imminent introduction of autonomous shipping. The current challenge is to prepare for the future whilst still serving the present.

Amongst issues to be considered is an assessment of how autonomous shipping can be operated safely and confidently. Once the necessary AtoN features for autonomous shipping have been identified, consideration must be given to how these features would fit in a navigational world as currently populated, with a view to resulting potential conflicts, contradictions or misguidance with AtoN systems as currently in existence.

Once the preferred arrangement of AtoNs and associated support systems has been discussed and agreed by consensus, then attention must be given to not only technical feasibility but also the potentially more difficult aspect of negotiating the international regulatory framework that would permit not only installation of such a system but the safe and efficient operation of such a system.

The ambition is to identify a global AtoN system that can be used by all classes of marine craft.

The presentation is focused on the concerns that the Coastal States are facing in the new situation where automatisation is altering the traditional legal and liability patterns. The question has been studied earlier, but the focus has mainly been on shipowners’ side. Coastal authorities' concerns have been less studied. The presentation is to fulfil this loophole. Sailing of remotely controlled and completely autonomous vessels at coastal waters imposes new requirements for the authorities. This is mainly related to communication and accessibility between the ship and the authorities. Digitalisation and new digital services are changing the business models and services. From the administration's point of view especially intelligence-based traffic control is an evolving area. The traffic control and safeguarding systems have important role in preventing collisions and environmental disasters. It is the Coastal States´ duty to safeguard and ensure safety of navigation around the coastline under their jurisdiction. Sufficient traffic control systems require capability and preparedness for the administrations to interact with the traffic and to respond to traffic situations in coastal waters. Alteration of VTS’ role leads to re-evaluation of its legal base. The deeper the liaison between ship and authority is, the closer is the situation where the traditional general informative and assisting role is turning to assistance of an individual ship in the navigational decision-making prosess. This would have remarkable impact to Coastal States' traditional liability regime. As the role of human acts is deminishing, the traditional human based causality does not anymore seem to give sufficients answers for the liability questions. The excisting laws do not seem to lead to right results to the liability questions on autonomous operations. Ergo, liability questions need further clarification.

The development of maritime automation and digitalization creates different requirements for different actors throughout society.

VTS's role as a provider of vessel traffic services and a provider of maritime safety, as well as a provider of maritime situational awareness, will in future require a more diverse information exchange and mediation capability between different actors. In addition, new types of information needs, the use of artificial intelligence (AI) as a situation picture creator and the rapid development of communications also require new ways of working.

Maritime Information eXchange Solution (MIXS) develops technical information exchange and communication solutions, services and information sharing management model.

The project will enable intelligent traffic control and situational picture and information services for maritime users. The information can be transmitted to different actors by technical means, however, the production of reliable and verified information takes place in such a way that the information is validated by the measures of the VTS operator.

Fintraffic VTS develops both operational activities and tools (eStrip) to create high-quality information and acts as a reliable distributor of information to various maritime actors (MIXS). The technical and operational elements together are required in order to create a functional whole.

As the important navigation facilities to guarantee the ship to have a safety economic and convenient sailing, navigation aids can help ships to navigate, locate and mark navigation obstacles, and play an very important role in water transportation and marine resources exploitation.

With the continuous improvement of ship intelligence, the existing navigation aids technology has been unable to effectively guarantee the navigation safety of autonomous navigation ships.

Therefore, this paper analyzes the navigation requirements of autonomous navigation ships in complex navigable waters, such as the situational awareness of navigation, Navigation decision, navigation control. And combined with the trend of intelligent navigation aids, the paper studies how to provide navigation assistance services for autonomous navigation ships, and provide the future outlook of intellectualization, dynamic, collaboration for navigation aids.

We developed an E-learning (Poseidon) with 3 main topics, geography, basic simulator operation skills and basic communication skills.

With this e-learning the students are able to practice basic VTS skills without the use of a VTS simulator at a time and place that they prefer.

The look and feel is exactly the same as on the simulator. When we introduced this E-learning we were able to skip 3 days of simulator training. We found out that the students where better prepared and the communication skills were on a higher level than before.

This E-learning is very flexible and can be offered in any language and every VTS-area. The E-learning is web-based so the only thing that a student needs is an internet connection and a computer.
I would be honored to give a demonstration/presentation.

It is essential to have the English communication skills of Vessel Traffic Service Operator (VTSO), which plays a pivotal role in maritime traffic management.

For the safe navigation of foreign vessels in Vessel Traffic Service (VTS) areas, effective communication is required to provide appropriate navigational information, and an effective English language evaluation system also needs to be introduced to verify such English communication skills.

To this end, the actual VTS communication phrases used in VTS operation in South Korea were collected based on machine-learning, and the implementation plan of computer-based tests was studied.

This study aims to introduce an Artificial Intelligence (AI) -based English proficiency evaluation for VTSO evaluation and propose the essential components of the evaluation system.

During the past years we have seen significant progress as we embrace tools enabled through the Digital Transformation of the Maritime Environment. While we were unable to meet in the same ‘physical’ environment, we learned to meet, communicate, and collaborate using different online tools. This included the need to come up with innovative solutions to providing critical training – such as VTS training – online.

The presentation will focus on the concrete benefits of putting VTS training ‘online’ focusing on the successful online delivery of VTS On-The-Job Training (V-103/4), VTS Operator (V-103/1), VTS Supervisor (V-103/2) and VTS Recurrent (V-103/5) training in a virtual environment. The paper will include the move to full online VTS training simulation, replicating the VTS centre, including team training, through a combination of different online technologies.

By looking at what went well and what was revised in the course of multiple course deliveries over the past years the presentation will identify options for further work in this area, including approval process for online training delivery; further development of online training; and next steps as we learn from the Covid Pandemic to move into a post-pandemic era.

The knowledge and skills to be acquired by new VTSOs are described in the "IALA Model Course V-103/1".

However, since it is an abstract description, instructors need to flesh out the contents. In addition, in order to construct an effective education, the skills to be learned should be extracted as a priority.

In order to achieve these goals, the authors have conducted an interview survey of experienced VTS Operators regarding the bad or wrong behavioral characteristics of inexperienced VTS Operators.

The characteristics have summarized for each module described in V-103/1. In particular, "Equipment", which is related to the judgment of risk of collision, and "Nautical Knowledge", which is affected by the ship maneuverability, have characteristics worthy of attention.

These characteristics come from the fact that most Japanese VTS operators have no experience in operating large vessels as navigation officers.

Many of the characteristics listed in this paper can be improved by VTS simulator training, but for those caused by a lack of understanding of ship handling practices, it is necessary to provide education from the perspective of the ship operators.

For that reason, in addition to the VTS simulator training, trainees in the VTS course are made to learn what kind of information services are beneficial to the ship operators by using the ship-handling simulator.

As IALA Guideline 1132 on VTS VHF Voice Communication has been completed, the further step on linking the guideline with VTS training and assessment in a coordinated manner becomes crucial.

According to the factors suggested in the Guideline, VTSOs’ language proficiency should be accurately gauged and evaluated as a part of the training process, and the results of the evaluation must secure validity and consistency.

For this purpose, this paper aims to analyze the factors of VTS language competencies as suggested by IALA Guideline 1132 (e.g., standardized phraseology, procedures, delivering and interpretation techniques), design a VTS language proficiency test, and conduct a pilot-test targeting Korean VTSOs to examine its statistical validity and consistency for further practical application on the field.

There is an increasing pace of technological advancement within the maritime industry that will impact the Vessel Traffic Service (VTS) operation. The possibility of supporting the VTS operator in their tasks changes with time due to advances in data sharing and more intelligent algorithms.

Each opportunity to support the operator with automation or provide the operator with new or different information may seem beneficial; however, a proper assessment and system implementation is vital for a successful introduction.

Several human factors issues are upon the introduction of new functionalities and information and relate to situational awareness, decision-making and workload.

In this study, the impact of several support tools on situational awareness and the VTS operator's decision-making process is scrutinized.

Based on studies performed at VTS centers for two ports within the Netherlands, involving on-site observations, cognitive tasks analysis and workshops with operators, operator wishes for supportive tools are gathered, analyzed, and linked to the cognitive information processing stages of VTS tasks.

The research indicates which support of situational awareness in detecting information, understanding information, and forecasting future traffic states could benefit. Furthermore, the study indicates the sensitive balance in providing the correct type of information and the proper amount of information to the operator to prevent overload.

The research offers ground for assessing decision support tools for the VTS operator and the impact on situational awareness and decision-making process.

The voice radio telephony in the VHF maritime mobile band is still the most important communication for shipping.

At this moment the congestion in the VHF maritime mobile band has become a serious problem not only in The Netherlands but also other countries and is continuing to grow. As a consequence of the implementation of DSC, AIS and VDES the number of voice channels in the VHF maritime mobile band has been reduced rapidly.

To mitigate this problem, the use of digital VHF radio in the mobile band could be a way forward. This process will involve ship and shore infrastructure to migrate from complete analogue voice to an environment where digital and analogue voice will operate seamlessly next to each other. During this process the steps should be taken carefully but also gives a lot of chances even more if you take into account other digital maritime solutions. These steps must be in accordance with all organizations involved.

Jeffrey van Gils is a senior advisor at Rijkswaterstaat with the role to oversee and advise on the maritime communication and the implementation of e-Navigation for the Netherlands.

Artificial Intelligence (AI) and machine learning concepts have in recent years attracted increased attention in the domain of VTS systems, often by forming the back ends of innovative prediction systems aiming to augment and improve overall situational awareness at a scale not achievable through classic methods.

The advantages of these techniques apply not only to streams of data aggregated and analyzed at the top VTS system level but are highly relevant also in the local data processing undertaken by subsystems.

This article sets focus on the application of AI algorithms in data processing components of VTS radar sensor subsystems and how these enrich the conventional radar data streams provided to the overarching system. Autonomous target classification is presented as an important example of this, the treatment including an architectural overview and a discussion of radar sensor properties and performance parameters impacting classification performance. Furthermore, the benefits, as seen from a VTS 24. system level perspective, resulting from the close integration of radar sensor, target tracking and classification components in the radar subsystem are covered. Operational and practical considerations on the important topic of data collection, annotation and training of AI components are also discussed.

Concluding the discussion, thoughts are given to future uses of AI of benefit to VTS within the radar subsystem.

IALA issued Guideline 1110 on Use of Decision Support Tools for VTS personnel in 2014, which provides guidance for VTS personnel to use decision support tools.

With the development of technology, especially the application of artificial intelligence (AI) and big data technology, China Maritime Safety Administration completed the research and development of AI-based autonomous detection system for ships’ abnormal behaviors and put it into use as a VTS decision support tool in some VTS centers.

The system improves the accuracy of identifying and predicting vessel’s unsafe behaviors in the VTS area and provides intelligent decision support for VTS personnel to respond in time and intervene in possible accident risks in advance.

Maritime traffic safety is paramount for human life, ocean environment, the material and non-material assets involved in maritime activities.

Predictive surveillance and other intelligence-based development are becoming increasingly important for maritime traffic safety management, as an indispensable component in autonomous shipping. Such advanced development challenges current Vessel Traffic Services (VTS) systems which largely work as a passive information sink.

There is lack of a desired level of intelligence and automation to replace or reduce tedious human efforts. Decision support features to enhance system intelligence, reduce human labor and eliminate human errors are highly crucial to the development of next generation VTS systems.

In this study, based on the maritime AI and big data intelligence research conducted with the support of MPA Singapore, we will highlight the strategic role of maritime AI and big data intelligence technologies as key functions of next generation VTS systems, as well as their functional features within an inclusive framework design for proactive maritime traffic safety management. The paper will cover the following areas:

Maritime AI technologies advancing the counterpart functionalities implemented in existing commercial VTS systems.

Discussion on essential add-on features to accommodate operation practices for better situation awareness and proactive traffic management, addressing pain points such as automatic determination of critical vessels/situations for tracking/ monitoring.

Canadian Coast Guard is seeking to share its experience of sustainable development in the context of redefining waterways according to the migration of marine mammals, thus reducing collisions and their exposure to ship noise.

Using effective marine spatial planning and current technologies, the Canadian government quickly put in place sustainable measures to ensure the protection of endangered North Atlantic right whales through marine mammal detection, vessel monitoring, and the use of speed limit restrictions on Canada’s East Coast. Canadian Coast Guard also has dedicated resources to monitor vessel traffic for the protection of marine mammals on Canada’s West Coast to support information sharing within governmental organizations as well as with mariners.

Canadian Coast Guard has developed several monitoring measures, including tracking of vessel speed through the use of AIS. Vessel speed is a key threat to marine mammals including the North Atlantic right whale, a critically endangered species.

Coast Guard’s vessel traffic services are able to activate dynamic speed restriction zones when whales are detected and automatically deploy virtual AIS aids to navigation to delineate the impacted zones. AIS Application Specific Messages (ASM) are also broadcast to identify the perimeter of protected zones and areas on ship systems. These measures can also be applied to Interim Sanctuary Zones to protect the Southern Resident killer whales.

A partnership project is underway to detect and monitor whales using satellite imagery and artificial intelligence algorithms, offering the potential to broadcast dynamic marine protected areas.

An Aids to Navigation (ATON) program is focused on facilitating navigation and improving maritime safety, including protecting people and property from vessel-related harm and ensuring that maritime activity does not degrade the environment.

The U.S. Coast Guard (USCG) shares responsibility with U.S. National Marine Fisheries Service (NMFS), U.S. Fish & Wildlife Service (FWS), and other U.S. federal agencies to protect and ensure the sustainability of species listed under the U.S.

Endangered Species legislation and their critical habitats. As an organization responsible for both regulating and following U.S. environmental law, the USCG implements operational directives and procedures aimed at mitigating the impacts on the environment and enhancing sustainability.

Actions performed by the USCG to establish floating and minor fixed ATON historically are viewed as not individually or cumulatively having a significant impact on the environment. However, aspects of the ATON program may have adverse effects on a few species (e.g. coral, sea grass) yet have no adverse effects on others.

In order to minimize potential effects of the ATON program on endangered species, the USCG has engaged in consultations with NMFS and FWS to develop and implement best management practices and project design criteria to mitigate its impact on endangered species and habitat. These practices are not unique to the U.S., yet their broader use could improve sustainability globally.

The Sustainable Development Goals (SDGs), also well known as the decade of action, were adopted by all United Nations Member States in 2015 as a universal call to action to end poverty, protect the planet and ensure that all people enjoy peace and prosperity by 2030.

As a part of the United Nations, International Maritime Organization (IMO) is also actively working towards the 2030 Agenda for total 17 SDGs. Of these 17 SDS, Goal 7, “Affordable and Clean Energy” aims to ensure access to affordable, reliable, sustainable and modern energy for all. Goal 13 “Climate Action”, which is interconnected with the SDG 7, addresses the need for urgent action to combat climate change and its impacts. In this context, the maritime sector and IMO have a major role to play in achieving SDG 7, and SDG 13 regarding energy efficiency in particular and on climate change, respectively.

Whereas Vessel Traffic Services (VTS) are playing very important role globally and make a valuable contribution to safety of life at sea, safety and efficiency of navigation and protection of the marine environment, adjacent shore areas, work sites and offshore installations from possible adverse effects of maritime traffic.

They are consuming a considerable energy while providing their services. Therefore, the aim of this study is to explore and use their own energy sources in the terms of renewable, clean and climate neutral energy. In this respect, IALA may take the initiative to inaugurate “Blue VTS Project” and also may contribute to the global action against climate change, in line with the UN Sustainable Development Goals 13 and 7.

While it is generally accepted that the world’s climate is changing, exactly how that will impact the management of physical assets, such as aids to navigation, is hard to predict.

The presentation will look at the likely impact of climate change on Australia, and how the challenge of managing AtoNs in remote locations is likely to increase. Practical measures to reduce our environmental impact will be discussed, as will work already underway to protect sites from more extreme weather.

A key challenge is measuring the environmental footprint of our existing network to help us focus on the actions with the greatest impact. Equally difficult is to place a “cash value” on “green” solutions in an effort to justify additional expenditure on the AtoN network.

It is a delicate balance. Environmentally friendly solutions are not always practical: for example, we don’t have an alternative to mercury, and our synthetic buoys can’t be recycled.

The presentation won’t provide all the answers. Australia is doing what it can to minimize the environmental impact of its AtoN network, while also ensuring sites are prepared for the climate challenges to come.

Since the 2010 General Assembly in Cape Town, there has been a marked increase in climate change and our attitudes towards it. The 2007 Intergovernmental Panel on Climate Change (IPCC) 4th Assessment Report stated “It is likely that there has been significant anthropogenic (human induced) warming over the past 50 years…..”

14 years later in 2021 the IPCC 6th Assessment Report reports “It is unequivocal that human influence has warmed the atmosphere, ocean and land. Widespread and rapid changes in the atmosphere, ocean, cryosphere and biosphere have occurred.”

AtoN provision does not rank highly as an enabler for climate change but we have a duty to look at the impact we have on climate change and how we can improve our environmental footprint. This approach is supported by the IALA Council in their Drivers and Trends document and the 17 United Nations Sustainability Goals.

This presentation looks briefly at the background to climate change to set the scene and then will explore proposals, some radical, on how AtoN providers can reduce their environmental impact.

Finally, the presentation will propose work that IALA committees can engage in to support members to assess and reduce their impact on climate change.

Standard PLCs (programmable logic controller) for the control and monitoring of lights in conjunction with classic light sources lead to relatively high energy consumption.

Especially in the case of regenerative power supply this sometimes requires complex solar and wind energy systems including large storage batteries. In some cases, additional fuel cells are installed to cover the energy demand in the winter months at all and to meet the requirements of IALA Guideline G1039 designing solar power systems for marine aids to navigation.

Meanwhile energy-efficient rtus (remote telemetry unit / remote terminal unit) and plcs are increasingly available on the market. With a simultaneous conversion to led light technology, these can be used to optimize energy supplies and infrastructure components of lights.

The presentation compares the energy consumption of different automation devices (rtu and plc) and presents optimization potentials.

There is an increasing awareness of dynamic under keel clearance technologies, and their value as decision support tools as articulated in IALA G1110. DUKC®, as a decision support tool for port operators and VTS, is delivering the dual benefits of enhanced safety and improved efficiency through the application of real-time data, advanced hydrodynamic modelling, and AI enhanced forecasting.

Safety is enhanced as DUKC® provides the advanced analytics, real-time insights and predictive capabilities for ports to manage shipping operations in the context of vessels that are getting larger, and more frequent and severe weather events. Ports are expected to accommodate new vessels in conditions that operators may have never previously experienced.

Efficiency is enhanced as vessel sailing drafts and tidal windows are optimized through precise UKC management considering both the specific vessel and environmental conditions at the transit time.

This paper will present an overview of the technology, and recent case studies detailing the reductions in shipping related CO2 emissions achieved with DUKC®, and the safety benefits being realized by ports receiving larger vessels.

In addition to the performance of the equipment, the preservation of the environment must be one of the main concerns of the buyer when selecting eco-designed and economically efficient aids to navigation.

In order to extend the life of these aids to maritime navigation, experts must strive to constantly reinvent durable products that are easy to use. The question of recycling must therefore be taken into account from the design stage.

It is then necessary to select quality materials capable of withstanding the extreme conditions in which the equipment is deployed. Thus, it is a question of optimizing the life of equipment while reducing maintenance costs and offering affordable solutions for the greatest number. This quality requirement must also be apparent at the time of manufacture and be illustrated by tests carried out on materials and equipment.

Finally, it is a question of being able to choose solutions that have been proven over the years: there are many sites where aids to navigation have been deployed for more than fifteen years and are still able to perform their function, before being recycled.

Thus, sustainability in the provision of aids to maritime navigation is ensured, if the needs are clearly identified.

Since the SOLAS Carriage requirement for ECDIS entered into force in 2011, the shipping industry has clearly shifted from Paper based information to Digital, and the e-NAV industry has significantly supported this transformation. Innovative solution including data/license distribution (e.g., PAYS for ENC), back of Bridge e-NAV stations with layers of mandatory information on top of ENCs and related Passage Planning SW, are all central parts. Cyber secure updating and exchange of digital information with ECDIS system is today standard procedure on many vessels. In addition, we see an increasingly exchange of data ship shore, supporting related services for safe and sustainable navigation.

With the urgent focus by UN, IALA, IMO (and the world in general) on sustainability, the Shipping industry must contribute by meeting the UN’s goal of “net Zero CO2 emissions by 2050”. The leading e-Nav industry have already made great impact by combining Safe navigation with Efficient navigation into Sustainable Shipping. The platforms used for traditional e-Nav, e.g., NAVTOR Suite, is extended to integrates new services for AI supported safe and sustainable Shipping.

Still there are challenges to be solved related to standards, e.g., for Ship-Shore Reporting, where IMO, IALA and the main e-NAV actors should emphasize working even better together to facilitate sustainable Shipping e.g., by “Just in time arrival”.

This presentation will show State of Art of e-nav services today, including sustainable services and automatic M2M Ship-Shore reporting, using ISO28005 (Electronic Port Clearance) to report into a Maritime Single Window solution. However, the shore side and ship side need to adopt same standards; today only a few MRS and Ports can receive M2M reporting using the ISO-standard.

The current technical renewal of 900 lights at the German coast is a special challenge due to the following boundary conditions:

· The existing equipment is a result of a development over many years. Therefore, the lights show a great technical variety caused by local developments and the historical period in which they were built up.
· A coast-wide uniform technical approach and monetary constraints require a high degree of standardization. A minimum of standard solutions must be identified and implemented.
· The parameters of each light need to be confirmed by intensity calculations and a nautical assessment in an elaborate process.
· There is a need to switch to modern LED technology, which may lead to a complete redesign of a light with an optical, electronical, and mechanical conversion.
· The measure will be carried out during ongoing operation of the lights, so detailed planning with intense care and several migration phases are necessary.
· Short product lifetime of modern technology.

The following aspects are included in the paper:

· Design of lantern and controller
· Modular system versus all-in-one solutions
· LED replacement when LED production is discontinued
· Electronic, mechanical and optical interfaces
· Maintenance
· Sustainable design

The International Maritime Organisation Instruments Implementation Code audit requires signatories to demonstrate compliance with the Safety of Life at Sea (SOLAS) convention Chapter V Regulations.

Eight UK Overseas Territories (Anguilla, Bermuda, British Virgin Islands, Cayman Islands, Falkland Islands, Montserrat, St Helena and Turks & Caicos Islands) undertook to assess the need for SOLAS Chapter V Regulations 10 (Routing Measures), 11 (Reporting Measures), 12 (Vessel Traffic Services (VTS)) and 13 (Aids to Navigation (AtoN)), using the IMO approved IWRAP quantitative risk management software, to demonstrate compliance with the SOLAS convention.

Eight individual assessments were undertaken to assess the “Volume of Traffic” and “Degree of Risk” for each Overseas Territory Territorial Waters and Economic Exclusion Zone (or equivalent). A review of the methodology undertaken to deliver the assessments, including the issues and solutions found, along key findings will be presented.

A key recommendation from the coastal State obligations (IWRAP) project was the need to assess navigation risk within eight internal waters and 24 individual harbour / port areas of these UK Overseas Territories. This was due to these areas, especially in complex archipelago states, having complex navigation and high traffic density. IWRAP was not considered suitable for this due to the complexity of navigation and the multiple control / mitigation measures in place in these areas.

Therefore, a qualitative assessment was undertaken using the Simplified IALA Risk Assessment (SIRA) methodology which involved analysis of available data and documentation, widespread stakeholder engagement and expert judgement.

A key finding of the SIRA included the need to implement Marine Safety Management Systems, ideally based on a mandated code of practise for marine operations, that aims to enhance and manage marine risk and safety in both harbour/ports and internal waters of coastal States.

The aim of IALA is to promote the safe, economic and efficient movement of vessels, through improvement and harmonization of aids to navigation worldwide and other appropriate means. To support its objectives, the organization has recently introduced a risk management guideline for the competent AtoN authorities.

The guideline is based on the IMO´s Formal Safety Assessment, the ISO 31000:2018 standard on risk management and the IALA Risk Management Toolbox. By using these three components, it focuses in particular.

i) to provide a broad understanding of the risk management process,
ii) to strengthen the practice and increase the objectivity of maritime risk assessment, and
iii) to offer general guidance for the choice of appropriate tools to execute the risk assessment process.

The aim of this paper is to outline the theoretical basis and practical implementation of the IALA risk management guideline.

In particular, it addresses the AtoN authorities’ needs for risk management focusing on the risk assessment tool component. Hence, this work provides insight in the theoretical basis and background of the IALA risk management guideline, while paving the way for its future application and development.

Risk Management is a methodological and systematic principle for defining measures or interventions in an effective, proportionate, and aimed way. It could be based on three key elements: risk identification, risk analysis and risk management.

During the first two phases all possible risks are identified and listed as scenarios. Following, the scenarios are evaluated in terms of probability and impact in order to analyzed them and then categorized according to priority before deciding on whether further treatment is required.

The present work intends to illustrate the experience matured in Italy regarding the risk assessment of most important national ports and areas of interest with a regard of:

- implementation and assessment of VTS using IALA Risk Management toolbox
- determination of possible risk scenario related to the interaction of VTS with allied services, and
- best practice and outcomes related.

The aim of the presentation is to highlight areas of continual improvement in risk assessment process, sharing opinions and practices coming from knowledge in the field.

This article will overview the Japan Coast Guard (JCG)’s technological development for timely and automatically identification of potential risks of maritime accidents from shore stations. The development of technologies, which are based on AIS data that the JCG has stored for about 10 years, deals with collisions and dragging.

Between two scopes of the developments, the risk identification of dragging anchors is the main focus because of frequent damage of typhoons in Japan and its possible damage to the Japanese economy; an accident that was caused by the dragging anchor in October 2018, disturbed the operation of a floating airport in Japan for 14 days.

The JCG has found that dragging anchors can be detected by the combination of vessel movement patterns, which can be modeled by pattern recognition based on AIS data analyses. The result of the evaluation shows that the proposed method could detect the possible dragging faster than VTS operators with high accuracy.

Additionally, the JCG has also found that the proposed collision prediction algorithm, which considers relative distance and relative speed, and relative direction of two vessels, could perform higher accuracy comparing to traditional CPA/TCPA method; the proposed method could reduce false alerts from current VTS system(s).

Digitalized maritime services are no longer a future possibility. We stand at the doorstep of rapid developments in the use of AI and BigData, which combined with sensor fusion, will be important support systems for future maritime safety, efficiency and sustainability as well as autonomous operations.

On behalf of the Norwegian Coastal Administration, Kongsberg Norcontrol has developed the first version of BEAN (Behavioral Analysis), a decision support system that combines historical data, sensor fusion and AI (smart algorithms).

When implemented with e-Navigation services, such as Reference Route and Just-In-Time Arrival, onshore operators have flexible and powerful resources to both plan for safer, efficient, and more environmentally friendly movements within Norwegian waters, as well as be alerted hours in advance to abnormal behavior and potential conflicts along ship’s routes.

These services are integrated into the Norwegian Coastal Administration’s next generation management information system, which serves as a hub for delivering a growing variety of shore-based digital maritime services.

This presentation provides an overview of the current state of the art, enabling technologies and activities, key projects and initiatives in Norway, and the real-world consequences these have on the safety and security of maritime traffic.

The vulnerabilities to satellite navigation systems are well documented and the need for resilient positioning, navigation and timing (PNT) is clear. It is also recognized that the mariner needs a solution that is scalable to meet the needs of different operational requirements and one that works in different locations where different positioning solutions are available.

National service providers’ inevitably need resilient PNT to support critical national infrastructure, across maritime and other sectors. Solutions that meet the need for multiple use cases are likely to be more cost effective than those that only serve one user.

This paper introduces the MarRINav project which investigated the PNT requirements to support UK critical national infrastructure, set out a logical approach to identifying a suitable mix of solutions, proposes a scalable and cost-effective approach to realising PNT for maritime users. MarRINav concluded that GNSS supported by eLoran, VDES R-Mode and radar absolute positioning, integrated with dead reckoning information in a form of multi-system receiver and data processor unit, would provide the level of performance required.

The paper is supported by publications that set out an approach that can be easily ported to consider options suitable for other administrations and their specific requirements.

SBAS is used in the maritime domain for several years integrated in the GNSS receivers used for recreational and professional applications.

As explained in IALA Guideline G1152, SBAS can contribute to fulfil users’ needs for different navigation phases. SBAS complements the DGNSS services providing additional capabilities and adding significant value to the maritime community (e.g. extended coverage).

In this sense, based on the European SBAS system (EGNOS), the European Commission (EC) and the European GNSS Agency (GSA), in collaboration with the ESSP, are progressing in the different work streams to declare in the medium term (target date 2023) a new specific SBAS Maritime service aligned with the operational requirements of the IMO Resolution A.1046(27).

In addition to the technical ongoing activities aimed to demonstrate and implement the enhanced performance provided by the SBAS solutions, the adequacy of the regulatory and standardisation frameworks are key elements for the provision of this EGNOS Service for maritime navigation. For this reason, GSA and ESSP, with the support of EC and ESA have finalised a SBAS L1 Guidelines for Shipborne Receivers.

Moreover, IALA published the Guideline G1129 on the retransmission of SBAS corrections using MF radiobeacons and AIS. This would be a very valuable application to bring continuity to those legacy systems that are currently in place. The European Maritime community is supporting this initiative through various fora as the EMRF (European Radio Navigation Forum) Service Provision Working Group, the IALA Committees, addressing the introduction of SBAS-based solutions from a regulatory, standardisation, technical, and operational standpoint.

In March, a new work item proposal was submitted to IEC for the development of SBAS L1 test standard for shipborne receivers.

In conclusion, this paper will provide an overview of the status of implementation of SBAS in maritime and notably of EGNOS.

Position, Navigation, and Timing (PNT) is part of the critical infrastructure necessary for the safety and efficiency of vessel movements, especially in congested areas. Global Navigation Satellite Systems (GNSS) have become the primary PNT source for maritime operations. Unfortunately, GNSS is vulnerable to jamming and interference, intentional or not, which can lead to the loss or, even worse, to incorrect PNT information. Thus, additional supporting and complementary systems are required to provide resilient PNT. One candidate system, which could provide alternative positioning and timing information, is called R-Mode, or ranging mode. The idea of R-Mode is based on the transmission of a ranging signal or a ranging message via marine radio beacons or from Very High Frequency (VHF) shore networks using the VHF Data Exchange System (VDES).

Over the last years a number of studies were performed which demonstrated the feasibility of R-Mode. In addition, first static tests validated the theoretical findings and showed the potential of R-Mode as a future contingency or backup system to GNSS. Within the EU project “R-Mode Baltic” (2017-2021) the world-wide first operational and transnational R-Mode test bed was implemented, which utilizes already existing maritime radio beacons as well as new VDES base stations. This test bed enables on-board dynamic positioning in a large area located in the southwest Baltic Sea between Germany, Sweden, Poland and Denmark.

This paper details that the existing maritime radio infrastructure of the Southern Baltic Sea already fulfils the precondition for a successful implementation of a combined MF and VDES R-Mode system. The concept for the test bed was based on coverage prediction and accuracy estimation studies for MF and VDES R-Mode in the Baltic Sea. Further, the paper describes the implementation and operation of eight MF maritime radio beacons and four VDES base stations with R-Mode capabilities. In addition, the paper will provide detailed results from first dynamic positioning campaigns and will report about the outcome of a cost benefit analysis.

Maritime precise positioning requirements for future Global Navigation Satellite System (GNSS) in International Maritime Organization (IMO) are 10cm horizontal and vertical accuracy, respectively. However, DGPS, which guarantees meter-level service, is only satellite-based augmentation system in Korea’s maritime environments. Thus, the development of maritime precise positioning and navigation services is necessary, because DGPS service could not satisfy maritime precise positioning requirements.

Moreover, maritime autonomous surface ship (MASS) which represents the maritime fourth industrial revolution, and a variety of maritime applications such as hydrographical surveys, automatic docking, docking support, and smart ports require maritime precise positioning and navigation services.

To provide users with resilient and accurate PNT information and guarantee safety, Republic of Korea (R. O. K) has decided to the maritime augmentation advanced service.

Maritime precise positioning and navigation services in R. O. K will provide users with generated centimeter level augmentation information, through the use of the current DGNSS and additional GNSS reference station information and GPS carrier phase measurement.

In the R. O. K, planning research on precise positioning services was conducted in 2015, and confirming the demand as well as the need for maritime augmentation advanced service. Based on this research, R. O. K initiated Precise Positioning and Integrity monitoring (POINT) project in April 2020.

POINT project aims to develop an infrastructure that provides users with precise positioning and integrity monitoring information in the maritime and to achieve an improved location accuracy and integrity of 5cm (95%, horizontal) within 100km of the Korean coastline. In POINT R&D project, GPS raw measurements acquired from reference stations and monitoring stations are provided as central processing station to provide centimeter-level augmentation information (precise positioning and integrity monitoring information).

The augmentation information thus generated by a central processing station is broadcasted through a ground-based communication media, such that users within service area could receive positions with a centimeter accuracy and guaranteed integrity. In addition, prototype receiver is also developed to avail the centimeter-level accuracy services afforded by this project.

This paper introduces the architecture of precise positioning and integrity monitoring system proposed by POINT project and describ es the newly designed concept of precision positioning and integrity monitoring. The results of verifying and analyzing the performance of the proposed concept are presented through simulation. A testbed port is selected for the verification of the proposed precise positioning concept under real sea environments, and performance verifications are conducted at the testbed port.

This paper shows that the proposed concept, along with the description of the built testbed port, can obtain centimeter-level positioning accuracy in the testbed, as well as in simulation results.

Finally, this paper discusses the implications and expected effects of the presented research results and describes the next phase study.

The purpose of this article is on one side to inform Maritime community about the ongoing activities adopted for the provision of EGNOS (European Geostationary Navigation Overlay Service) L1 maritime service and on the other side to explain the status IEC standardization process to produce a new IEC (International Electrotechnical Commission) standard for SBAS maritime receivers.

Maritime community is interested in using SBAS for ocean waters, coastal waters and harbor entrances/approaches considering operational needs (IMO Res. 1046), especially where there is no back-up infrastructure or in poorly covered environments. For this reason, EC (European Commission) and GSA (European GNSS Agency) with the support of the ESSP (European Satellites Services Provider - the EGNOS service provider) are assessing an EGNOS L1 maritime service with the objective to complement the existing maritime radio-navigation systems (e.g. DGNSS). EGNOS L1 Maritime Service aims at providing pseudo-range corrections and alert information to the GPS L1 signals for maritime navigation, obtaining enhanced accuracy and integrity information over Europe.

In parallel to this, IEC (International Electrotechnical Commission) has already launched the process to produce a new standard in the IEC 61108 series that will be focused on SBAS L1 receivers for maritime applications; in the same way as the IEC 61108-4 standard specifies the minimum operational and performance requirements, methods of testing and required test results relative to the shipborne DGPS and DGLONASS maritime radio beacon receiver equipment.

The New Work Item Proposal (PNW) for maritime SBAS receiver has been already launched on February 2021 starting the process on IEC Technical Committee (TC) 80. GNSS and maritime community are welcome to participate in the process within this international IEC TC 80 committee and within CEN European Working Group (CEN/CLC JTC5 /WG 8) of SBAS receiver performance for maritime applications within Technical Committee 5 dedicated to Space. The IEC standardization process has already started in February 2020 and is expected to be completed by 2023.

EGNOS L1 Maritime service is planned for 2023 by when the IEC SBAS test standard is expected to be ready. The service will include as well performance monitoring reporting and provision of Maritime Safety Information (MSI).

Traditionally, radar images are used to support relative positioning of a vessel with the range and bearing to the target calculated and displayed for the navigator. Many e-Navigation services will require the vessel’s absolute location to provide context to the service or the information received/transmitted. In a world that is quickly recognizing GNSS vulnerabilities and the need for resilient positioning, navigation and timing (PNT), radar for absolute positioning is a promising independent solution to GNSS.

This paper will outline the approach being developed by the General Lighthouse Authorities of the UK and Ireland. It will explain the development of a radar absolute positioning approach that started with terrain matching, then considered radar image modelling and now provides a hybrid solution capable of obtaining the vessel’s position to within 20m (95%), and can maintain that accuracy for several tens of minutes to an hour following the loss of GNSS. This technology is being developed and GRAD aims to improve on this performance. The paper reports on the system development and trials conducted to date.

The paper will report on how the approach can be augmented by the use of radar targets fitted along featureless coastlines and the trade-off from using passive (radar reflectors) or active (Racon) devices.

New radar technologies present new challenges to Racons. Racons need to be more sensitive to pick up weaker radar signals while ignoring interference from stronger ones. The problem of recovering radar signals becomes even more difficult in crowded maritime areas where radar signals overlap with each other. To tackle this issue, we propose a new approach to deinterleave radar pulses based on domain knowledge. Our approach deinterleaves and recovers radar pulses in an unknown maritime environment in real-time without prior knowledge while providing a thorough interpretation of results The effectiveness it is demonstrated by simulations where the approach is tested through scenarios with different levels of radar density and compared to other algorithms. The obtained results show that our approach performs better than other algorithms regardless of the number of radar surrounding the Racon.

With the continuous development of radar solid-state transmitter technology, Solid state radar navigation is gradually used by ships.

However, due to the Convention, regulations, technology, price and other reasons, many ships still use magnetron radar, which makes the new technology (“NT”) radar and magnetron radar co-exist in a certain period of time in the future. Racon needs to adapt to the development of radar technology.

A new Racon has been developed in China, which can respond to both new radar system and traditional radar systems. But the launch mechanism of magnetron radar is different from that of Solid-state Radar. Even solid-state radar has solid-state pulse system and solid-state continuous wave radar. What is the performance of the newly developed Racon?

This paper presents the actual test results of response and sidelobe suppression of different radars system in several scenes.

The test results show that for radars with different working mechanisms and performance parameters, the range and sidelobe suppression effect of Racon in X / S band are also different, which leads to our thinking and suggestions on the use of Racon and continuous improvement of products.

It is suggested that IALA should further discuss this and coordinate it in IMO, ITU and IEC as appropriate.

Modern solid-state radars use modulation techniques that can confuse existing racons, especially in busy areas. There is a need for the development of modern racons that can work with modern solid-state radars and improve performance in busy areas. In addition, the reliance of on Global Navigation Satellite Systems (GNSS) and their vulnerabilities are well known.

The need for GNSS independent positioning capability is also widely recognized and there is an opportunity to use modernized radar and racons in this regard.

A system known as Enhanced Radar Positioning System (ERPS) uses specially designed racons (eRacons) with specially designed radars (eRadars) to allow radars to automatically calculate their absolute position. In this system, eRacons provide their surveyed absolute position encoded on their response signals to eRadars, which use these signals, along with measured range and bearing, to calculate their own vessels’ absolute positions.

The system is independent from GNSS. This system is simple to implement on modern radars and racons and should be included in any modern racon discussion. This paper discusses the need for standardization of racon and radar features that are needed to allow the further development of ERPS and modern racons. Standardization is needed to assure the future use of racons.

In the 1970’s, intensive investigations were carried out by several waterways- and shipping administrations in the field of radar reflectors used on AtoNs.

At the 10th Conference of IALA, held in Tokyo in 1980, the German Federal Waterways- and Shipping Administration presented the results of the investigations. Thereafter, helpful, mostly technical reports were published that included specifications of radar reflectors as well as methods to calculate basic parameters, e.g., the maximum range of detection. For about 40 years, this work formed the design and use of radar reflectors on AtoNs.

However, this great work was limited by the technical possibilities of the time. Not all questions could be answered, and new questions were raised, for example, how to use radar reflectors inside a plastic buoy. Today, new, powerful technologies are available, especially in the field of numerical simulation of electromagnetic fields and waves. This opens up the possibility of taking a different, "modern" look at radar reflectors.

What has not changed after so many years of using radar reflectors on AtoNs is the need for their use. They are still indispensable for supporting the navigation of ships with radar.

The use of radar reflectors

· increases the probability of radar detection of an object by increasing the intensity of the backscattered radar wave and
· makes the reflection properties reproducible and measurable.

However, the correct selection and evaluation of a radar reflector for an AtoN is often a difficult task. In addition to the radar-relevant properties, mechanical, design and operational aspects should be taken into account.

From a global perspective, many different radar reflectors are used in the field of AtoNs. During the preparation of an IALA guideline on radar reflectors in the past working period of the ENG Committee, the most frequently used different types were identified. Their reflection properties and applications were investigated, evaluated, and clearly worked out.

The presentation shows the necessary steps for the selection, dimensioning and evaluation of suitable radar reflectors for AtoNs. Furthermore, it describes

· applicable international requirements and standards;
· theoretical basics of radar waves and their reflection;
· task, function and parameters of radar reflectors;
· basics for the design of the reflection behavior;
· possibilities for range calculations and applicable examples;
· measurement methods of reflection properties and their on-site verification;
· simulation procedures as well as their practical use;
· effects of surrounding materials, e. g. plastic; and
· an overview of radar reflectors used in practice including their properties.

Also, non-radar specific requirements such as environmental conditions, construction and installation methods and maintenance requirements are presented.

With the popularization of AIS, the AIS messages, services, and equipment are rapidly increasing, as well as the number of users. At the same time, the vulnerability of AIS itself has gradually emerged, which has also caught the attention of IALA members.

This paper analyzes the vulnerability faced by AIS VDL, and discusses real-time monitoring in order to react timely to AIS VDL signal abnormalities in the context of the AIS channel protection, as to realize the reliable application of AIS channel environment in high-density areas of coastal ships, and ensure the navigation safety of vessels as well as protecting the maritime radio environment.

At last, the vulnerability of VDES VDL is analyzed and prospected in this paper.

The threat of cyber-attacks is increasing over time and there are a number of guidance documents available to support the mariner in identifying and minimizing such threats. However, traditionally, maritime safety information (MSI) and maritime Aids to Navigation (AtoN) information are transmitted in open, well publicized, formats and generally taken as being true when received by the mariner.

It is well known that mariners are encouraged to not rely on one piece of information, however the risk remains that in a world of software defined radios and downloadable software, that bored teenagers or unscrupulous actors could provide false information to mariners with relative ease, with the result of potentially leading vessels into danger.

This paper looks at the introduction of authentication into maritime communications, it considers how MSI and AtoN information could be protected, considering what information is reasonable to protect and reviewing approaches. It reports the work in this area undertaken by the General Lighthouse Authorities of the UK and Ireland to assess the risks associated with different AtoNs, the development and trial of authentication to support virtual AtoNs, and explores how the maritime connectivity platform could help bring authentication into use.

R-Mode is the concept of adding a timing signal to existing maritime infrastructure. While this originally considered marine radiobeacons and AIS base stations, it was quickly recognized that the VHF Data Exchange System (VDES) is a better candidate due to the additional bandwidth and stage of development.

This paper reports on work of the General Lighthouse Authorities of the UK and Ireland in support of VDES R-Mode. It introduces the in-house modelling capability and explains how it was employed to investigate a number of system configuration options, modelling the operational impact and performance of different numbers of base stations in view and with different clock configurations. Such a model can be used to support VDES & AIS R-Mode system planning as well as identifying potential usable regions and expected performance.

This paper will also provide an overview of a novel concept of a VDES R-Mode transponder. A light weight, reduced functionality VDES base station designed to be autonomous and installed off-shore. A simple system that may be used to enhance positional accuracy in regions with limited base stations along a coastline and where a signal from further out to sea could make all the difference to the mariner.

Global Navigation Satellite Systems (GNSS) have become the primary marine aid-to-navigation and source of Position, Navigation and Timing (PNT) information. Yet, all GNSS are vulnerable to natural interference, deliberate and accidental jamming and spoofing. Maritime trials, and trial in other domains, have demonstrated that degraded GNSS produce hazardously misleading information and erroneous vessel positions without an alarm being raised. As ships’ systems become increasingly digital, with the introduction of a wide range of supporting services and the emergence of autonomous vessels, PNT accuracy, integrity, continuity, and availability become increasingly critical.

Projects have shown that a System-of-Systems approach to the provision of PNT for maritime and other critical infrastructure is preferable to provide resiliency. National Governments, Inter-Governmental Organizations and Multi-National bodies now recognize this System-of-Systems approach.

Having a System-of-Systems approach requires that systems other than GNSS be utilized to provide resiliency. One such system is the Very High Frequency Data Exchange System (VDES). VDES is a new maritime radio communication system in development by the international maritime community, with the principal objectives, to:

· Safeguard existing Automatic Identification System (AIS) core functions, such as ship-to-shore and ship-to-ship position reporting, preventing future AIS overload; and
· Enhance maritime communication applications, based on robust and efficient digital data transmission with wider bandwidth than the AIS.

However, at the same time, the international maritime community has been investigating the potential use of these VDES communication signals transmitted from shore-based stations for positioning—a concept commonly referred to as ‘ranging mode’, or R-Mode.

VDES R-Mode is still at a relatively low Technology Readiness Level and much of the standardization required for such System-of-Systems components are not yet in place, giving developers the opportunity to develop better waveforms, techniques, components and concepts to provide truly resilient PNT.

The VAUTAP project will utilise the strong alliance and experience of our Consortium to investigate, consolidate and develop new algorithms, waveforms, software and hardware, to evolve VDES R-Mode closer to an operational and viable component of a resilient PNT System-of-Systems.

VDES, as the natural evolution of AIS, is full of opportunities to broaden the use of digital services in the maritime domain.

After WRC has given the maritime world frequencies to create this new digital exchange system, we now must fill it with purpose. New ship and shore equipment are compatible with VDES, and satellite networks are being built to support the internationally standardized exchange of digital information between ships, AtoN and shore services to improve sustainability, economics and safety at sea.

IALA committees through their work support the definition of guidelines to propose the good practice of how maritime services in the context of e-Navigation can become a reality through a strong alignment between technical solutions and shore authorities. In this presentation, the implementation of a satellite VDES system with open interfaces is shown.

The speech will provide the audience with insight into how satellite VDES can be used to transport secure bidirectional services between the sea and shore while using the well-known mechanisms of the Maritime Connectivity Platform to provide cyber-secure concepts. Measurement results and statistics from tests with real-world arctic satellite VDES maritime services and user reports are presented.