Technical Session 9 – Aids to navigation heritage - Discussion forum

Technical Session 9 – Aids to navigation heritage - Discussion forum

Chair:    Christian Lagerwall (Sweden)
Vice Chair    Carmen Martinez (Spain)

Introduction by Chair
...
The following papers were submitted for consideration by the forum:

Preservation of Historical Fresnel Lens by Bearing Rotation System and Seismic Isolation System, Mr Hajime Kanda and Mr Makao Yamamoto, AtoN Engineering Division, Maritime Traffic Department, Japan Coast Guard

Presented by Cdr Hideki Noguchi
Large Fresnel lenses have been in use for many years as marine aids to navigation and thus have high historical value.  However, such large Fresnel lenses and their rotating system and mercury baths are very vulnerable to earthquake and nowadays it is almost impossible to reproduce them due to the cost.  Therefore the Japan Coast Guard has developed two special systems in order to preserve these large Fresnel lenses.  One is a bearing rotating system that replaces the mercury bath with ball bearings and another is a seismic isolation system that mitigates the movement of earthquake.  The presentation introduces these two systems.
1    The key points of the presentation were:
2    Preservation of historic Fresnel lenses.
3    Bearing rotating system.
4    Seismic isolation device.

Alternative use of lighthouses in Norway; obligations and positive effects of heritage emphasis, Arve Dimmen, Norwegian Coastal Administration

Presented by Arve Dimmen
The recent automation of lighthouses has led to a major shift in operation where the need for manned lighthouse stations is virtually non-existent.  As a result of this, properties and buildings no longer needed for the operation are in risk of severe damage due to lower maintenance and infrequent watch.  Many of the lighthouses and the surroundings are of considerable historic value; in Norway the Heritage Authority has listed 83 as heritage monuments according to The Act of Heritage.
In Norway, each governmental ministry is responsible for taking care of the heritage and cultural history within its areas of operation.  This includes both the documentation of the heritage value of the objects, as well as the preservation and maintenance of them according to the standards required by the Heritage Authority.  One solution to avoid the economical and practical challenge that face a Lighthouse Authority is to sell lighthouses and surrounding buildings in order to reduce the maintenance costs.  This was also done in Norway, and in the period from 2004 to 2006, 18 lighthouses were sold.
However, Norway has also experienced that it is possible to reduce the maintenance costs without selling the lighthouses.  Instead of selling, the lighthouses can be leased out to other bodies.  By retaining ownership, we still have the opportunity to guide the development of the lighthouses, and they can be preserved as heritage objects under the control of the lighthouse authority.
When leasing lighthouses, other organisations can administer the site, and one important criterion is to allow public access to the lighthouses.  People can enjoy the sites as well as understand the history and importance of lighthouses, as part of the local, national and international cultural history.
We will in this article explain how we have established co-operation with other bodies, such as county or municipal authority, non-governmental organisations (NGO), voluntary organisations and private promoters or commercial companies.  Furthermore we will give examples of lighthouses that are opened for the public and describe the alternative use of them.  In 2008 NCA has put approximately 70 Lighthouses on lease contracts
The key points of the presentation were:
1    Competence within own organisation:
a    Heritage manager;
b    Engineers, mariners, craftsmen.
2    Lighthouse museum:
a    Focal point for practical and theoretical challenges concerning heritage or maritime cultural history;
3    Co-operation based on leasing contracts
a    all alternative usage of the lighthouses should be in the public interest;
b    prioritize "tenants" in the following priority:
i    County- or municipal authority;
ii    Non-governmental organisations (NGO) or voluntary organisations;
iii    Private persons or commercial companies.
4    Networks, workshops, profiling
c    take part in many different networks to promote and ensure the heritage values;
d    important to keep the holistic view on the issue of heritage;
e    IALA’s EEP Committee is an important international arena for exchanging ideas, methods and best practice.

Managing Alternative Use of Light Structures, Lyndon O’Grady, Australian Maritime Safety Authority

Presented by Gerry Brine
The Australian Maritime Safety Authority (AMSA) has many years of experience in managing the alternative use of light structures.
In particular, this paper will outline how AMSA manages tourist access to its traditional lighthouses.  Currently, there are thirteen towers open to the public and a further two in the process of being converted for public access.  AMSA has to deal with state government lessors and private tourism licence holders in managing these arrangements.
The paper will discuss the licensing conditions that AMSA has in place with third party operators and the Building Code of Australia (BCA) recommendations for building alterations required to make towers safe for public access.
Case studies of Macquarie Lighthouse in Sydney (site of Australia’s first lighthouse) and Table Cape lighthouse (built in 1888) located in Northern Tasmania, will be used.  Macquarie Lighthouse has undergone a significant internal refurbishment to preserve the fabric of the structure and enhance the visitor experience.  Table Cape lighthouse is currently undergoing conversion to allow safe access to the public and is expected to be open in 2010.  The case study will detail the processes involved in opening this particular tower which is fitted with an AIS base station and has also undergone a recent full low voltage electronics upgrade.
The presentation also discussed the AMSA Guide Training Course and the recent Self Accreditation Guide Training Course being implemented at a number of sites.
The key points of the presentation were:
1    How AMSA manages tourist access to its traditional lighthouses.
5    Alterations needed to buildings prior to opening to public.
6    Training of guides.
7    Use of specialist expertise in refurbishing historic lighthouses.

Challenges in the Preservation of Historical Lighthouses in Chile, James Crawford, Armada de Chile

Presented by James Crawford.
With the aim of conserving historical lighthouses in Chile, the Maritime Aids to Navigation Service has developed three strategies: a renewal plan, the proposal of lighthouses as historical monuments and the loan for use of them.  The first strategy is the renewal plan, which allocates funds to the maintenance of aids to navigation structures and facilities, especially those of historical value.  The second one was the proposal to the Government to proclaim Serrano, Magdalena Island and Cabo Posesión lighthouses as historical monuments.  The proclamation of these lighthouses was accompanied by legal protection by decree of cultural assets, which implies the guarding of facilities and avoiding their destruction.  The third strategy corresponds to the execution of a commodatum contract [loan for use] for San Isidro and Magdalena Island lighthouses, which implies the allocation of funds for the rebuilding of their facilities.
The key points of the presentation were:
1    Problems faced by the Chilean Maritime Authority during the lighthouses conservation process.
2    The experience with lighthouses considered within the renewal plan.
3    The experience with lighthouses proclaimed Historical Monuments.
4    The experience with lighthouses under commodatum contract regime.

To maintain and preserve: The case of the Amedee island lighthouse (New Caledonia), Vincent Guigueno, Direction des Affaires Maritimes - France

Presented by Vincent Guigueno
Opened November 15, 1865, Amédée lighthouse has operated for over 140 years the access to Noumea, capital of New Caledonia.  Symbol of the French colonial presence in the Pacific, the iron tower occupies a unique place in the architectural history of lighthouses.  The island on which the lighthouse is built, located 12 miles from the mainland, became a place of leisure and tourism after the Second World War.  Boats from Noumea and Australian ships came to enjoy the extraordinary environment of Amedee.  In the 1950s, the lighthouse keepers had to monitor these recreational activities.  Reception facilities were built in the early 1980s.  The area around the island became a marine reserve under the responsibility of the South Province of New Caledonia.  In 1994, the lighthouse was automated.
The paper, after a brief history of visits to Amedee Lighthouse, will show how the lighthouse authority, local authorities and tour operators combine tourism and sustainable development of the island.
The key points of the presentation were:
1    New Caledonia.
2    Lighthouse heritage;
3    Sustainable development.

Venezuelan Modular Lighthouses Project, Carlos Guillermo Ortigoza Vecino, Venezuelan Navy

Presented by Carlos Guillermo Ortigoza Vecino
The Venezuelan Navy, operates around 100 lighthouses in its national waters, the first of them built in 1842.  A modernisation plan started in 1999, which included the replacement of 16 working lighthouses and the construction of 12 new ones on the maritime and insular coasts of the country.  To accomplish this plan, a technology to satisfy the following principles was developed: a geographic scope greater than 15 NM; the production and installation on site at a low cost; a long or even everlasting structure; eventually, this would constitute a resource which should enable exploitation as a tourist attraction.
The project ‘Venezuelan Modulars Lighthouses’ consists in main building of concrete and fibreglass structural reinforced, approach of 36 to 120 feet focal plane.  Besides all the virtues so far mentioned, it will incorporate specific methodologies to avoid the degradation of the environment when installing the new devices.  These lighthouses increase the security rate on shore and reduce aquatic accident risks, especially from oil and other petroleum products and improve the international perception of the country, which may influence positively the tourist in the Caribbean area.
The key points of the presentation were:
1    Brief historical review of Venezuelan AtoN; development and evolution systems.
2    Goals.
3    Environmental aspects considered and feasibility of implanting the project.
4    Views of Venezuelan Modular Lighthouses Models.

"An Ocean in Mind" Ancient holistic navigation methods - e-Navigation without electronics? Hendrik Eusterbarkey, German Federal Waterways and Shipping Administration

Presented by Hendrik Eusterbarkey
An holistic approach to the art of navigation in the framework of human culture shows the human ability of perception and cognition in interaction with nature.  An example for this is the old art of navigation in Oceania.  The old navigators were travelling with their canoes in an area of over 10 million square miles which forms the biggest cultural area on this earth.
They had a broad experience of how to draw conclusions from the ‘speak of the sea’ by observation of winds and clouds and birds and marine creatures.  They were able to perceive the direction of the waves for defining their sailing directions.  They used methods of observing the stars for navigation, bypassing instrumental measurement and mathematical formula and carried out without any instruments and technology on board.
The fascinating holistic approach of these ancient mariners with a unity of feeling, thinking and intuition should be kept in mind when creating and using modern navigation systems.  Human cognitive ability and the ability of holistic perception of the environment for achieving situational awareness is a basic factor for navigation, may be nowadays more than in any time before.
The key points of the presentation were:
1    Human cognitive ability and the ability of holistic perception of the environment for achieving situational awareness is a basic factor for navigation.
2    Nowadays – may be more than in any time before – an holistic cognition and sentience of the ocean, the marine environment and the whole space is essential for a mariner as a framework and as the last back-up to technical means.
3    Human cognitive ability and holistic perception as a basis for achieving situational awareness should be design aspects for an e-Navigation environment on the ship and in the shore-based facilities.

Technical Session 8 – Emerging Technologies – Part 2

Technical Session 8 – Emerging Technologies – Part 2

The recapitalisation of the GLA’s marine differential GPS network, Dr Nick Ward, Dr Alan Grant and Mr Seamus Doyle, General Lighthouse Authorities of the United Kingdom and Ireland, Mr Richard Tomkins, Northern Lighthouse Board

Presented by Mr Seamus Doyle
The mission of the General Lighthouse Authorities of the United Kingdom and Ireland (GLAs) is to deliver a reliable, efficient and cost-effective Aids to Navigation (AtoN) service for the benefit and safety of all mariners.
The GLAs provide a maritime differential GPS (DGPS) service, which was installed nearly a decade ago.  While it was state of the art at the time, it is now nearing the end of its operational life and in need of replacement.  The present system may not meet all the requirements set out in IMO Resolution A.915(22) for Future GNSS and may not meet the needs of emerging applications with the further development in the various GNSS constellations.
This presentation described this recapitalisation project, including information on the project cycle; a description of the user requirements; available options and the selected system design along with the progress to date on this important marine Aid-to-Navigation project.
The key points of the presentation were:
1    The need for DGPS.
2    Strategy for recapitalisation of DGPS.
3    The GLA DGPS network.
4    Progress on recapitalisation of GLA DGPS.
5    Future upgrades of DGPS.

The use of an Under Keel Clearance Management System as an AtoN in the Torres Strait, Mr Mahesh Alimchandani, Australian Maritime Safety Authority

Presented by Mr Mahesh Alimchandani.
Under Keel Clearance Management (UKCM) systems are being increasingly adopted at ports, both as a means to enhance the safety of navigation and to increase the efficiency of shipping transportation.
Navigation in the Torres Strait is very demanding due to limiting depths, narrow shipping lanes and numerous reefs, coral cays and islands.  Additionally, transiting ships can expect to encounter strong tidal streams and trade winds, complex tides and reduced visibility in the wet season, as well as occasional cyclones.
The Australian Maritime Safety Authority (AMSA) has recently embarked on the implementation of a UKCM system for the Torres Strait.  The objectives for introducing UKCM are to validate the existing safety margin for deep draught vessels transiting the region and evaluate the appropriateness of the current maximum draught limitations.
It is expected that the UKCM system will enhance the safety and efficiency of navigation which will help protect the sensitive marine environment.  This in turn will benefit the Australian community and shipping industry.
UKCM in the Torres Strait is perhaps among the first few being deployed in a coastal environment.
The presentation described the operational model for UKCM, as envisaged by AMSA.  It also described the business services required of the system and the various utility services to support those business needs.
The key points of the presentation were:
1    UKCM systems are now sufficiently mature and there is high uptake of pilotage in the Torres Strait for AMSA to introduce a UKCM system.
2    OMC International Pty Ltd, a Melbourne based company, has been selected as the preferred tenderer through an open tender process in 2009.
3    AMSA is implementing a UKCM system firstly to validate the existing safety margin (minimum net UKC) and secondly to evaluate the appropriateness of the existing maximum (12.2m) draught regime.
4    AMSA does not intend to consider any increase to the current maximum draught limit until it has verified the existing safety margin and then only if it is satisfied that it is safe to do so.
5    The operational model envisages three operational stages – voyage planning, transit planning and UKCM-assisted transit stages.

Birds plague laser control and WiFi technologies applied to environmental control improvement in port areas, Captain Enrique Bernabeu and Mr José G Escudero, La Maquinista Valenciana, Spain

Presented by Captain Enrique Bernabeu.
Environmental control is part of our future responsibility.  LMV tries to make use of new technologies, available in the market, to solve problems existing in port areas.
It was indicated that a communications system, which will allow free of charge, real time communication with hundreds of devices inside a port area within a 50Km radius, over a private IP network using wifi / wimax / zigbee technologies, including transmission of pictures and video in real time, will be available very soon.
A sample practical application capable of being implemented thanks to this technology was illustrated; an environmental control buoy, used to establish a network of sensors for water quality control in port areas.
An alternative was a potential solution to a traditional problem in port areas related to storing grain; birds, from seagulls to cormorants have always been an unavoidable problem but LMV showed a new laser technology, already applied at airports to reduce the problem without harming the birds and respecting environmental policy.
The key points of the presentation were:
1    Wifi / wimax / zigbee systems.
2    Networks of sensors for environmental control.
3    Water quality network systems.
4    Bird control in grain stores in port areas.
5    New technologies applied to ports.

Assessment of Shoal Bank Movements via Earth Observation, Related to Re-positioning Needs for Aids to Navigation, Dr Sally Basker, Ms Michelle de Voy, Mr Martin Bransby, Dr Alan Grant, General Lighthouse Authorities of the United Kingdom and Ireland and Dr Ian Thomas and Dr Gordon Keyte, British National Space Centre

Presented by Mr Malcolm Nicholson (GLA of UK and Ireland)
The General Lighthouse Authorities of the United Kingdom and Ireland (GLAs) and the British National Space Centre are collaborating, through the UK Government Information From the Space Sector initiative, to determine if satellite Earth Observation (EO) techniques can be used to monitor dynamic shoal environments.
Initial work shows that Synthetic Aperture Radar imagery can be used to show the location and shape of shoals and can be obtained in all weather conditions and at night.  The aims of the assessment are: to identify if a change in a shoal has occurred; detect changes in shoal morphology; and the effect of this change on the surrounding shoals near navigable channels.  The outcome of the assessment will determine whether examining EO data could be a tool in cost-effective scheduling and reduction of in-situ monitoring by survey vessels.
This presentation outlined how growth in marine leisure activities, the proliferation of high-speed craft and changes in traffic patterns, place new demands on the GLAs.  It then introduced results from a feasibility study of EO data gathered from around GLA waters and summarised the potential benefits for AtoN service providers.
The key points of the presentation were:
1    Shoal monitoring.
2    Navigable channels.
3    Surveying shoals.
4    Earth observation.
5    Synthetic aperture radar.

Discussion – Technical Session 8 Part 2 (papers 6 - 9)

Responding to three different aspects of the use of the UKCM system in the Torres Strait, Mahesh Alimchandani said that he could not communicate the cost of the system as it is a private commercial affair.  Regarding the updating of the system with real tide conditions if they differ from the prediction, he explained that the information provided to the ship is a near real time update of the actual conditions, with alarm and recalculation of the passage plan if necessary.  Regarding liability, it has still to be sorted out and formulated, but general principles apply: the service provider is responsible for the calculations, AMSA is responsible for the sensors and the hydrographic service is responsible for the outcomes of the hydrographic survey.
Malcolm Nicholson confirmed that GLA used the SAR (Synthetic Aperture Radar) systems to detect changes of shoal bank from satellite, but other parameters can be used as bathymetry as proposed by Spain; furthermore, results would be better if the waters to survey are less turbid which can be the case around Spain compared with the waters around UK.
When asked if, by allowing master or shipowners to assess their passage plan one year in advance, is there not a risk that several large ships choose to cross the Straits at the same time, during the most favourable slot.  Mahesh Alimchandani explained that indeed it is possible to interrogate the system one year in advance but one can expect that it is to collect first rough information.  However, yes, it means that there is a need for organising the traffic.
Answering a question on squat, Mahesh Alimchandani said that the system calculates the squat effect and that is one of its main output.  He added that the system does not input the information from the shipborne echo sounder, but one can expect that that information is checked independently by the bridge team.
Professor Ma asked why the GLA investigates different technology, such as RTK, during the preparation of the recapitalisation of the DGPS network as ships cannot use that technology.  Seamus Doyle explained that at first they decided to look at all possible providers and users; but at the end the IALA DGNSS recommended system was choosen.
To conclude the session Professor Ma referred to the history of technical progress during the last century, in general and in safety of navigation matter in particular.  e-Navigation has just appeared as a new step forward or as a new dream However, all know that many dreams come true.

Technical Session 8 –Emerging Technologies – Part 1

Technical Session 8 – Emerging Technologies – Part 1

Chair:    Mr Ma Jianshe (China)
Vice Chair    Mr Seamus Doyle (Ireland)

New Solid State frontier on radar technologies, Mr Sergio Gollone and Professor Michele Fiorini, SELEX Sistemi Integrati - Italy

Presented by Mr Sergio Gollone
Traditionally ‘solid state’ is associated with Air Traffic Control (ATC) radars while tube technologies are synonymous with Vessel Traffic Service (VTS) and Homeland Protection (HP) radars.  This historical division was based on the fact that the transmitted spectrum and dynamic resolution of solid state transmitters (TX) were not appropriate for VTS and HP applications.  However, solid state technology is now mature to remove these limitations.  The LYRA 50 series, thanks to a fully solid state architecture, gains coherent signal processing, low transmitting peak power, low voltage supply, high compactness, high reliability and capability of transmission on multiple frequencies.
In the LYRA radar family Wideband Frequency Modulation (WFM) is used to minimise the electromagnetic compatibility impact and is helpful in reducing interference from other radiating systems.  The joint use of multi-frequency diversity and pulse compression (both digitally performed) allows low peak power long pulses, while a proprietary side lobe suppression algorithm reduces the pulse compression side lobe and its time stability at different environmental conditions is obtained by calibration algorithms.
The presentation showed results collected during the performance evaluation campaigns of the LYRA radar family and a demonstration of the achieved operational benefits on-live traffic recordings.
The key points of the presentation were:
1    Solid state radar technology had now advanced sufficiently to make it suitable for VTS application.  Performance in terms of lower power, cost effective than existing marine radar systems.
2    Drawbacks of Magnetron radar include small operational life, non coherent processor and phase coded waveforms and Doppler filtering is not allowed;
3    Benefits of fully solid state final amplifier include a long, failure-free life, graceful degradation of system performance, coherent processing possible and high duty cycle.  LYRA 50 doppler processing  improves detection in presence of rain and sea clutter, scan to scan correlation tracking performances using proprietary scan to scan correlation algorithm is used for sea spikes suppression.  Multi frequency transmission is especially effective in the case of rain clutter, where the number of scattering source is high.
4    LYRA 50 is operative in Yemen, (National Yemen VTS Project) where two radars sites monitor the Aden area.  The radars detect the movement in the Gulf of large vessels and small wooden boats used by local fishermen

New Technology Radars and the Future of Racons, Dr Nick Ward and Mr Martin Bransby, General Lighthouse Authorities of UK and Ireland, and Captain Robert McCabe, Commissioners of Irish Lights

Presented by Dr Nick Ward.
In 2004 the International Maritime Organisation approved a new radar performance standard (MSC Resolution 192(79)), which from 1 July 2008 removed the requirement for new S-Band (10 cm) radars to trigger racons (radar beacons).  This was intended to facilitate the introduction of cost effective, coherent processing techniques that should enable future radars to have an improved performance in sea and rain clutter. Potentially, it also allows more stringent limits to be considered on spurious and out of band emissions of marine radars, increasing the efficiency of radar spectrum use.
The removal of the requirement to trigger racons does not necessarily mean that racons will be unusable with NT Radars.  They may work at a reduced, but acceptable range; NT Radars could be designed to trigger racons, whilst retaining their other performance advantages; alternatively existing racons could be modified to work with NT Radars or new racons designed to do so.  Calculations of performance with the first of the NT Radars (Kelvin Hughes Sharpeye) indicate that existing racons will perform, but with reduced range.  The extent of that reduction in range and its significance has now been determined in trials carried out using the Irish Lights vessel GRANUAILE.
The results of these trials were reported, with recommendations on the strategy that might be adopted on the future use and development of racons.
The key points of the presentation were:
1    Results of trials to compare S-Band racons with new technology radar compared to X-band radar.  Six racons installed in various different sites (lighthouses, pier, buoy, LANBY etc), and either modern solid state or old design units were tested.
2    Results showed racon triggering ranges achieved by the NT were much less than X-Band radar except for a new technology racon with enhanced reception capability which achieved over double.  The clarity of response was better for S-Band radar at short range in clutter than X-Band.  Recommendations from the trials are:
•    Modification of existing racons to improve their response to NT radars should be considered in consultation with racon manufacturers. Modifications could include: increasing the receive sensitivity, removing the scalable response, designing the racon to detect, and respond differently to NT radar.
•    The differences in racon performance during these trials indicate that better standardisation of racons should be considered.
•    IALA should be invited to consider the results of these trials when discussing its strategy for the future of racons.

A Next Generation Solid State, Fully Coherent, Frequency Diversity and Time Diversity Radar with Software Defined Functionality, Mr Jens C Pedersen, Terma AS - Denmark

Presented by Mr Jens C Pedersen.
Coherent, Solid State Radar technology has been available for military applications for decades, but it did not penetrate into VTS for cost and technical reasons.
Technically, the main challenge has been that the dynamic requirement to VTS radar is much higher than to other radar applications.  However, new radar technology, virtually unrestricted by dynamic constraints, has now been developed and is in operation for military applications.
To make this affordable for VTS and other applications for professional users, well-renowned advantages and new functions are implemented on a new technology platform.  Methods are further refined and the outcome is software defined radar series, tailored to individual market segments and featuring:
•    Even smaller target detection;
•    Improved resolution;
•    Improved frequency diversity;
•    Even better all-weather processing capability;
•    Sub-clutter visibility for targets moving radially and having speeds different from clutter;
•    Easy system configuration and integration into systems of systems;
•    Substantially reduced requirements to maintenance.
The new technology includes faster processing than ever, novel low voltage - low temperature (long life) solid state transmitters, enhanced receiver technology, very high speed coherent sampling on IF, floating point representation of data, low time-sidelobe pulse compression, loss-free signal processing and several other improvements.
The key points of the presentation were:
1    Until now, technology did not allow fully coherent solid state radar to meet the requirements for VTS and Coastal Surveillance.
2    Handling clutter in a high elevated radar, looking into the waves from shore to the sea, is 10 fold more difficult than when being low on a ship.
3    Development of Terma’s marine solid state radar unit commenced 3 years ago and first production units are being delivered in 2010.
4    One performance goal was to meet and exceed the IALA V-128 recommendation, and also to be able to configure to all 3 recommendation levels, basic, standard and advanced. System implemented in advanced form rather than basic will generate more immediate cost benefits.
5    Transmits low power 20% of time.  A mixture of long and short transmissions ensure simultaneous short and long range coverage.
6    The power can be varied in sectors to further reduce illumination of built up areas.  This will reduce the cost associated with spectrum pricing which is becoming an issue in some countries.
7    Coherence means that the amplitude and phase of signals during transmission and reception is known.  This is the base for pulse compression and for extracting doppler information from the signals.  However, there are also new unwanted effects.  Antenna side lobes are known in azimuth.  By nature, side lobes will also occur in range in pulse compression radars.  In this radar the side lobes are not suppressed.  One of the big achievements made is that the side lobes are very low by design therefore able to see a small target near a large structure.

Four-Season Lighted Buoys, Captain Richard Moore, Canadian Coast Guard

Presented by Captain Richard Moore.

In Canada, AtoN service delivery is complex and costly due to the size of the country and particularly harsh winter conditions.  The situation on the Saint-Lawrence River, in Eastern Canada, presents additional challenges with its 900-kilometre commercial waterway open all year-round and severe environmental conditions.  The Canadian Coast Guard has developed a buoy that can remain in position for two (2) years without needing maintenance.  This buoy provides lighted and radar service 9 months of the year and can withstand winter ice pressure for the remaining 3 months.
The key points of the presentation were:
1    Current buoying system involving ice-free and ice-withstandable buoys.  St Lawrence river presents considerable climactic conditions for vessels including ice, strong currents and tidal variations.  Retrieval prior to winter can be hazardous if delayed at all.
2    Project presentation and performance requirements for 4-season buoy development. Desired buoy performance specifications include being maintenance free for minimum of 2 years on station.
3    Trials results meets all performance criteria in <=5n current.
4    Challenges include better paint resistance to abrasion, adequate battery constraint within the buoy chamber.
5    The next step of this project is to further test the lantern performance.  More testing will determine if water ingress was accidental or if the conditions in which the lantern must operate exceed its capacity.
6    Potential benefits of the new buoys include possible reductions in Floating Aids Program cost, replacement of two buoy systems, reduced stress on vessel’s operations and potential use elsewhere in Canada.

Ultra Capacitors as Energy Storage in Self Contained Lights, Mr Jonas Lindberg, Sabik Oy, Finland

Presented by Mr Jonas Lindberg
Conventional battery technologies have a number of limitations and issues when used as an energy storage in a high quality self contained lantern.  The main issues are limited lifetime, limited number of charge cycles, reduced performance in high and low temperatures, environmental issues as well as problems related to long-time storage.
Ultra capacitors already outperform conventional batteries in all of the above areas but are larger in size and have a leakage current far beyond today´s conventional batteries.
This presentation describes how ultra capacitors can be used in self-contained AtoN by using a combination of new generation LEDs and ultra low power electronics with high efficiency.
The key points of the presentation were:
1    Optimizing optical and electrical performance to match ultra capacitor. Adding a filter in front of the step up converter can reduce ?.  Power consumption between flashes is minimal (5MiW)
2    Ultra Capacitor leakage current vs. state of charge is very easy to measure.
3    Energy calculations. 14 days autonomy can be achieved
4    Ultra capacitors are still expensive compared to lead-acid batteryLow energy density so are about 10 times larger than equivalent lead-acid battery and have a high self discharge when fully charged.  Liable to permanent damage in extremely high temperatures (>85°C)
5    Ultra capacitors can be stored empty, have an extremely short charge time and a very long lifetime (they do not limit service life of the lantern). They also have a very high charging efficiency (>99%)

Discussion – Technical Session 8 Part 1 (papers 1 - 5)

Nick Ward was asked if the GLAs undertake any trials with S-Band radars SARTs.  However, Jens Pedersen from Terma responded that it would be less expensive to modify racons than to increase the sensitivity of S-Band radars
Jens Pedersen was asked if the new solid state radars were in production yet, to which he replied that they are; production started in January 2010.

Technical Session 7A – e-Navigation and Emerging Technologies

Technical Session 7A – e-Navigation and Emerging Technologies

Chair:    Mr Jorge Arroyo (USA)
Vice Chair    Mr Christian Lagerwall (Sweden)

Virtual Aid to Navigation - What are we waiting for??, Mr Michael Skov, Danish Maritime Safety Administration

Presented by Mr Michael Skov.
‘Denmark replaces all traditional Aids to Navigation with Virtual Aids to Navigation!’
This statement is a provocation, I know, and it is not likely to be true in the near future.  We have a lot of unsolved challenges such as integrated bridge system ability to display virtual AIS as an AtoN symbol.  Furthermore it is important to realise that shipping, as modern as it seems to be, is very conservative and changes are not implemented over night.
The presentation showed examples where virtual AtoN were used for submerged wrecks.  Although safety messages were used, several vessels passed quite close to the wreck position.  This showed that virtual AtoN were not as successful, in these cases, as was expected.
Virtual waypoints have also been used in an attempt to get ships to alter course at a particular waypoint in a new traffic separation scheme.  However, this was discontinued after a few weeks as vessels were not altering and going aground.
Virtual AIS was used on a buoy in the Drogden Channel.  However, one ship did hit the buoy in spite of this.
Virtual AIS as an AtoN is just another tool in our AtoN toolbox and it can be used by itself successfully in some cases and together with other aids in other cases such as marking of fairways in certain areas.  It is important to take up the challenge with the gaps in display requirements, symbology and recognition by mariners and to use virtual AIS in combination with safety related messages for emergency response purposes.  Virtual Aids will not yet replace the conventional ones although they are very useful in emergency response cases.
The key points of the presentation were:
1    Virtual AIS as emergency response.
2    Virtual AIS waypoints.
3    Virtual AIS as an Aid to Navigation.
4    Synthetic AIS on offshore structures.
5    Future use and challenges.

Navigating eLoran: challenges and the way forward, Dr Sally Basker and Mr Paul Williams, General Lighthouse Authorities of the United Kingdom and Ireland

Presented by Dr Nick Ward (GLA of UK and Ireland).
Global Navigation Satellite Systems (GNSS - e.g. GPS, GLONASS, Galileo) underpin much of our critical infrastructure, are already tightly integrated into ship-borne and shore-based systems, and will underpin the International Maritime Organization's e-Navigations system.  However, GNSS are fragile and subject to intentional and unintentional interference.
The requirement is for resilient positioning, navigation and timing: it needs to be inherently reliable, secured against obvious external threats and capable of withstanding some degree of damage.
A single, cross-sector solution that augments GNSS with an independent, dissimilar and complementary system is best for users: they will benefit from economies of scale to keep equipment costs low; existing networks - user, technology, business and regulatory - can be exploited; and all this will lead to lower long-term average costs than any other approach.
eLoran is the only candidate that can be deployed in a timely fashion.
The presentation gave an overview of eLoran before discussing the drivers and requirements for eLoran.  eLoran technology was then described.  The GLAs’ eLoran trials in the Orkneys were summarised and the presentation concluded by summarising future challenges.
The General Lighthouse Authorities have held two sets of GPS jamming trials in 2008 and 2009 to
understand the impact of a loss of GPS on the safety of navigation. The following are some of the conclusions which were drawn from the trials;
•    The precise impact of GPS jamming on a vessel depends on the bridge fit, configuration and level of system integration.
•    DGPS – this alarmed when the GPS positioning input was lost and had a knock-on effect on the position reporting on the ECDIS and the AIS.
•    AIS – this alarmed when the GPS positioning input was lost. AIS lost its ability to identify the bearing and distance of other ships and AIS AtoNs.  Other ships and the vessel traffic services perceive the jammed ship to be in the wrong place.
•    GPS receivers – one was affected to such an extent that it would not track GPS satellites automatically.  The solution was to turn off the receiver for about an hour to force a cold start.
The key points of the presentation were:
1    Increasing reliance on GNSS.
2    Vulnerability of GNSS to interference.
3    Need for a back-up; eLoran is the best option.
4    eLoran performance demonstrated.

Portable Pilot Unit: A challenging e-Navigation application for Germanys most frequented port approach River Elbe, Captain Dietmar Seidel, German Federal Waterways and Shipping Administration

Presented by Mr Jan-Hendrik Oltmann.
The river Elbe is Germanys most frequented fairway. Approximate 80.000 vessels p.a., among them a significant number of Container Megacarriers and deep draught bulkers, use this fairway to reach ports like Hamburg, Brunsbüttel, Cuxhaven and Stade.
The continuous rise in number of vessels as well as the increase of size of vessels made the anticipation of additional e-Navigation tools necessary to grant safe and efficient traffic flow. Portable Pilot Units were considered to be the adequate tool.
The PPU for river Elbe is designed to fit pilots and VTS requirements.
STEP 1: since the Elbe is an estuary with high morphological activity and sedimentation, continuously
updated sounding plans are displayed within an ENC chart, converting the ENC to a bathymetric ENC (bENC).
STEP 2: up-to-date tidal information will be integrated to enable shipping to be continuously aware of available water level.
STEP 3: The Under-keel-clearance-management (UKC) module combines the sounding and tidal
information with vessels specific (squatting) characteristics.
STEP 4: the last module will integrate a logistic port planning tool.  Passage of vessels shall be optimized not only in nautical but as well in commercial parameters.
The presentation discussed several attempts at providing the pilot with a picture, which was not cluttered with an overload of bathymetric data.  Tidal windows were also introduced to assist the pilot during the waterway transit.
Portable Pilot Units and their design are no secret science.  They only have to reflect state-of-the-art of science and technology and be embedded into proper seamanship. Proper seamanship is the basis, which will never be unnecessary.  Insofar, Portable Pilot Units are just another tool. A fascinating one that opens up a multitude of additional chances. We should take them.
The key points of the presentation were:
1    Portable Pilot Unit (PPU) for the Elbe estuary and approaches to Hamburg.
2    Optimization of safety and easiness of traffic in limited fairway.
3    Implementation of current bathymetric data into an ENC.
4    Field trials and tasks.
5    Further steps in PPU development.

National Aids to Navigation Authorities Acting as a ‘Trusted Third-Party Marine Information Provider’, Mr Christian Forst, German Federal Waterways and Shipping Administration and Professor Jens Froese, Technische Universitaet Hamburg-Harburg (TUHH), Germany

Presented by Professor Jens Froese.
Intelligent information and communication technologies show a great potential, in increasing the effectiveness of the infrastructure if they cover the entire logistics process, including: on board navigation, waterways and harbour management, terminal management as well as other logistic services provided in the maritime environment.
Value-added services should be defined and implemented globally.  However, developing one global integrated system cannot be the aim, there needs to be freedom for individual solutions, but effective interoperability of existing and emerging systems allowing for a maximum of freedom concerning information format and content.
Main prerequisites to implement proper value-added services are the willingness of all stakeholders to comprehensively exchange all relevant information throughout the entire logistics process chain and to develop a coherent process “landscape” to allow easy and consistent allocation of all issues of relevance.
A major obstacle is the variety in combination of tasks, roles and responsibilities throughout the stakeholders.  To overcome this heterogeneity a strict process-oriented approach has to be followed.
The use of Portnet in different parts of the world was discussed as a data connectivity backbone.  The goals are safety and security of shipping, protection of the environment, improving knowledge and facilitate business networking.  The pros and cons of data sharing were also discussed.
Traffic data is the main trigger.  It is important to identify the functionality first and then specify the appropriate software.  The CIMOSA process capturing scheme allows to mirror existing systems.  In case of system design or reengineering structured modelling is required to define processes optimised to achieve specified goals.  CIMOSA also provides a usable approach.
National Aids-to-Navigation Authorities are major stakeholders in the entire (maritime) logistic process.
Mostly being responsible for the safety and efficiency of maritime traffic they are authorised to collect and process all relevant data from shipping. Mandatory ship-reporting systems, VTS based on radar, AIS and VHF communication are established and operated, in general following relevant recommendations and guideline issued by IALA.
Considering the potential benefits of a world-wide harmonized information- and communication-system it is recommended that:
•    IALA should prepare a guideline on how to carry out a process analysis, to make sure that identical or almost identical processes world-wide are identified and evaluated based on a common method and standards.
•    IALA should develop a web-based tool providing generic processes as a basis for the individual analysis to be carried out under the lead of National A-to-N Authorities.
•    IALA may consider to act as a registrar for a domain map to represent coherent application areas on a world-wide basis.
•    IALA set up a recommendation to encourage National Members to act as “Trusted Third Party Marine Information Providers” and give guidance on how to develop and implement “Value-added” services to the maritime logistic industry
The key points of the presentation were:
1    Value-added services.
2    Logistics process chain.
3    Interoperability.
4    Process-oriented approachs for data exchange.
5    Recommendations for IALA.

 Intelligent information systems in e-Navigation, Dr Nick Ward, General Lighthouse Authorities of the United Kingdom and Ireland

Presented by Dr Nick Ward.
Providing the mariner with the right information at the right time will be a key element of e-Navigation.  Overloading the user with unnecessary information is almost as bad as providing wrong information – it makes it difficult, if not impossible, to extract the right information.  In many situations the navigator does not have time to go and look up the information they need in a book and downloading it from a database or a website could be a dangerous distraction.  Can systems be designed so that they ‘know’ what information is needed in a particular situation and location, and can go and find it, presenting it in an easily identifiable and understandable format?
IALA’s work on AtoN Information, simulation, GIS and the Universal Data Model aligns well with several of the identified future directions of e-Navigation, and will form a good foundation for the continuation of
IALA’s work in support of e-Navigation.
The exchange of AtoN information between any parties in a digital environment will require internationally agreed standards so that information can be automatically compiled for sending and automatically understood by systems that receive it.
Once standards are in use, with suitable security measures, administrations will be able to coordinate management of AtoN information in a digital environment and this will in turn facilitate sharing of information with:
•    mariners in real-time or near real-time;
•    shore-based operators;
•    hydrographic authorities (for inclusion in official navigational products);
•    Original Equipment Manufacturers (OEMs) for inclusion in non-official chart systems such as Electronic Chart Systems (ECS), chart radars and “AIS radars” and other equipment databases.
This presentation showed ways in which intelligent information systems might be achieved and the benefits they could offer.  In particular the use of software agents to locate and retrieve relevant information, linked to location will be reported.  Methods of displaying the information in a comprehensible manner and exchanging data in standardised formats will be also be proposed.  Finally ways of ensuring the integrity and authenticity of data will be considered and conclusions will be drawn as to how and when such developments might be achieved.
The key points of the presentation were:
1    Information management is fundamental to e-Navigation.
2    Providing the mariner with the right information at the right time.
3    Easily identifiable and understandable format.
4    Ensuring the integrity and authenticity of data.

Discussion – Technical Session 7a (papers 7 - 11)

The question was asked ‘Do you think the further development of e-loran will eventually become global?’, to which Nick Ward replied that he could not speak for the US, as discussions are still ongoing in north America.  At the moment efforts are being made to try to influence the European nations which are not yet using it.  There is now interest from the Far East but an agreement is required before actually pursuing this.
In response to the question ‘How many shipboard systems are there available for e-loran?’, Nick Ward said that there are very few at present, as the system is not yet widespread, only potential.  Hopefully by 2013 e-loran will have better coverage and usage.  There is the possibility of integrating e-loran into GNSS chips but this is at an early stage at the moment.
Next Nick Ward was asked if e-loran is at a national/regional or a global level, to which he replied that e-loran is certainly regional with some areas being larger than others.  It is more practical to merge regional areas at present.
When asked whether the acronym bENC is a standard one, Jan-Hendrik Oltmann said that it is one used to describe the bathymetric data on the ENC.
This prompted the question as to whether the ENC picture provided on the PPU are the same one as the VTS?  Jan-Hendrik Oltmann responded that yes it is the same bathymetric data and same picture.
When asked if the e-maritime concept will be open in connection and interface globally, Jens Froese said that he was not in a position to speak for the EU Commission but the core concept has been agreed.  The ship itself is no longer the issue but the steel surrounding the cargo, in other words all commercial related activities.

Technical Session 7 – Aids to Navigation – A Global Approach – focus on Africa

Technical Session 7 – Aids to Navigation – A Global Approach – focus on Africa

Chair:    Mr James Collocott (South Africa)
Vice Chair    Mr Steve Nell (South Africa)

Introduction by Chair
James Collocott stated that at a ministerial conference in Africa in 2002, concern was expressed for the safety of navigation and level of hydrography.  He quoted statistics that demonstrated the poor compliance with SOLAS Regulations and IALA Recommendations by many African nations.
IMO MSC has agreed that safety of navigation should be on the priority action list of IMO’s technical cooperation activities.

Global Warming: Challenges and Opportunities, Mr Simon Millyard, Trinity House

Presented by Cdre Jim Scorer
The onset of global warming will have an effect on the existing structures used for providing AtoN to mariners.  Rising sea levels and climate change will impact on our current lighthouses in a way for which they were not designed.
Every day there are claims and counter claims about climate change and the impact it will have on the world we live in.
The presentation listed the various sources of data for climate information.  Statistical information, including that on the rise in sea levels due to melting ice, was presented to support the case for global warming.  Increasing sea levels and melting ice will lead to the opening of new shipping routes.
The presenter has studied a range of climate change data to bring to the audience a realistic estimation of what lies ahead based on the most respected data on the topic available.  This will enable the AtoN provider to give due consideration to this issue.
This presentation reviewed the evidence behind climate change and what impact climate change will have on traditional AtoN platforms; it will not engage in the well-versed topic of what should be done to reduce man induced climate change.
The presentation explored what can be done to existing structures and to future designs to maintain secure and suitable platforms for AtoN into the future.  Other impacts on the status quo were discussed, in order to prompt thinking on enforced changes to shipping and their future navigation requirements.
The key points of the presentation were:
1    The evidence behind global warming.
2    What impact it is believed global warming will have.
3    What can be done to protect navigation aids in this changing environment.
Closing message - IALA should consider monitoring the next IPCC report, due in 2013, and summarise the contents for IALA members to consider.

Traffic monitoring along the African Coasts, Reasons and Methods, RAdm Jean-Charles Leclair, IALA

Presented by RAdm Jean-Charles Leclair.
AIS has changed the maritime world. Initially its main purpose was to be a tool to avoid collision, but rapidly, and also because of the very limited capabilities of its Minimum Keyboard Display (MKD), it appeared that its main function is rather for ship/shore exchange of information.  As such it is a fantastic tool that shore authorities cannot ignore because it provides precise and reliable information on the commercial traffic along the coast of any country as never before.  Therefore, it gives all its meaning to the SOLAS obligations expressed in the regulations 12 and 13 of Chapter V ‘…as the volume of traffic justifies and the degree of risk requires.’  Nowadays, Authorities in charge of safety of navigation cannot say anymore that they were not aware of such traffic.  The tool exists and it is not necessarily expensive to implement.
AIS, LRIT and, tomorrow, AIS satellite offer much functionality that can be used to improve safety, security, protection of marine environment and, not less important, maritime traffic efficiency. Traffic monitoring will be still more efficient and beneficial for every coastal State and for the maritime industry if the data become global, for instance using IALA-NET.
Africa should not stay apart from this crucial evolution for maritime navigation.
The key points of the presentation were:
1    SOLAS Chapter V obligations.
2    Importance to know what the traffic is along the coast.
3    Use of AIS for traffic monitoring; easy and cheap.
4    Interest in monitoring coastal traffic.
5    Be part of IALA-NET.

Update on Western Indian Ocean-GEF-Marine Highway Development & Coastal & Marine Contamination Prevention Project Update, RAdm Neil Guy, Regional Project Co-ordinator WIO-MHD-CMPP Project

Presented by RAdm Neil Guy.
The supporting and beneficiary countries are the Comoros, Kenya, Madagascar, Mauritius, Mozambique, Seychelles, South Africa and Tanzania.
Component A:
An overview of the geography of the Mozambique Channel was provided.  He then listed the shipping activities, ports and the threats and risks in the region.  A deep-water route will be surveyed in the Mozambique Channel (about 800 nautical miles).  The data will used to update existing ENCs or in new ones.  The project will support the updating of ENCs of certain of the ports and approaches.  Activities include:
•    Generating and maintaining nautical charts and publications.
•    Installing aids to navigation, automatic information systems and communication.
•    Support for search and rescue operations.
Component B:
Sensitise issues related to marine and coastal protection.  Create pollution prevention and contingency management plans for coastal and marine biodiversity hotspots with high-risk profiles.  Develop a methodology to value ecosystem benefits.  Develop a regional database and geographic information system on marine and coastal resources.
Component C:
Supporting efforts to ratify IMO conventions and translate them into national legislation.  Assist the development of national oil spill contingency plans, a regional plan, and create sensitivity maps.
Oil spill response equipment.
Facilitate regional agreements and develop a regional contingency plan.
Component D:
Promote port state control.  Support monitoring of fisheries activities.  Co-operate with other regional projects
Participating governments should establish mechanisms to sustain the benefits achieved by the Project.
An update of the programme for 2010-2011 was provided.
The key points of the presentation were:
1    The Project is intended as a proactive solution to the problems relating to pollution in highly sensitive environmentally sensitive areas resulting from maritime disasters.
2    To improve the quality of electronic nautical chart data in the Project area.
3    To improve the aids to navigation, maritime safety information and pollution prevention and reaction planning in the Project area
4    To assist National Authorities to upgrade their charting and aids to navigation in their ports and approaches.
5    To provide training in as many related areas as possible.

Marine Aids to Navigation Management in Senegal and Prospects for Sub-regional Co-operation, Ing Mamadou Thioub, Port Autonome de Dakar / Service de Sécurité Maritime du Sénégal

Presented by Ing Mamadou Thioub.
The presentation listed the various activities undertaken by the authority and the suite of aids to navigation deployed.  The example of the management of Senegalese Maritime Safety Service, a convention entrusted between the State of Senegal and port Autonome de Dakar, could be a practice for many African countries often faced with difficulties of financing their maritime safety service activities. The presentation also discussed prospects for regional cooperation.
The multipurpose buoy tender ‘Samba Laobé FALL’ received in February 2008 has been designed to fulfil many missions, including clean up of minor pollution incidents and search and rescue and is intended to assist West African ports in the subarea to enhance maritime safety.
An overview of the hydrographic and GMDSS capabilities was also given.
Regional cooperation was vital.  He listed of possibilities for regional cooperation was mentioned.
The key points of the presentation were:
1    Presentation of Senegalese Maritime Safety Service
2    The multipurpose buoy tender ‘Samba Laobé FALL’
3    Sub regional co-operation in West and Central Africa
4    Co-operation in hydrography in Africa for renewed maritime electronics chartss (CHARMER)

Solutions for Africa, Mr Joel Tourbot, Institute for Maritime and Inland Waterways (CETMEF), France

Presented by Mr Joel Tourbot.
Africa has some new ports, such as the Doraleh (in Djibouti) and Tangier Med (in Morocco).  Many projects in Africa have seen substandard equipment supplied, which has created more problems.
Over the years, CETMEF has worked with many African nations to build capacity and improve safety.  The example of the project in Djibouti was an excellent example of technical cooperation
The presentation was based on the mission outsourced to CETMEF for the engineering company BCEOM, which had signed a contract with the Port of Djibouti for a modernisation study of the marine marking and aids to navigation in the Port of Djibouti.
The missions given to BCEOM included:
•    Reviewing the existing studies relating to the modernisation of aids to navigation stations in port approaches;
•    Studying a buoy tender project with bathymetric capabilities;
•    Writing calls for tenders for civil engineering and equipment, i.e. Buoyage equipment and buoy tender, including cost estimates for the work and supplies.
The work given to CETMEF by BCEOM were:
•    On site missions;
•    Review of buoyage studies, specifications for remote control systems and the buoy tender;
•    Preparation of calls for tenders.
The presentation showed how the mission was carried out and the advantages of calling upon a commercial company, which brought solutions that are compatible with the local means and competencies and proposed industrial solutions, which does not allow the customer to be free in its technical choices.  At the end of the study the customer specifications and requirements were developed and the customer was free to issue calls for tenders according to its preferences and financial means.
The key points of the presentation were:
1    Mission sample.
2    Global approach in terms of studies.
3    Co-operation with local authorities.
4    Partnership arrangements with local authorities.
5    Free selection of the supplier for the implementation.
In closing, Joel Turbot said that CETMEF will continue to work with Francophone countries, with the aim of focusing on technical co-operation, partnerships and transfer of skills.

Aids to Navigation Capacity Building in Africa, Mr Ómar Frits Eriksson, Danish Maritime Safety Administration

Presented by Mr Ómar Frits Eriksson.
The presentation gives an overview of the capacity building support given recently by the Danish Maritime Safety Administration and some important components of capacity building and lessons learned are highlighted.  A simple framework for how IALA might facilitate and co-ordinate the capacity building efforts of its members is described.  In conclusion a number of recommendations are given on how IALA can play a more proactive role in supporting AtoN Authorities striving to fulfil their international obligations.
The key points of the presentation were:
1    IALA should take the lead in creating a global overview of those areas in the world where volume of traffic and degree of risk dictate a certain level of provision of AtoN services.
2    IALA should develop a plan for how IALA can be more proactive in supporting Aids to Navigation authorities that are striving to fulfil their international obligations.
3    IALA should focus on building the internal competences and knowledge of AtoN Authorities in developing countries, making them able to properly design their organisations and to develop strategies that ensure a sustainable development.
IALA should develop further the IALA Consultancy and the IALA World Wide Academy.

Technical Session 6 – e-Navigation – Part 2

Technical Session 6 – e-Navigation – Part 2

e-Navigation and future AtoN development planning, Jin Shengli, China Maritime Safety Administration

Presented by Wenhua Li (China MSA).
e-Navigation represents an effective means and inevitable trend in promotion of navigational safety and prevention of disastrous pollution in the days to come.  The planning and construction of aids to navigation, a vital part of shore-based e-Navigation system, is a pressing task for all coastal state governments.  This presentation, based on the experience of AtoN construction in China and utilization of risk management tools, analyzes the requirements of e-Navigation for the shore-based AtoN system, and discusses the direction for navigational service along the coast in the next 5 to 10 years in China and puts forth the objective of a development program.  It can also be used as a reference for other AtoN authorities in the planning and construction of their aids to navigation systems.
The key points of the presentation were:
1    Aids to Navigation, Hydrography and electronic navigation charts constitute an essential part of a future e-Navigation system.  AtoN and hydrographic authorities play an important role in the construction, promotion and implementation of IMO’s e-Navigation strategy.
2    Making a systematic developing program, through needs identification, risk assessment, aimed to identify the gap between the present situation and the future e-Navigation requirements.  Further to clarify the investment area, i.e. what we shall research and what we shall construct.
3    China MSA ’target to implement the e-Navigation in 2020: to provide high accuracy positioning system based on GPS and Compass (Bei Dou) satellite, to build up an ENC-based integrated information platform collecting and broadcasting to users the meteorological, tidal, current information and information regarding AtoN condition; to construct a national AIS data centre providing dynamic monitoring of ships within 60nm from the coast.
4    User need is important, and the technology development is also crucial.  Government co-operation in developing the core technology and is vital to promote the implementation of the e-Navigation strategy.

Radionavigation and Communications - The building blocks of e-Navigation, Mr Peter Douglas and Mr Alan Stewart, Northern Lighthouse Board, Mr Bill Kautz, United States Coast Guard

Presented by Mr Peter Douglas and Mr Bill Kautz.
At a relatively early stage of the development of e-Navigation, the three key components of the concept were identified as:
•    Electronic Navigation Chart (ENC) coverage of navigational areas;
•    a robust electronic position, navigation and timing system (with redundancy); and
•    an agreed infrastructure of communications to link ship and shore.
Of these components, the first is considered to be outwith the control of IALA members; however the latter two will be contributed to by IALA members, either during the specification phase, or by ongoing operation of the relevant technologies.  Both were addressed in the presentation, which summarised the work of the Technology for e-Navigation (WG2) and the Communications (WG4) Working Groups of the e-Navigation Committee.
The key points of the presentation were:
1    Criticality of robust, redundant PNT information within e-Navigation.
2    Criticality of agreed and internationally available communications bands to support e-Navigation.

The Notion of the Universal Maritime Data Model and its Implications, Mr Jan-Hendrik Oltmann, German Federal Waterways and Shipping Administration

Presented by Mr Jan-Hendrik Oltmann.
Before the advent of IMO's e-Navigation concept there were several attempts to harmonize and standardize some kinds of electronic and digital information exchange between ships and shore, such as ENC data exchange or radio communication systems like DSC, MF, DGNSS, and AIS.
However, the ship-side and the shore-side were mostly considered separate ‘worlds’ in terms of electronic data exchange and data handling until recently.  This situation was fostered by the missing integration of different systems both onboard and ashore, and by the broad distribution of proprietary manufacturer solutions, which focused on a single system alone.  The outcome was a variety of solutions which work fine as stand-alone but did not work together.
Global digital data exchange systems such as the GMDSS/DSC can be construed as an early vanguard of the need for a universal harmonization regarding both electronic and digital data exchange.  But only the advent and implementation of the universal and now maturing concepts and systems like the INS, ECDIS and the AIS as well as the increased and still increasing demand for national, supra-national and even global shore-based data exchange constitute fresh and powerful driving forces for more harmonization regarding the data exchange by electronic means digitally:  With the growing information exchange the need for harmonization has grown as well.
Therefore, harmonization of electronic, digital information exchange rightly features prominently within IMO's definition of e-Navigation.  For the same reason, IMO identified a ‘Common Maritime Information/Data Structure’ as a ‘high-level user need’ within their e-Navigation strategy.
IMO invited IALA to participate in the development and implementation of their e-Navigation strategy.  Hence, in fulfilment of IMO's above stated user requirement, IALA developed the notion of the Universal Maritime Data Model (UMDM) and the concept of the Universal Data Object Identifier (UDOI).
The UMDM will contain a universal and harmonized description of information/data relevant for the maritime community, i.e. a so-called "data model" in IT parlance.  Each information/data object would be identifiable by a unique identifier, hence Universal Data Object Identifier.  Using these universally harmonized data modelling on the abstract plane, the e-Navigation architecture and also the individual systems within the scope of e-Navigation both onboard and ashore could benefit.
The presentation outlined the state of development of the UMDM and its benefits.
The key points of the presentation were:
1    Proposed IALA e-Navigation stack.
2    IALA Universal Maritime Data Model (UMDM).
3    IALA Maritime Data Exchange Format (MDEF).
4    Universal Data Object Identifier (UDOI).
5    IALA Common Shore Based System Architecture (CSSA).

Putting the shore-based e-Navigation system architecture to work - a ten years experience report, Mr Dirk Eckhoff, German Federal Waterways and Shipping Administration

Presented by Mr Dirk Eckhoff.
The German Waterways and Shipping Administration's mandate is to maintain and enhance safety and efficiency of vessel traffic and to protect the maritime environment.  In order to fulfil this mandate, over the past decades large efforts have been made to provide shipping with Aids-to-Navigation (including VTS), and to provide the VTS operators with a real-time traffic image, mainly based on radar.
About a decade ago most of the systems had to be renewed soon and AIS had to be integrated.  At the same time the operators´ and stakeholders´ needs for more and comprehensive information increased while budgets and personnel resources decreased.
It was recognized, that a completely new approach to the shore-based technical system design and for its technical operation was required (cf. presentations at IALA Conferences 2002 and 2006).
The design process was launched about eight years ago with an holistic approach.  Based on information flow derived from user requirements one system was designed integrating all AtoN including VTS also covering maintenance and life-cycle management aspects.
There were amendments necessary to the organisational set-up of the administration, new system functions had to be described, and a new way of thinking was imposed, the object-oriented paradigm.
At the time, the term ‘e-Navigation’ was unknown and IMO's initiative was not foreseen.  However, in hindsight, it turned out that the German administration pioneered a real life implementation of a system with e-Navigation along the lines of the shore-based system architecture.
Due to the application of the new holistic approach the German administration encountered both beneficial and challenging results, some of which with an unforeseen degree of success on one hand and necessary beforehand discussions on the other hand.
This presentation covered issues encountered and potential solutions found in the process.  It gave a report on ‘lessons learned’ which may be helpful for the future implementation of e-Navigation internationally.
The key points of the presentation were:
1    There were various triggers for the development of a system structure: technical, operational, personnel.
2    Therefore the development of a shore-based e-Navigation like system architecture started 10 years ago with a holistic approach.
3    Not only changes in the system structure but also in respect to paradigm, methods, organisation, management were done.
4    Presented are the steps from the idea for one shore based system to the present phase of realisation.
5    The report includes the actions, reactions and lessons learned during the 10 years of implementation.

Discussion – Technical Session 6 – Part 2 (papers 6 – 9)

Asked if e-Loran is part of R-Mode and what is the situation regarding the receivers on board of R-Mode systems.  Peter Douglas answered that e-Loran can indeed be introduced as an R-Mode system and can be used at least for timing of the other R-Mode systems.  At this stage there is no active programme on research on those systems and there is no receiver on test to his best knowledge.
Jan-Hendrik Oltmann, responding to a question, said that the difference contained in the notions of UMDM and of VTM, which both addressed all the information needs, is that the first belongs to the engineering domain as the second belongs to the operational domain.
Lee Alexander was asked if IALA-NET is included in the list of systems he listed as part of e-Navigation and that are potentially available.  He answered that no system should be excluded but his knowledge of that particular system is too little to be more precise at this stage.  On IALA-NET, Omar Frits Eriksson added that IALA-NET, for the time being, is a system for the global exchange of AIS data between administrations, but it is not excluded that in the future the system is expanded to other exchange of data.
Jon-Leon Ervik indicated that during the last IMO COMSAR Sub-Committee, Ukraine submitted a paper which received a lot of support to provide updated information directly to ECDIS, which is an important IHO matter in the development of e-Navigation.
Responding to a question on the responsibility of the master when the pilot is on board in an e-Navigation environment, Neil Trainor said that obviously the Master has to stay in command but, indeed, communications between the pilot, using his pilot unit, and the master, remain to be (re)organised.

Technical Session 6 – e-Navigation – Part 1

Technical Session 6 – e-Navigation – Part 1

Chair:    Mr Bill Cairns (USA)
Vice Chair    Dr Nick Ward (UK)

Introduction by Chair
The Chairman introduced the session by saying that e-Navigation affects all IALA Committees and that this afternoon’s session will focus on development and early implementation of e-Nav.

Advanced usage of AIS and e-Navigation, Cdr Hitoshi Hatakeyama, VTS System Engineering Office, AtoN Engineering Division, Maritime Traffic Department, Japan Coast Guard

Presented by Captain Toshio Takahashi.
AIS has been installed in all vessels which are subject to the carriage requirement, beginning in July 2002 and being completed in July 2007, in accordance with the SOLAS agreement.  In Japan, shore-based AIS stations were installed with a view to maximise capability but it is believed that the potential of AIS has not been fully utilised yet.  This presentation provided the current status of AIS usages and activities for advanced AIS utilisation in the future.
The key points of the presentation were:
1    Provision of information for safety of navigation.
145    Enhancement of efficiency in vessel traffic.
146    Activities being undertaken by Japan for advanced usage such as:
1    a    Study of binary messages for international use commenced in 2004 culminating in a Safety of Navigation Circular being issued by IMO NAV Sub-Committee;
2    b    Study of AIS AtoN to address lack of clarity of standards for AIS AtoN;
3    c    Study on ENSS address limitations of AIS Minimum Keyboard Display;
Conclusion: It is possible to develop more advanced usage of AIS such as use of GMDSS and utilisation in VTS enhancement of safety measures requiring extensive research.

Integrated Aids to Navigation Management, Monitoring and Information System - Possible Component of e-Navigation, Eng Marek Ledochowski and Marek Dziewicki, Maritime Office, Gdynia and Mr Artur Baranowski, Sprint Ltd - Poland

Presented by Eng Marek Ledochowski.
The idea to create a single and simple way for managing and monitoring different aids to navigation systems has appeared when technical development enabled such a solution.
It was decided to link traditional aids to navigation, dGNSS and AIS into one holistic system (application) for managing and monitoring.
This approach will have significant impact as a single source of navigational information on future e-Navigation, which is a new concept in designing IT systems used in navigation.
The additional task is to create a live and holistic image of the maritime traffic overview fed by a system of Aids to Navigation installations including AIS and local radio-navigation augmentation status.  It is assumed that other important maritime information must be displayed as well.  Display system is based on multi touch technology – extremely friendly for users.  The concept also includes mobile applications usage.
The key points of the presentation were:
1    The rationale and timing of the project .
2    System architecture concept.  The system enables AtoN status data, DGPS broadcasts and AIS data and MSI to be integrated in a database for subsequent use various users with different needs e.g. maintenance management, navigation safety management.  System architecture diagram showed the communications links and hardware.
3    User interface concept based on touch screen technology giving flexibility to easily change, layer and filter the data displayed.  The system is called the ‘Polish Single Window’.
4    Conclusions.
4    a    Integrated solution, that will impact e-Navigation;
5    b    IMO categorisation used for parameters.

e-Navigation and Safety Back-up for Port Pilotage, Captain John Elyett and Mr Neil Trainor, Maritime Safety Queensland - Australia

Presented by Neil Trainor.
In October 2006 a new deep draft departure channel, 10 kilometres long, was commissioned at Hay Point with minimal fixed beacons and no leads.
In order to achieve optimum utilisation and maximise deep draft access to the new channel, one of the world's first integrated e-Navigation systems was introduced to ensure the safe passage of deep draught departing ships.
The system developed at Hay Point combines and integrates two distinct components, namely:
1    A portable pilot unit (PPU) {onboard}.
147    Shore based monitoring capability (Hay Point Vessel Traffic Services (VTS) centre).
The Vessel Traffic Service at Hay Point monitors the ship's track through the ship's AIS which transmits data back to Hay Point VTS.  The system creates an electronic corridor.
Standard Operating procedures ensure that should there be a system failure onboard the ship, the pilot can ask for navigation assistance from the VTSO.  The shore based VTS replicates most information that is onboard the ship.
The Hay Point harbour master has instigated a simple grid system which depicts distance along the channel and offset from the channel centreline.  Should the pilot lose onboard situational information they will be provided with an immediate position which allows them to take instantaneous corrective action to retain track.
This project has taken e-Navigation to the next level through the delivery of a highly sophisticated and integrated ship and shore system.  This is the distinct and unique attribute that sets this project apart from others of its type around the world.
Since the system was commissioned in March 2007 there have been five occasions when the shore based assistance has been activated due to equipment failure onboard.
The key points of the presentation were:
Reduce physical aids to navigation leading to significant savings in set up costs ($AUS 0.8M).
Use a tried and tested back-up method should the PPU fail.
High level of trust has been developed through well trained VTSOs and pilots, who have access to identical information.  VTSO will contact the pilot if a major deviation from the centreline of tyhe channel occurs.
VTSOs provide information service not navigational assistance.; advising not directing.

Maritime Information Systems as a component of e-Navigation, Professor Lee Alexander, University of New Hampshire

Presented by Professor Lee Alexander.
The scope of what constitutes ‘Maritime Information Systems’ (MIS) as a component of e-Navigation was described.  There is a wide variety of navigation equipment, systems, services and processes that fall under the e-Navigation concept of operations.  This includes shore-based services such as VTS, and shipborne equipment/systems including radar/ARPA, ECDIS, AIS, GNSS, and INS.  A distinction was made between ‘information’ and ‘data’.  Whether shipborne or ashore, any data must eventually be converted into a presentation/display of ‘information’ that can be used for situational awareness or decision-support.  At present, there are no specific standards related to the presentation/display of shore-based information (e.g., at a VTS Centre).  Some ‘guiding principles’ and recommendations on the best way forward were provided.
The key points of the presentation were:
1    What are (or will be) e-Navigation related equipment, systems, services?
2    What do IMO’s objectives actually mean.  Some of these are even unachievable.
3    What are the various information needs (shore-based and shipborne)?  Just displaying more information isn’t necessarily better.  Therefore need to temper the extent of systems.
4    What is the difference between ‘information’ and ‘data’.
5    What are (or will be) some of the more important presentation/display issues related to e-Navigation?Need to be open to new display methods and opportunities.
6    There are some significant challenges/opportunities related to harmonizing shore-based and shipborne e-Navigation-related information. 
7    A potential issue is that 95% of e-Navigation requirements are being developed by government and related agencies rather than user.
8    Eliminating the bad ideas is difficult but essential.  A sleeping giant is the number and types of AIS messages that will be possible.  However the lack of a requirement to display binary messages will be a limiting factor.
9    In future there will be ‘nowcasts’ which are continuously updated broadcasts.
148    Pilots who are equipped with Portable Pilot units, will be the early innovators for e-Nav.

Maritime Safety Information Relay through Navigational databases - A Step towards e-Navigation, Mr Paulo Rafael da Silva, Instituto Hidrografico - Portugal

Presented by Lt Cdr Victor Conceiçâo.
There is some consensus regarding the need of efficient data channels enabling a timely exchange of maritime safety information.  Another related issue is the ongoing discussion on web capabilities and web-based services that will be included as a part of e-Navigation.
The presentation focused on explaining the work done in Portugal by the Instituto Hidrográfico (IH) in developing web-based services, supported by robust navigational databases, which are already providing mariners with MSI in an organised friendly manner.
IH has been using the web to disseminate periodic Notices to Mariners for a long time.  This has evolved in such a manner that a mariner may, for instance create a custom portfolio and be automatically warned whenever it changes.
Navigational databases and development of new services continue and IH expects to be able, in the short term, to provide a planning tool incorporating information from nautical charts, sailing directions, lists of lights and Maritime Safety Information (MSI).
The key points of the presentation were:
1    Dissemination of Notices to Mariners (NtM) and coastal Navigational Warnings (NW) has been progressively enhanced since 1998 (through web-based delivery (the ANAVnet application):
a    Version 2 has implemented including correlating NtM, coastal and local NW with the charts and nautical publications.  Version 2A of ANAVnet has enabled graphical data to be accessible for other applications including Geographic Information Systems;
b    ANAVnet Version 3 is currently being implemented and will address quality control and geo-referencing and linking of ANAVnet with the List of Lights.
2    Future ANAVnet development will include improved compatibility and integration of NtM and NW with onboard systems (ECDIS), standards for geo-referencing MSI and the possibility for mariners to be sent hydrographic formatted reports, using ECDIS and binary AIS messages.
3    Consider that ANAVnet could be an e-Navigation component with some improvements including dedicated and secure communication channels; availability and standardization agreements?
Discussion – Technical Session 6 – Part 1 (papers 1 - 5)
No time was available for questions so the Chairman asked delegates with questions to put these in writing or follow up with speakers at the break.