Technical Session 3 – The future of visual aids to navigation Part 1

Technical Session 3 – The future of visual aids to navigation Part 1

Chair: Mr Ómar Frits Eriksson (Denmark)

Vice Chair Cdr Hideki Noguchi (Japan)

IALA Maritime Buoyage System, Captain Duncan Glass, Trinity House

Presented by Captain Duncan Glass.

Although the maritime buoyage system (MBS) has served the maritime community well since its inception in the 1970s, after the 2006 IALA Conference in Shanghai, China, it was decided to review the system in light of changes in the navigation environment and the further development of electronic aids to navigation.

Worldwide consultation revealed that the fundamental principles of the MBS should be retained. However, due to changes in navigation practices and patterns, as well as innovations and technological developments, some enhancements to the MBS were needed.

The most significant changes in the 2010 revision are the inclusion of aids to navigation used for marking, recommended by IALA, that are additional to the floating buoyage system previously included. This is aimed at providing a more complete description of aids to navigation that may be used. It includes the Emergency Wreck Marking Buoy, descriptions of other aids to navigation specifically excluded from the original MBS, and the integration of electronic marks via radio transmission. With regards to aids to navigation, the changes provided by this revision will allow the emerging e-Navigation concept to be based upon the marks provided by this booklet.

The key points of the presentation were:

1 The IALA Maritime Buoyage System has served the marine world well for many years but the changes in maritime environment warranted review of the MBS.

47 A survey of the maritime community was undertaken with over 600 responses received.

48 The findings were extensive and these were distilled down to a manageable list. The main conclusion was that the MBS should not be changed, even though it would be better to have one system. However there was some opportunity for greater synergies between Regions A & B. There were other changes that were warranted and feasible:

a The MBS Booklet should be expanded to include ‘other aids to navigation’ such as lighthouses, DGNSS etc.

b The Emergency Wreck Marking Buoy should be included in the MBS. All existing marks are retained as well.

c The Isolated Danger Mark needed clearer guidance on its use e.g. how close a vessel can approach the mark and the extent of the hazard.

d New technologies should be embraced by the revised MBS Booklet, for example AIS AtoN,

e New graphics and layout were necessary.

49 Consideration was given to changing the name of the MBS given the broadening of the document to include all aids to navigation. However Council decided the name should not change but a sub-title be added that reflected the overall scope of aids to navigation.

Evolution of Traditional Aids to Navigation in an e-Navigation World, Mr Seamus Doyle, Commissioners of Irish Lights

Presented by Mr Seamus Doyle.

The Commissioners of Irish Lights are responsible for the provision and maintenance of lighthouses, buoys, radionavigation services and other aids to marine navigation in Ireland.

A key objective is to meet the requirements for safe marine transport and protection of the marine environment by providing a comprehensive mix of Aids to Navigation commensurate with the amount of traffic and the degree of risk.

The development of e-Navigation is driven by the compelling need to equip the master of a vessel and those ashore responsible for the safety of shipping with modern, proven tools to improve the reliability of marine navigation and communications. Although position fixing using GNSS is widely used, radar and visual AtoN continue to be needed to provide safe, secure and environmentally clean navigation.

The presentation considered the role, evolution and future provision of traditional aids to navigation in an e-Navigation environment from both a technical and mariner perspective.

The key points of the presentation were:

1 Satellite position fixing will remain the prominent method of position fixing, with a need for a terrestrial based navigation system to complement GNSS to provide position and timing.

50 Traditional visual aids, buoys and radar continue to be required to complement satellite systems and provide essential spatial awareness while changes in these systems should be embraced to achieve maximum cost effectiveness.

51 There are opportunities to combine traditional aids with the modern electronic systems.

52 The need for large lighthouse towers and major daymarks is questioned.

53 Don’t forget the mariner. Reduce his workload while engaging him in the task and keep him sharp on all techniques for safe navigation.

e-Navigation – The role of visual aids to navigation, Mr Malcolm Nicholson and Mr Ian Tutt, General Lighthouse Authorities of the United Kingdom and Ireland

Presented by Mr Malcolm Nicholson

The concept of e-navigation is being developed by the International Maritime Organisation (IMO), with support from the International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA) and the International Hydrographic Organisation (IHO).

The emphasis has been on electronic aids to navigation (AtoN), particularly Global Navigation Satellite Systems (GNSS) and Electronic Navigation Charts (ENC). However ‘conventional’ AtoN, such as lighthouses and buoys will also be an essential part of e-navigation. The way in which visual AtoN could be integrated into e-navigation will be the subject of this paper, together with the developments taking place to improve their effectiveness. Two areas were covered in detail: the presentation of AtoN information in digital formats and the use of synchronisation and sequencing of lights to enhance their conspicuity.

All AtoN can be described in digital form and the preferred method of providing information for electronic presentation is a standard data exchange format such as XML. The presentation reviewed earlier work on the conversion of buoy data into XML and its presentation as part of an integrated navigation display. The steps necessary to implement this conversion and display in an internationally standardised form were considered.

Recent developments in the use of synchronisation and sequencing of lights to enhance their conspicuity were reviewed, using real applications such as offshore wind-farms to illustrate the effectiveness of these techniques. There is a need for further investigations into the optimum intervals between flashes, the required timing accuracy and the reliability and stability of timing sources. It was stressed that attention must also be given to the effect of synchronising and sequencing lights in complex waterways, where the viewing aspect can change substantially.

The key points of the presentation were:

1 Outlining how lighting technology evolved to the current situation where we are moving to e-Navigation, The development of light sources led to unmanned lights.

2 Unmanned lights meant the need for monitoring.

3 Increase in background lighting has led to the use of synchronised lights. A concern identified was that given combining red and green lights creates a white light, Testing by the General Lighthouse Authorities of UK and Ireland found that a minimum angular separation necessary to retain the distinct red and green lights in a synchronised set of aids to navigation was the equivalent of five minutes. The timing of when the visual impact of synchronisation is lost was also critical and GLA tests established that the maximum interval before this occurred was 55 milliseconds.

4 The data from monitoring can be passed on in a standard data format; XML is now being adopted as the standard format for internet-based data transfer.

5 Where are we going next?. Visual Aids to Navigation are the back-bone of e-Navigation. It will be critical to get the balance between the use of electronic and traditional AtoN right.

6 Displaying digital AtoN in the same way they appear ‘out the window’ will be critical to e-Navigation’s success.

Navigational Marking of Offshore Oil & Gas Platforms during and after Decommissioning, Mr Mike Spain, Northern Lighthouse Board

Presented by Mr Mike Spain.

With the progressive maturity of the offshore oil and gas industry the issue of decommissioning is becoming more prevalent. It is predicted that in excess of 100 platforms may cease production and require decommissioning worldwide each year for the foreseeable future.

This process creates man-made hazards to navigation as services are withdrawn and standard systems cease to be effective. New systems must therefore be developed to provide effective navigational marking during the decommissioning phase and, should any surface structure remain, for post-decommissioning.

This paper will present solutions developed to address these issues in the oilfields in the UK and Norwegian sector of the North Sea. Systems have been designed for platforms undergoing staged dismantling and for the long-term remnants of concrete caissons.

Given the worldwide incidence of oil and gas platform decommissioning, a global approach to effective marking of such structures should be addressed as a matter of priority.

The key points of the presentation were:

1 The number of offshore installations being decommissioned is increasing. Ageing infrastructure presents problems. Offshore structures increased significantly from the 1970s There are now about 6,800 structures worldwide and there is a need to decommission about 100 per year based on design life of 30-40 years. UN conventions govern the way that these structures can be dealt with, mainly requiring removal. Some exceptions for structures to remain in place will be allowed. Removal is difficult e.g. due to water depths. The structures are commonly concrete gravity base structures and the older ones were not designed with removal intended. Later structures were designed for removal but some may not be safe for this due to instability which has occurred.

54 Decommissioned structures create a hazard to navigation and AtoN solutions are needed to mark these new hazards. Marking must be maintained despite power sources on the structures having to be removed. Decommissioning to seabed is normally required unless to risky meaning marking system will need to adjust to progressive decommissioning of each structure. Interim solution is a fully autonomous aid to navigation for marking the highest point of the structure. A long-term solution is available in the form of ‘Rigwatcher’. Rigwatcher is an ongoing aid to navigation solution designed for replacement without maintenance personnel landing on the structure. Mr Spain outlined a case study of multiple platforms being marked with Rigwatcher which has a 10nm LED light with racon, satellite monitoring and solar power in a lifting frame suitable for long line lifting by helicopter.

Discussion – Technical Session 3 – Part 1 (papers 1 - 4)

The question was asked, ‘Has the considerable amount of work by IALA members on the AtoN-e-Navigation implications been presented to the IMO Correspondence Group?’ Duncan Glass responded that IALA was represented on the Correspondence Group and that IALA’s work had been incorporated in the recommendations of the Correspondence Group submitted to IMO.

It was stated that in Oman there were 35,000 traditional skiffs relying on traditional AtoN and that these should not be forgotten in the implementation of e-Navigation.

The Chairman responded by endorsing these sentiments.