Digital connectivity technologies have progressed faster than any other breakthrough in history, reaching over half of the world's population in just two decades and changing civilizations.

In AtoN, long and mid-range digital technologies such as AIS, remote monitoring and control, satellite communications, and fiber optic internet; are widely used and established as a way to exchange and provide safety, status, and navigational information.

On the other hand, short-range wireless technologies (such as WI-FI and Bluetooth) are not developed to their full potential. In its current technology state, Bluetooth can substitute cabling in a variety of AtoN applications and combined with smart modular systems can drastically improve the user experience and versatility of lanterns and electronic AtoN equipment. Wi-fi is originally intended as a replacement for high-speed cabling for general local area network access in work areas, and in AtoN environments, combined with smart units, can drastically improve maintenance ease and modularity.

These solutions should be developed and integrated into future developments, as is reliability and versatility are superior to current solutions. This is illustrated by the new developments in smart compact lantern systems and by the usage of directional WI-FI point-to-point connections in lighthouses monitoring applications.

The maritime community is increasingly dependent on digital services and techniques. The consequences of cyber incidents and attacks are evident, especially when autonomous shipping is implemented an no human is around to intervene. Prevention and resilience are key, but statistically every organisation will be hit by a coincidental or deliberate cyber-attack someday nevertheless. This should be acknowledged by every AtoN administrator and plans on recovery from cyber-attacks should have been made. This is digital crisis management and business continuity planning and it is less technical than you might think.

Martijn Ebben will give you valuable suggestions on resiliency to cyber incidents, and in terms of recovery, where to start and what the minimum requirements for your plans and check lists are.

The presentation consists of two parts, with the first part focusing on 3GPP, a global standards organization responsible for developing standards for mobile communication services. It is emphasized that many technologies, including cell phones, have been developed based on 3GPP standards. In addition, the presentation explains that 3GPP's standardization scope encompasses not only radio interfaces but also core network and terminals. The section provides an overview of the history of 3GPP evolution and recent trends that illustrate why various industries are turning to 3GPP standardization to facilitate their digital transformation. The second part of the presentation presents a case study of the IMT-based public warning service. It showcases how cell phones, using cell broadcast technology based on 3GPP standardization, can serve as a means of alerting mobile users. Ongoing trends in standardization for public warning services over IMT networks are also presented, along with additional enhancement features such as device-geo-fencing functionality and ePWS functionalities (e.g., functionalities related to language independent content such as pictogram and IoT devices with no user interface) . Finally, the presentation addresses the standardization needs of the maritime sector for the application of 3GPP technologies to maritime warning service.

VTS and LPS systems are becoming more complex with the change in technologies and the wider use of these systems.

With complexity comes increases in cost in design, deployment, configuration, test, and operational use. VTS and LPS systems are also covering larger areas and smaller ports. The use of cloud-based technologies to deliver these services can reduce costs, improve reliability, and enable advanced services. This becomes interesting when these systems are multi-tenant and the same IT systems are shared by several independent entities and geographically dispersed ports.

This presentation looks at the advantages and challenges that this offers to the maritime domain.

The early warning module (EGIDE) is integrated into the operations management ecosystem of French maritime traffic services. This module being developed by the industrialist Naval Group is a rules editor (simple, cumulative or sequential) which should be functional in 2023 at the end of the two-year project. The principle of the early warning system is to carry out a pre-processing of the available maritime data, to analyze them in order to produce an alert and finally to constitute a report of presentation to the operator in charge of the removal of doubt.

Unlike systems that already exist or are under development, the aim is to:

- design a tool resolutely close to real time to identify that an incident has just occurred or is about to occur;
- to combine several scenarios, in order to gain precision and reliability: this will minimize false alerts and the risk of diverting the operator from its operational missions, by involving it only in events requiring its added value.

It is proposed to present the design approach of this decision support tool (third eye for operators in charge of monitoring maritime traffic), as well as its operation.

The Vessel Traffic Management and Information System (VTMIS) Project of Companhia Docas do Rio de Janeiro (CDRJ) covers the Ports of Rio de Janeiro, Niterói and Itaguaí, where CDRJ is the Port Authority.

In search of greater efficiency, the CDRJ VTMIS implementation project got a strong boost after 2019, through the Agreement signed with the Brazilian Navy (BN) that allows the use of military sites for remote VTMIS stations, considering that BN is implementing a monitoring and surveillance system called SisGAAz.

In addition, the CDRJ VTMIS Project presents some differentials, such as: partnerships with universities, allowing maritime and scientific community to access meteo-oceanographic data and climatological forecasts; in its first phase Local Port Services will share, with the BN, coastal maritime surveillance radar coupled with daylight and thermal cameras; use of AIS (Automatic Identifications System) with VDES (VHF Data Exchange System) Base Stations in order to enable the integration of CDRJ's VTMIS with the e-navigation project under development by BN; and implementation of an Environmental Monitoring System using meteo-oceanographic sensors installed in Guanabara Bay, which will allow the implementation of the Dynamic Under Keel Clearance (UKC) software in ship's draft real time calculations.

Intangibility is the characteristic by which, because it is not tangible, palpable, the service cannot be experienced before being acquired, in other words, knowledge by the customer only occurs when the service is provided. To reduce the uncertainty associated with the service, companies seek to develop tangible strategies that show the quality of what is being offered through equipment, facilities, people, advertising materials, brand and price. These elements help the customer to have a better perception of the service offered. Service management, therefore, involves understanding this characteristic and taking it into account both in the design and development of services and in their implementation. This presentation is a brief overview of the first VTS Centre in Brazil. It brings the reasons why a VTS is an investment, not a cost.

AtoN Management System is monitors and controls for the status of AtoN using multiple communication networks such as AtoN AIS, CDMA and LTE and provides information to user when abnormal conditions occur. Currently, the regional office of the Ministry of Oceans and Fisheries of Korea is already operating this system, but it is difficult to integrally manages because it has been independently developer and operate. Accordingly, Korea has developed standard AtoN management and operation system that enables integrated operation in all seas from 2018 to 2020. And the system has been piloted for 3 regions since 2020. In addition, additional requirements were collected through pilot operation, and the stability of the system was secured by reflecting. And it plans to expand the installation and operation at 13 region offices in Korea by 2023. Through this, it is predicted that the integrated collection and management of AtoN and marine meteorological information collected from all region offices will be possible. In addition, it is judged that it will be helpful in providing digital AtoN information service in line with the introduction of MASS and e-Navigation. This paper introduces implementation for standardization of AtoN management system and pilot operation status in Korea.

A Committee appointed by the Norwegian Government delivered a White Paper on Cruise ship safety in Feb 2022.

The Government appointed the Committee in the aftermath of the severe incident with the Cruise ship Viking Sky in March 23, 2019, where 466 passengers were evacuated by helicopter in rough weather at Hustadvika, Norway. The incident clearly demonstrated the damage potential that loss of propulsion on a cruise ship in littoral waters in strong wind and rough seas has.

The Committee stresses that it is not feasible to have sufficient search and rescue resources to handle worst-case scenarios, but suggests 66 different risk-reducing measures emphasizing preventive measures. In this paper, we will give a short overview of these measures, and investigate a little deeper the proposed measures that fall under the IALA toolbox. This includes operational restrictions, expanding VTS service areas, improving e-navigation and MSP, innovative use of the VDES capacity and improving the cross-sector cooperation by improved maritime situational awareness.

The paper will also give a brief overview of the cruise activity and trends in Norway, review some accidents and risk factors emphasizing the ones associated with cruise activity in the winter season, before reviewing some of the risk reducing measures.

The qualitative assessment of risks associated with nautical operations can be performed using the Preliminary Risk Assessment (PRA) technique.

Hazards are identified by experts, who assess the frequency and severity of their consequences. The risk is then quantified, and possible mitigation measures are proposed.

The Real-Time Ship Manoeuvring Simulations, commanded by real pilots and tugmasters, reduce uncertainty regarding the consequences of some hazards, especially when there is no consensus among specialists.

The integration between the PRA and the Ship Manoeuvring Simulations, in a systematic and organized way, is a powerful tool for evaluating new ports and operations. Furthermore, the effectiveness of the proposed mitigation measures can be verified.

The University of São Paulo has been successfully applying this methodology in several port projects in Brazil, and this work will present some case studies.

Simulation is one basic element used in the IALA Seminars for Port & Waterway Risk Management. Apart from IWRAP, SIRA and PAWSA, simulation tools allow for improved risk assessment by integrating human as well as technical elements.

For those purposes the innovative system “Simulation-Augmented Maneuvering Design, Monitoring & Control” (SAMMON) has been developed and is integrated in IALA seminars. The system consists of various modules for planning, monitoring & control as well as trial & training of maneuvers.

It is based on complex ship dynamic models for simulating rudder, thruster or engine maneuvers under different environmental conditions. The tools can be adapted to all kind of reference ships required for port and waterway design or further risk assessment in VTS areas as well.

In this paper, we introduce the potentials of the toolbox and provide exemplary case studies for port and waterway design as well as for enhanced objective risk assessments. By means of an intelligent interface, professional navigators are able to design their concepts as “Maneuvering Plans” for complete port approaches in only minutes.

These concepts for the ship have potential also for optimizing the procedures and to find limits for maneuvering. Moreover, maneuvering areas can be calculated for sets of steering orders to visualize the shape of the areas for given time period for objective risks assessment of encounters in a VTS area.

Parts of the research work is carried out under the German-Polish project CADMUSS of the European MarTERA program and is supported by national funding.

Keywords: Risk Management, Fast-Time Simulation, Port- and Waterways design, Port Risk Studies.

Navigation simulator is a system that reproduces on shore, under certain predefined conditions, some of the activities performed on board. Some theories are described in the literature for the application of simulators to assess safety in navigation channels.

However, these works do not address the use of wind and current data applied to simulators in the fast-time mode, which, by running the simulations more quickly, allow the analysis of the channel as a whole, for each combination of wind and current.

The present work aimed to develop a probabilistic method for analyzing navigation safety along a channel using a fast-time simulator combining wind and current data. For that, simulations were carried out in the fast-time mode considering wind and current data, having as scenario the access channel to the Guaíba Island terminal.

The obtained data were classified according to intensity and combined in scenarios, which were applied in the simulator. For the probabilistic analysis, the theories developed by Briggs et al (2003) and Gucma et al (2018) were considered.

In total 399 simulations were carried out in CASNAV simulator.

Results showed that the entrance channel in terms of horizontal dimensions presents an adequate degree of safety for navigation, however, comparatively the sections of channel 96, 101 and 128 have presented relevant risks, especially in combinations of environmental data of severe and moderate categories.

The methodology used proved to be efficient in the navigation safety analysis of entrance channels using different environmental scenarios on simulators in the fast-time mode.

Coastal waters are often subjected to complicated encounter situations between ships due to the high volume of maritime traffic, which contribute to elevated collision risks.

Although multiple models have been developed to identify collision risks, most studies fall short of identifying perennial collision risks within and near port waters. In order to avoid possible collisions and to plan safer routes in congested waters, it is imperative to identify locations with high collision risks.

This study evaluates ten major ports in the Republic of Korea, based on annual maritime traffic and tonnage, to identify the highest risk locations in-and-near port waters.

Statistical data of each port are comprehensively analyzed to identify traffic patterns.

Perennial collision risk is evaluated based on maritime traffic and Automatic Identification System (AIS) data following a modified gas model approach, which describes the expected frequency of collisions. All areas enclosing harbor limits of each port were assessed and locations with the highest cumulative collision risk in each respective port were identified.

Results obtained through the proposed gas collision model are validated considering traffic patterns and volumes in respective ports.

The indication function of the present beacon lights are probably weakened due to the complex light source background, such as neon lights, harbor operation lights, and ship lights.

In this work, we present a novel flashing control scenario which changes the traditionally synchronous flashing to differential flashing, improving the indication function of beacon lights.

This scenario is based on the precise timing and synchronous flashing.

The same batch of beacon lights can achieve time synchronization through accurate timing and the flashing error of beacon lights can be reduced.

The same batch of beacon lights can achieve long time synchronous flashing based on the synchronous flashing according to setting the synchronous cycle.

The differential flashing control switch is added in the microprocessor to realize the inspection and control of differential flashing every minute and achieve more accurate differential flashing.

In complex lighting background, the indication function of the beacons is probably greatly limited.

Modifying the synchronous flashing to differential flashing of beacons can realize the scene that nearby beacons flash one after another, which outlines the navigation channels clearer at night and improves the ability to ensure the safety of night navigation.

The solution can improve the overall effectiveness of the light visibility at night, which is quite suitable for application in restricted waters such as bridge channel and important equipment such as offshore wind farm.

Selecting a light character that stands out from its background, or a pattern for synchronization of a group of lights that works best needs a good deal of imagination, or some tools that help to boost one’s imagination.

To help on that I worked out the concept and an Estonian IT-company made the programming for a software for visualizing flashing characters of AtoN lights. With it the visualization can be done for a light or multiple lights side by side on the blank screen or with using a background image taken from the navigator’s perspective where the lights could be laid out according to the real locations of the AtoN. Size of the lights can be adjusted according to the apparent distance to the lights to give some feeling of perspective.

I will make a short introduction of the background and the possibilities of the program and run a demonstration of using the program.

NB! The simulator consists of (a dll-file and) a directly run exe-file (nothing needs to be installed for using it) so the demonstration needs a possibility of running the exe-file of the simulator in the computer used for the presentation. Should I use my own laptop or can I use the local computer?

As the use of LED light sources fitted in traditional lighthouse optics become more prevalent, the relatively small size of the source compared to the size of the optic means that accurate focusing is critical to efficient and reliable visual signal.

Following a recent light intensity measurement of a lighthouse in the UK, it was found that the correct focusing of its light to the horizon varied with direction, creating sub-optimal performance from the lighthouse. The variation in focus suggested that the optic was actually tilted and required further investigation.

A novel technique involving careful measurement using lasers was developed that could determine the alignment of a lighthouse optic in-situ. The technique was deployed, and results were gathered for further analysis.

This paper describes the methodology, the results obtained, and how they compared to the amount of tilt found using the original light intensity measurement.

Visual signals have been the primary of marine aids-to-navigation for millennia. With the advent of electronic navigation aids, the role of visual signals for the purposes of marine navigation has changed, but they still fulfil an important part in the mix of marine aids-to navigation. Machine vision is an area of technology that has grown significantly over the last few years, and it can provide additional assistance to the mariner and (semi-) autonomous vessels alike. In this paper, we consider how machine vision techniques can enhance navigation at sea using marine visual aids. We investigate the detection of flash characters, 2-D barcodes, near-visual imagery, and object detection using machinelearning techniques. Based on a study carried out by GRAD, we report on the potential opportunities and limitations of the technology and consider how existing visual aids can be modified to enhance their conspicuity to such systems.

This paper sorted out the technical development trend of the current world shipping industry/maritime community.

Bearing in mind with the Aids to Navigation technology and shipborne navigation equipment development, the paper made performance and demand gap analysis for traditional racon, pointed out some problems of traditional racon which cannot adapt to the increasingly autonomous and intelligent trend.

In order to solve the problems existing in traditional racon, this paper introduced a new type racon with different working mechanism, shared trials information of the new racon in China and demonstrated the technical solutions.

Lastly, the paper puts forward corresponding suggestions for promoting the development and innovation of racon for the world maritime sector.

In a time when some countries are closing their IALA beacon systems, due to the difficulties of maintaining the integrity of navigation systems as their infrastructure ages.

In Brazil, there are 10 DGNSS stations, with a need for complete revitalization, especially for integrity regarding user's position should increase with electronic navigation services and for autonomous vessels.

The integrity options are the DGPS / DGNSS marine radio beacon, the main augmentation system in use today; autonomous receiver health monitoring (RAIM); satellite-based augmentation systems (SBAS); and others (such as commercial or inertial services).

Part of this work is to understand and estimate what may be lacking in Brazilian infrastructure to serve in an autonomous navigation system.

ICT (Information and Communication Technology) and artificial intelligence that use PNT(Positioning, Navigation, Timing) information are deeply involved in our daily lives, driving innovation in various fields. These international technology trends are increasing the importance of accurate and reliable PNT information in many areas of society. In particular, in the maritime sector, PNT system that provides accurate and reliable location information is essential for MASS(Maritime Autonomous Surface ship) with AI technology to set safe routes and sail to their destinations. Currently, most Korean vessels rely on GNSS for navigation.

However, maritime PNT systems that make vessels dependent on GNSS alone are highly vulnerable to intentional jamming. Therefore, applying new technologies such as autonomous vessels to the Korean maritime sector will be an achievable goal when more accurate and resilient PNT services are provided.

In this paper, we introduced the current status of the Korean government's policy to provide highly accurate and resilient PNT services to the maritime sector by utilizing eLoran, MF R-Mode, GPS and the Korean Positioning System (KPS), and looked at the development and service schedule for each system.

It is written with the intention of helping IALA members set the direction of maritime PNT policy.

The government of Republic of Korea was aware of the necessity of resilient PNT service for maritime and focused on developing a terrestrial based radio navigation system.

Korea Research Institute of Ships and Ocean Engineering (KRISO) initiated developing eLoran testbed from second half of 2016 to verify the performance for safe navigation on maritime domain. The eLoran testbed project aims to achieve 20-meter accuracy within the test harbor. In the beginning of second quarter of 2020, another terrestrial based backup PNT project, developing Korean R-Mode testbed, was kicked-off.

The goal of this project is to improve the positioning accuracy to meet the requirement of IMO and IALA for harbor entrances and approach. The R-Mode service combined with eLoran is expected to support the safe navigation in Korean costal area.

This paper consists of two main topics which are results of eLoran testbed and status of R-Mode testbed development.

First, a summary of eLoran testbed implementation and test results under vessel at sea are presented. The performance evaluation results show the eLoran service can provide the within 20-meter positioning accuracy. GNSS interference test results are also presented. A jamming and spoofing signal was considered during the test.

The results show eLoran can provide safe PNT service without any affect by GNSS interference. Next, Korean R-Mode testbed system architecture and implementation results are presented.

Korean R-Mode system considers MF DGNSS and VDES signal as a source to implement it. A differential R-Mode station for generating correction information and Integrity monitoring station are key component of this project.

In 2019/2020, the Government of Papua New Guinea, via the NMSA, utilized ADB funding for the installation of a country-wide maritime surveillance network using Automatic Identification System (AIS) technology. Network included 15 remote coastal stations, which would receive and transmit the AIS data to a central Vessel Monitoring Centre (VMC). There were numerous challenges in the design of the coastal stations, including:

- Remote nature of the sites and lack of access.
- The need for transport of equipment to mountain-top sites by helicopter.
- No power supply available at sites, resulting in power consumption and cooling issues.

A concept design was developed to meet these challenges and perform in an aggressive and remote environment with a high level of reliability. This design included:

- A secure, robust, and lightweight enclosure that could be easily transported to the site by helicopter.
- A specially engineered ground anchor solution, reducing need for concreting.
- A 100% autonomous power supply (solar / batteries) with 10 days of autonomy and remote monitoring capabilities.
- Use of BGAN satellite modems.
- Natural airflow cooling (no air conditioning).

Installation of the 15 sites was successfully completed in September 2020. Initial results of coverage of the network exceeded the results expected from preliminary VHF / AIS modelling, with up to 180nm achieved from some sites.

Installation of the system allows the NMSA to monitor and track the movement of vessels, identify and deal with potential non-compliances, assist with Search and Rescue operations and mitigate the risk of shipping related incidents to coastal communities and the marine environment.

Ship activity in the Arctic has increased over the last decades and this trend is expected to continue. For Norway, it is important to manage vessel safety and the environment in the arctic Svalbard archipelago.

Access to real time AIS information enables provisioning of vessel traffic services, immediate response to accidents and needs for assistance in these remote areas, and monitoring of compliance to regulations for nature reserves and protected areas.

In 2022, the work on a chain of AIS base stations covering the Svalbard archipelago will be completed. A unique AIS base station concept for use at remote greenfield sites has been developed and tested over several years by the vendor Kongsberg Seatex in cooperation with the Norwegian Coastal Administration.

Live operation of the initial base stations since 2018 shows that it is possible to operate base stations in isolated, meteorologically harsh, and environmentally vulnerable areas where there is no pre-existing infrastructure such as power grid, Internet access points or access roads.

The greenfield AIS base stations operate on wind and solar, are emission-free and do not require civil works at the installation-site.

This paper describes how the recent efforts to bring up to date IALA Guideline G1081 and IALA Recommendation O-143 on the Provision of Virtual Aids to Navigation has impacted the inclusion of virtual AtoN into marine navigational services and how it may impact the future of navigation.

The updates to these documents have been based on testing in multiple countries, and this shared knowledge has made possible guidance that better reflects current knowledge of the technology, the risks and limitations of virtual AtoN and their potential applications.

In recent years, due to the increase of ships and water services, the number of AIS messages has increased significantly, and the original channel resources have made the pressure of AIS communication network increasing.

Usually, the virtual AtoN information is broadcast periodically by AIS base station, which will occupy part of the channel resources and increase the probability of AIS slot collision.

In view of the reasonable setting of AIS virtual AtoN, this paper simulates the channel capacity and system blockage rate of AIS system under different numbers of virtual AtoN, analyses the impact of virtual AtoN setting on AIS communication, and comes up with the threshold value of the number of AIS virtual AtoN that can be set under different water conditions.

Combined with the conclusions of the relevant simulation analysis, the suggestions for reasonable setting of AIS virtual AtoN are given, which can be used as a reference for setting virtual AtoN in different waters.

Under the condition of ensuring less influence on ship communication, the reasonable setting of AIS virtual AtoN can better play its navigational warning function and guarantee the safety of ship navigation, and further promote the application and development of virtual AtoN technology.

Over the past decade the General Lighthouse Authorities of the UK and Ireland’s research and development team, GRAD, has been supporting international efforts to develop the VHF Data Exchange System, commonly known as VDES. VDES includes the two existing AIS channels but expands the available bandwidth to provide an enhanced throughput, supporting future e-Navigation services, such as authenticated Aids to Navigation (AtoN).

This paper will report on the latest work of GRAD in the development of VDES, briefly recounting the driving need, frequency allocations and technical characteristics, but focusing on the development of the UK’s first on-air VDES transmissions. Trials were conducted in early January 2021 off the east coast of the UK, with signals transmitted, under license from the GRAD radio lab in Harwich, received and responded to from equipment fitted to a GLA vessel while at sea.

The paper outlines the trial, test methodology, equipment used, approach to calibration, expected results from modelling and then concludes with the results of the trial, including the signal strength, noise levels and packet error rates. All of this information is then used to refine and support GRAD VDES Coverage models that are also presented.

The VHF Data Exchange System (VDES) is an effective and efficient use of radio spectrum, built on the capabilities of AIS and addressing the increasing requirements for data through the system.

New techniques providing higher data rates than those used for AIS are a core element of VDES. Furthermore, VDES network protocol is optimized for data communication so that each VDES message is transmitted with a high confidence of reception. Of utmost interest is the new terrestrial 100 kHz VDE-TER channel which enables new services to support navigation and communication from shore to ship.

The German Waterways and Shipping Administration (WSV) are involved in research projects which are aiming to make use of the new VDES capabilities, particularly by using VDE-TER. One is the use of VDES for ranging (VDES R-Mode) and another is to use VDES for the transmission of GNSS corrections to provide high accuracy positioning to support automation of shipping.

Since years the WSV has been operating AIS networks at the coast and along inland waterways to support traffic management. The use of VDES-TER is a challenging task, as these new functionalities need to be co-located to the existing AIS infrastructure.

The paper will provide information about theoretical and practical solutions how to cope with the co-location problem, based on the outcome of the appropriate research projects (i.e. R-Mode Baltic and SCIPPPER).

Furthermore the paper will provide practical guidelines for the installation and operation of co-located AIS/VDES services and how effective slot management can be used to optimize service provision in an area.

The European RIS COMEX project offers the opportunity to evaluate new possibilities on digital Aids to Navigation information on inland waterways. AIS and ECDIS have proven their ability to improve safety of navigation. Improved traffic awareness on board is the well-known advantage. However, the existing digital infrastructure of AIS and ECDIS has more to offer: The digital data exchange between ships and shore allows for the provision of dynamic digital Aids to Navigation information and other safety related information.

The project investigates how steadily changing information of an inland waterways can be provided in the framework of Aids to Navigation applications using ASM and ECDIS. For example, information like recommended track in a shallow fairway, ferry crossing, bridge clearance, and signal status of traffic lights can be provided via AIS and be displayed at the onboard ECDIS of an inland vessel.

Intelligent buoys can measure and transmit actual water level information in front of a bridge beside its position, type and operational status.

The purpose of the presentation is to report the results of the project and expand on their impact on the implementation in the technical framework of the European legislation for inland waterways.

VDES (VHF Data Exchange System) has been recognized as a new platform to meet rapidly increased demand for data communication among maritime AIS users. In addition, VDES function can be applied for the maritime domain awareness. A study group organized by OPRI has worked for two years and summarized potential VDES applications. Ship operation data via VDES will greatly help maritime safety inquiry for prevention of marine accidents, i.e., mutually coordinated navigations through VDES will be possible. Electronically identified movements and ID of surrounding ships will reduce the collision risk in advance. To do this, all objects including small vessels and buoys are anticipated to deploy VDES terminals, which should be small and low cost or even free. Compensation of expenditure may include reduction of insurance fee and feedback fee for the data supplier. VDES can be a global marine information platform. Forming an ocean big data by accumulating small packets including sea surface temperature, salinity, depth, water color, and sea state from all of the vessels and objects, maritime domain awareness for the sustainable use of ocean will be extensively promoted. Establishment of an international coordination/cooperation organ for VDES is crucial for easy but well-controlled accessibility for authorized and anonymous uses in multiple security levels. In the meantime, feedback value chain for the data suppliers such as vessel owners should be established. Our discussion is in progress. Updates will be presented.

The use of Global Satellite Navigation Systems (GNSS) has become a primary source of real time geographic positioning information and its association with raster and vector charts has allowed greater situational and spatial awareness of maritime navigation, specially to large draft ships.

This facility improved the risk about safety navigation perception and provided the starting conditions to megaships port access feasibility, in the past.

Beyond navigation, GNSS systems are also primary source of position data for the production of elements of the nautical cartography aiming at vertical and horizontal datums data standardization and the adequacy Marine Aids to Navigation establishment national records.

Still, IMO required accuracy of the position for different applications and phases of navigation often requires even greater accuracy than GNSS single frequency performance could offer, specially related to hydrographic surveys standards.

High accuracy bathymetric data are quite limited in marine geospatial domain of the world's coastal waters and therefore it is also a relevant consideration. Probabilistic models of megaships accessibility evaluation generally rely on real time simulations and generally do not take into consideration many associated parameters uncertainties.

As consequence it underestimates the necessity of severe risk mitigation measures and safety margins. This last parameter is usually considered ultraconservative and faced as an obstacle to maritime transportation efficiency enhancement.

It is a fact that the use of simulators and simulation may imply in the use of models and data of unknow accuracies – the “black box systems”, which aims to replicate real conditions and natural effects.

Although “black box” simulations can achieve apparent good results, its is considered very natural to fail on safety issues, due to the complexity of process of nature machine copy. Like most of simulations it requires simplifications and even the assumption of certain premises. Naturally, the production of doubtful results and information is a real possibility.

From the point of view of the Coastal State, the efficient establishment of AtoN, including visual marks has become one of the most essential maritime service on the behalf of navigation safety, that naturally by definition foster safe and efficient maritime transportation, considering that the dimensions of Project Ships have grown greatly in the last fifty years and the infrastructure of the access channel and they are already operating in a very high risk operation environment, which possibilates some emphases on navigations safety issues.

Several considerations were described about the importance of visual marks under the design aspect of navigation channels and their dimensioning, for which consideration should be given to the limitations of positional accuracy provided by GNSS and the perception that there is an excessive confidence of users-navigators of the information produced by this system and that it is associated with the various elements contained in navigation systems and nautical charts, for which navigation channel designers and Marine Aids to Navigation Administrations should be aware.

Considerations on the accuracy of the navigator's position, bathymetric data (referred depth to a established vertical datum) accuracy as well as the accuracy of the position of floating nautical signs establishment were presented not only by its contribution to AtoN awareness for all navigators, but also because it produces critical mass over some kinds of navigation projects, including marine signalling evaluation.

It has been demonstrated there are implications of the selection of the Design Ship and the depth to be defended by nautical signs (Design Depth) to support navigation safety parameterization and evaluation. Such elements are essential to a proper establishment of nautical visual signs and are supported by the application of international engineering guidelines and best practices related to maritime access channels design, specially, if simulation studies cannot be properly validated.

Buoy is a navigation aids to guide the navigation of vessels, which is of great significance to the safety of navigation. The buoy's design position (posted position), the setting position and the position observed by mariners are not consistent.

How to ensure that the position observed by the mariners and the designed position (posted position) are as consistent as possible is the goal and responsibility of the buoy maintenance units.

By analyzing the historical position data of buoy telemetry, the probability density distribution model of buoy offset is established, and the vector center position of buoy displacement is calculated, and the deviation between the buoy position observed by mariners and the designed position is obtained.

On this basis, combined with the flow direction, velocity, and other factors of the water area where the buoy is located, the reasonable position is obtained. After many times of correction, the actual buoy position observed by the mariners is gradually consistent with the design position (posted position).

This method transforms the traditional experience of buoy offset analysis into scientific big data aided decision-making, which provides a new idea and method for promoting the application of big data in navigation support.

The Aids to Navigation division of the Malaysia Marine Department (MMD) is responsible for the management and maintenance of all AtoN’s along Malacca Straits, Peninsular Malaysia, and Labuan. Malacca Straits is one of the busiest straits in the world and has more than 80,000 vessel movement per year.

In addition, MMD is also responsible for improving the technology of Navigation Aids so that it is constantly updated, in line with current developments and is at an optimal level of efficiency as well as adopting the guidelines set by International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA).

The existing infrastructure consisted of a variety of AtoN’s often installed in earlier years by various organizations and end-users, resulted in a complex inventory of equipment and rising maintenance costs with little benefit for the yachtsmen and shipping industry.

Where the previous maintenance was carried out based on a basic preventive maintenance schedule and an on-demand corrective maintenance, there was a strong need for a more structural approach to meet the current IALA guidelines and recommendations.

This approach creates more attention to the need of innovation, integration of cost efficiency in design, developing of a long-term vision and the interaction with the end-user.

MMD has embarked on a robust Safety of Navigation Procurement plan with the establishment of 298 AIS based remote monitoring system (AIS AtoN), an upgrade of 117 marine lantern to a new LED types, establishing a mercury free for all its lighthouse lights system, and introduce LiFePO4 batteries as replacement to heavy lead acid batteries.

Highly constricted time windows for allowing safe and efficient maneuvering of large ships in confined navigational channels are one of the largest growing sources of congestion in ports worldwide. With increasingly larger container vessel introduced to many shipping routes, this challenge is predicted to grow for years to come.

For decades, several ports worldwide have started to utilize the benefits from online systems that predicts safe dynamic under keel clearance (UKC) transit windows hence providing increase flexibility an capacity over old fashioned static port rules.

In this paper we will present a significant recent improvement to a operational decision support system for the effective dynamic management of safe transit windows through constricted waterways. In addition to incorporating the effect of dynamic UKC, the physics-based operational system calculates dynamic safe transit windows incorporating the constraints of safety in maneuvering with the same level of accuracy as a top tier 3D full bridge simulator.

The paper will provide examples of the operational use of the live system and present the underlying technical framework for how the system uses detailed vessel maneuvering response predictions for deriving practical dynamic thresholds for safe transit planning.

REFERENCES
Mortensen, Thomsen, Harkin, Shanmugasundaram, Simonsen, Nave (2018) Web-Based Operational System for Optimizing Ship Traffic in Depth Constrained Ports, 34th PIANC World Congress, Panama City, Panama. Harkin, Harkin, Suhr, Mortensen, Tree, Hibberd (2018) Validation of a 3D under keel clearance model with full-scale measurements, 34th PIANC World Congress, Panama City, Panama.

RIS COMEX is a CEF funded multi-Beneficiary project aiming at the definition, specification, implementation, and sustainable operation of Corridor RIS Services. 13 European countries had the vison to realize Corridor Management by harmonized Corridor RIS Services. The Services aim to improve safety, efficiency and reliability of inland navigation including positive effects on the environmental protection.

The Partners linked and improved their existing RIS Services to give access to those services not only on a regional level but on national and international level in the European inland waterway network. “Corridor Management” defined three levels of services.

Level 1 is the basic level, with gives static and dynamic information about the infrastructure and fairway required for route-planning.

Level 2 deals with the traffic information to enable reliable travelling times for voyage planning and traffic management. This level is subdivided. Level 2a is about the actual traffic situation and Level 2b will provide predictions of the traffic situation.

Level 3 services will give support to the logistics partners. To reach the goals it is obvious that sharing of information and a common portal are an essential need.

The presentation will show what has been done to reach this goal and going online with "EuRIS-Portal".

The supervision of AtoNs is a major issue for the French State, which ensures the beaconing and safety of maritime navigation in its territorial waters.

On the one hand, it improves the information process for mariners and, on the other hand, optimizes AtoN upkeep and maintenance operations, in order to have a maximum availability rate.

In France, two AtoN supervision tools are used. Each tool works with its dedicated application without the possibility of communication between them.

The Maritime Affairs Department and Cerema are working on the development of a single supervision application. This application will make it possible to receive information from the two technologies present in France and to easily add new materials and new communication protocols. The operation of the application is as follows: the supervision tools transmit information in a known format to the application which translates it into a single format understandable by the operators.

They have the ability to define alert criteria based on data values.

The application will notify these alerts by email or SMS to the agents in charge of managing the AtoNs concerned so that they can act accordingly.

Interest from Brazilian ports and terminals in dynamic UKC Management systems has increased since the issue of a regulatory framework by the Brazilian Maritime Authority in December 2019 (NORMAM 33).

This article presents an overview of projects under development nationwide, followed by a case study of the implementation in Porto do Açu including a description of associated equipment, challenges, results, and opportunities for further improvement.

Nowadays the most important challenges for seafarers are navigation and safety.

The existence of these two commandments is impossible without each other. In the past, the sailors were trying to improve navigation and in today’s globalized world the modern maritime industry is trying to improve navigation as much as possible too. The main purpose of improving navigation is to make it more simple, safer, and understandable for seafarers. Therefore, project is based on it, in particular simplification of navigational marks, such as Buoys, characteristics, which is located on harbor waters and fairways, in order to avoid ambiguity while determine their type and purpose.

Present project offers the way of improvement of IALAs Maritime Buoyage systems’ lights characteristics. Particularly, the method to modify them in such a way, to have possibility of distinguishing the buoys by the color and positioning of Exhibited lights rather than by rhythm, cycle, Sequence, or similar hardly observable parameters.

Here bellow is proposed more simplified light characteristics of each type of MBS marks, where only color and position of lights are main parameters of lights. However, rhythm and Cycles are not playing the leading role in distinguishing of those buoys in the hours of darkness. All proposed light, except of Lateral System Preferred Channel lights are fixed and All-round.

The need to guarantee access at any time to a first-class port on the northwestern coast of the Republic of Cuba led the Navigation Assistance service to take a theoretical-technological leap with the conception of a proactive approach that combined the benefits currently offered by the different technologies used in the field of Maritime Navigation Aids with an organizational model that would allow them to get the most out of them.

From the very conceptual ideas of this approach to its materialization, compliance with the basic principles of the provision of such a service was taken into consideration in terms of increasing the safety of human life at sea, from safety to navigation, of the efficiency in the maneuvers of ships and the protection of the environment.

This document makes it possible to demonstrate the positive results of the application of said approach in the substantial improvement of the provision of the Navigation Aid Service in terms of the increase in the General Availability index of an AtoN system, in addition to providing other value-added functionalities of very useful for boaters.

The Hidrovia Academy for Training in Aids to Navigation, was accredited in June 2017 as an Accredited Training Organization (ATO) by the Naval Hydrography Service as the Competent Authority in Argentina according to the standards established by the World Wide Academy (IALA-WWA). ) to teach the L2 Model Courses to Technical Personnel, being the only ATO in America, enhancing the strength of doing it in Spanish and uninterruptedly in the face-to-face modality, migrating to the virtual modality since the beginning of the COVID-19 pandemic.

Development of the implemented training program:

- Year 2017 - Module 7 and 8 - Racones and AIS-AtoN – On-site
- Year 2018 - Module 2 - Energy Systems - On-site
- Year 2019 - Module 3 - Marine Lights and Lanterns - On-site
- Year 2020 - Module 8 - AIS-AtoN – Virtual in conjunction with Directemar and MSM Academy
- Year 2021 - Module 3 - Marine Lights and Lanterns – Virtual in conjunction with MSM Academy
- Year 2022 - Module 11 - Maintenance of Aids to Navigation Structures - On-site

This successful experience in Latin America validates the strategic vision of the World Wide Academy to develop in a standardized way and at a global level technical capacities and suitability of the human resource that participates in the maintenance tasks of the Aids to Navigation, thus creating a network for the dissemination of content and shared experiences, generating synergy in pursuit of safe navigation.

The participation of the Organizations in the implemented training program is reflected in the attendance of 136 members from 15 countries, Argentina, Chile, Colombia, Costa Rica, Cuba, Ecuador, USA, El Salvador, Spain, Guatemala, Nicaragua, Panama, Uruguay, Peru and Venezuela.