18th IALA Conference 2014 Report v2

International Association of Marine Aids to
Navigation and Lighthouse Authorities
REPORT
18th IALA Conference

AISM Association Internationale de Signalisation Maritime IALA
Aids to Navigation Knowledge and Innovations
From the Torre de Hercules to e-Navigation

and Beyond
Version 2
25 -31 May 2014
10 rue Gaudines
78100 Saint Germain en Laye, France
Telephone: +33 1 34 51 70 01 Fax: +33 1 34 51 82 05
e-mail: contact@iala-aism.org Internet: www.iala-aism.org
REPORT
th
18 IALA Conference
From the Torre de Hercules to e-Navigation and Beyond
EXECUTIVE SUMMARY
The 18th IALA Conference – Aids to Navigation Knowledge and Innovations: From the Torre de
Hercules to e-Navigation and Beyond – was held from May 25 – 31 2014 at the PALEXCO
(Palacio de Exposiciones y Congresos de A Coruña), A Coruña, Spain, co-hosted by Puertos del
Estado. The conference was attended by 413 delegates, plus many staff from the host country
with a total of 558 registrations. The delegates represented 62 countries. The exhibition attracted
46 Industrial Members with 77 stands, displaying the latest developments in aids to navigation
technology and services. The conference was a "Paperless conference" and delegates were
provided with electronic tablets and some apps to follow the conference, instead of using paper
documents.
A series of 79 presentations were given under five broad headings:
• Aids to Navigation Provision
• E-Navigation and beyond
• Global navigation
• Management
• Heritage
In order to increase the participation of technicians in the Conference, a best practice initiative was
included as a way of sharing organisations’ experiences that solve a specific technical problem and
/ or save significant resources.
A Pre-conference capacity building Seminar on Aids to Navigation Knowledge and Innovation
dealing with training and certification of AtoN and VTS personnel was held on May 24.
A General Assembly meeting was held in two sessions during the week, at which IALA’s Strategy,
financial status, the potential change of IALA status to IGO, and changes to the IALA Constitution
were discussed. Elections took place for 21 of the 24 seats on the IALA Council. The seats for the
President (Spain) and Vice President (Republic of Korea) country were filled in accordance with
the IALA Constitution.
Her Royal Highness, The Princess Royal attended sessions on 30th May to celebrate the 500th
anniversary of the granting of the charter to the Corporation of Trinity House.
A number of additional meetings were held during the Conference including the IALA Council, the
Iberio group of Spanish speaking countries, the group of French speaking countries, VTS2016
Steering Committee and the IMC.
The Conference identified nine conclusions.
Page 2 of 160
Aids to Navigation – Aids to Navigation Knowledge and Innovation
18th IALA Conference – Report
Table of Contents
EXECUTIVE SUMMARY ......................................................................................................................... 2
TABLE OF CONTENTS ............................................................................................................................................ 3
1 INTRODUCTION.......................................................................................................................................... 10
2 OVERALL PROGRAMME........................................................................................................................ 10
3 CONCLUSIONS ........................................................................................................................................... 12
4 REPORTS OF IALA EVENTS................................................................................................................. 13

4.1 Technical Activities Reports ............................................................................................. 13
4.1.1 Aids to Navigation Management (ANM) Committee Report – Capt Phil Day,
Northern Lighthouse Board (Chair ANM Committee) ......................................... 13
4.1.2 Engineering, Environment and Preservation of Historic Lighthouses (EEP)
Committee Report – Mr Ómar Frits Eriksson, Danish Maritime Authority
(Chair EEP Committee) ............................................................................................. 15
4.1.3 e-Navigation (e-NAV) Committee Report – Mr Bill Cairns, United States Coast
Guard (Chair e-NAV Committee)............................................................................. 18
4.1.4 Vessel Traffic Services (VTS) Committee Report – Capt Tuncay Cehreli,
Directorate General of Coastal Safety, Turkey (Chair VTS Committee) .......... 19
4.1.5 IALA Industrial Members’ Committee (IMC) Report – Mr Enrique Bernabeu
Dolz, La Maquinista Valenciana, Spain. (IMC President) .................................. 21
4.2 IMO/ ITU and other international organisations Report – Mr Michael Card, IALA .. 23
4.3 Legal Advisory Panel (LAP) Report – Mr Francis Zachariae, DMA (Chair LAP) ...... 24
4.4 e-Navigation SIP – Mrs Kirsti Slotsvik, Norwegian Coastal Administration. ........... 24
4.5 IALA-NET and Risk Management Tools Report – RAdm Jean-Charles Leclair, IALA
................................................................................................................................................ 25
4.6 IALA World-Wide Academy – RAdm Jean-Charles Leclair, IALA .............................. 26
ANNEXES TO THE REPORT ............................................................................................................................... 28
ANNEX A CONFERENCE OPENING .......................................................................................................... 28
5 OPENING CEREMONY ............................................................................................................................ 28

5.1 Address by Carlos Negreira Souto, Mayor of A Coruna .............................................. 28
5.2 Address by Mr David Gordon, President IALA .............................................................. 28
5.3 Address by Mr Jose Llorca, President of Puertos del Estado .................................... 29
5.4 Address by Dna Rosa Quintana, Regional Minister for Agriculture, Rural
Development and Maritime Affairs ................................................................................... 29
5.5 Address by Dna Ana Pastor, Minister of Public Works and Transport ..................... 29
5.6 Keynote Speaker – Mr. Koji Sekimizu, IMO Secretary General .................................. 30
5.7 Presentation to Best Participant – IALA World-Wide Academy Level 1 AtoN
Manager Course................................................................................................................... 30
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5.8 Address by Mr Gary Prosser, Secretary General of IALA. .......................................... 30

5.9 Trinity House 500th Anniversary ....................................................................................... 30
ANNEX B TECHNICAL SESSIONS ............................................................................................................. 32
6 TECHNICAL SESSION 1.1 – AIDS TO NAVIGATION PROVISION 1...................................... 32

6.1 Effective Intensity – Is it Effective?.................................................................................. 32
6.2 Integrated AtoN information systems (I‐‐ATONIS Service) and added value
applications .......................................................................................................................... 33
6.3 Conversion of light buoys in the North and Baltic Sea on compact lighting units
with LED‐‐ and solar technology, AIS and remote monitoring units with LED‐‐ and
solar technology, AIS and remote monitoring ............................................................... 34
6.4 Implementing a new modularly designed Radar Service during continuous
nautical operation................................................................................................................ 35
6.5 Discussion – Technical Session 1.1 ................................................................................ 36
7 TECHNICAL SESSION 1.2 – ATON PROVISION 2.......... ERROR! BOOKMARK NOT DEFINED.
7.1 New lighthouse at the North enlargement of Valencia harbour ................................. 36
7.2 The Processes in the Maritime Transport Chain and how to link them .................... 37
7.3 Evolution of Remote Monitoring Systems: Examples of systems at A Coruña and
Ferrol Port Authorities (Galicia region, Spain) .............................................................. 39
7.4 Aids to Navigation engineering of Yangtze River estuary deepwater channel
development project ........................................................................................................... 39
7.5 E‐‐200 Explained ................................................................................................................... 40
8 TECHNICAL SESSION 1.3 – AIDS TO NAVIGATION PROVISION 3...................................... 41

8.1 A New Radio System for the German Coast ‐ Innovative applications for
conventional VHF ................................................................................................................ 41
8.2 Implementation of the Voice/DSC VHF Radio Communication Service with
Simulcast Broadcasting at the German Coast............................................................... 42
8.3 Aids to Navigation and Automatic Identification System: a winning combination
for safety support - the Italian experience. ..................................................................... 43
8.4 VHF Data Exchange System (VDES) – a new means for data communication to
support e-Navigation .......................................................................................................... 44
8.5 Advances in radar aids to navigation .............................................................................. 45
9 TECHNICAL SESSION 2.1 – E‐‐NAVIGATION & BEYOND 1 ..................................................... 46

9.1 e‐‐Navigation and the ACCSEAS project ......................................................................... 46
9.2 Performance Simulation of the Future Korean eLoran System ................................. 47
9.3 Recapitalization of the MF radio beacon system based on VRS................................ 48
9.4 Ship domain observed in AIS data................................................................................... 49
9.5 The Implications of Using Non‐‐Approved PNT Devices at Sea .................................. 50
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9.6 IALA role in IMO SIP implementation .............................................................................. 51
10 TECHNICAL SESSION 2.2 – E‐‐NAVIGATION & BEYOND 2 ..................................................... 51

10.1 AIS Aids to Navigation: Development of IMO Policy and New Symbols .................. 51
10.2 The use of AIS Application Specific Messaging (ASM) with Virtual Aids in e-
Navigation ............................................................................................................................. 52
10.3 The European Satellite‐‐AIS Data Processing Centre.................................................... 53
10.4 Behaviour Recognition Assisting Maritime Situational Awareness .......................... 54
10.5 Achievement of AIS AtoN in Turkey (finalizing project) .............................................. 54
11 TECHNICAL SESSION 2.3 – E‐‐NAVIGATION & BEYOND (3) .................................................. 55

11.1 Communication for e‐‐Navigation ..................................................................................... 55
11.2 IALA’s VHF Data Exchange System (VDES) – a Foundation for e-Navigation
Communications and GMDSS Modernisation ............................................................... 56
11.3 Common Maritime Data Structure for e‐‐Navigation and the Maritime Cloud .......... 57
11.4 Improvement of Maritime Information and Communication System (MICS): e‐‐
navigation for small ships ................................................................................................. 58
11.5 Maritime Domain Awareness, the Chilean experience ................................................. 59
12 TECHNICAL SESSION 2.4 – E‐‐NAVIGATION & BEYOND (4) .................................................. 60

12.1 R‐‐Mode using Transmissions from existing IALA radiobeacon installations ......... 60
12.2 To infinity and beyond…. What is the future for Maritime Communications? ........ 61
12.3 Product Specification Demystified .................................................................................. 62
12.4 Navigation aids information service in e‐‐Navigation.................................................... 63
12.5 Development of S‐‐100 based new Product Specification for AtoN and Method for
Integration with Legacy Systems ..................................................................................... 64
13 TECHNICAL SESSION 3.1 – GLOBAL NAVIGATION (1) ........................................................... 65

13.1 VTS Fehmarn Belt ‐ A Danish/German Project. ............................................................. 65
13.2 Finding Solutions before Accidents Happen ................................................................. 66
13.3 Close quarter situations reporting by Ushant VTS ....................................................... 66
13.4 Spanish Maritime Safety Agency ‐ VTS in Spain ........................................................... 67

14.1 A Methodology to allow VTS Centres to Monitor, in real‐‐time, the Performance of
the AIS infrastructure consisting of Shore‐‐based AIS Networks and AIS‐‐equipped
Vessels, to ensure the Optimal Performance of the AIS system ............................... 68
14.2 Analogy between the VTS Centres Human Machine Interface and the Vessels´
Integrated Bridge ................................................................................................................. 69
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14.3 Improvement of VTS operation capability with the introduction of Ku-band Solid‐‐
State Radar ........................................................................................................................... 70
14.4 How Human Factors can help in improving Control Room Performance ................ 70
14.5 Reducing Operator Workload and Stress through Cooperative Human-Machine
System ................................................................................................................................... 71

15.1 Enhancing VTMIS data management with Service Oriented Architecture (SOA)‐‐
Case study: FTA's Vessel Traffic Management Systems ............................................ 73
15.2 The Shipping Industry and Marine Spatial Planning - a Professional Approach .... 74
15.3 Holistic Marine Spatial Planning – Safety Beyond The Environment ....................... 75
15.4 Capacity Building Initiatives in the South West Pacific to enhance the Safety of
Navigation. ............................................................................................................................ 76
15.5 Increased Sustainability of Sea Transport by Integration of ICT and ITS Solutions:
The MONALISA 2.0 project ................................................................................................ 76

16.1 Innovative use of Aids to Navigation in marking Wave & Tidal Renewable Energy
sites ........................................................................................................................................ 78
16.2 VTS a Risk Reducer ‐ A Quantitative Study of the Effect of VTS Great Belt ............ 78
16.3 The Safety of the Human Element in the Maintenance of Marine Aids to Navigation.
................................................................................................................................................ 79
16.4 Sea Peril Management and the Role of VTS ................................................................... 80
16.5 Future VTS services in the six e‐‐Navigation areas, beyond territorial waters ........ 81
17 TECHNICAL SESSION 4.1 – MANAGEMENT (1) ........................................................................... 82

17.1 The co-operative inland waterways safety programme in South Africa ................... 82
17.2 Route Topology Modelling as a potential means to reconcile Marine Spatial
Planning with Demands of Sea Traffic – the North Sea Region example................. 83
17.3 Introduction of an Operation & Maintenance (O&M) Framework for the Coastal
Wide Aids to Navigation Network at the German Coast and Integrated Management
System for Maintenance Process..................................................................................... 84
17.4 Lessons on Disaster Preparedness of Aids to Navigation learned from the Great
East Japan Earthquake ...................................................................................................... 85
17.5 The Aids to Navigation (AtoN) Service in Spain ............................................................ 85

18.1 Maintenance of Aids to Navigation based on Knowledge, Innovation and
Integration of IALA Guidelines and Recommendations .............................................. 87
18.2 Risk Management in Waterways affected by Hurricanes ............................................ 88
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18.3 Development, Maintenance and provision of Services for Aids to Navigation –

Who pays them? .................................................................................................................. 89
18.4 Quantitative Risk Assessment and the Complimentary use of IWRAP .................... 90

19.1 Atlantic Coast Port Access Route Study and Coastal and Marine Spatial Planning
................................................................................................................................................ 91
19.2 Light Measurement of Tower of Hercules Lighthouse ................................................. 92
19.3 Outsourcing of AtoN Maintenance Services – Innovation in Tendering, Contracting
and Managing these services in Australia ..................................................................... 93
19.4 e‐‐Navigation Starts with e‐‐Voyage Planning .................................................................. 94
19.5 Real‐‐time risk assessment for aids to navigation using fuzzy‐‐FSA .......................... 95
19.6 Risk assessment of new danger wreck marking ........................................................... 96
20 TECHNICAL SESSION 4.4 – BEST PRACTICE .............................................................................. 96

20.1 Improving daytime conspicuity of buoys in Santander Port. ..................................... 97
20.2 Inter VTS Exchange Format (IVEF) implementation in aNational Maritime
Safety System .................................................................................................................... 97
20.3 Use of LED light sources in old lenses ........................................................................ 98
20.4 Handbook for nautical studies .......................................................................................... 99
20.5 How to prevent Vessel Traffic Services (VTS) operators' bad habits ........... 99
20.6 AtoN remote monitoring and AtoN remote control with AIS messages with a
dedicated low cost coastal Station .................................................................................100
20.7 Dynamic Chart Overlays to maximise the safety of navigation and assist in
contingency planning. ....................................................................................................101
20.8 Handling of echoes using VoIP technology in case of multiple shore
reception of maritime communications ....................................................................103
20.9 The use of AIS in mixed areas (Coastal Waters, Ports and Inland Waters) .........104
20.10 Rejuvenation of Navigation Aid Structures with Ultra-High Performance Fibre-
Reinforced Concrete (UHPFRC) ....................................................................................106
21 TECHNICAL SESSION 5 – HERITAGE ........................................................................................... 107

21.1 Heritage Preservation, the Chilean Experience in its 175th Anniversary................107
21.2 Design and set up of a website about lighthouses of the Balearic Islands ............108
21.3 “Lighthouse Integrated value” Indicator........................................................................108
21.4 The Use of Otter Shutters in the Northwest Coast of Spain and the National Plan
and Study of the Characteristics and Inventory for Preservation of Historic
Lighthouses .........................................................................................................................109
21.5 "Torre de Hercules" Management Plan ..........................................................................110
21.6 Gap Identification to Implementation Methodology of Complementary Use in
Lighthouses of the Ferrol Port Authority .......................................................................111
21.7 Lighthouses and their link to their Immediate Environment......................................112
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21.8 Issues and Innovation in Remediation of Concrete AtoN structures ‐ including

Case Studies for Hydrographers Passage AtoN structures and historic Cape Don
Lighthouse ...........................................................................................................................113
21.9 Mapping our maritime heritage - A method for the documentation and
presentation of maritime heritage, reaching it's audience through phones, pads
and PC/Mac's .......................................................................................................................114
21.10 Analysis on Protection of Historical Lighthouses in China .......................................115
21.11 Discussion ...........................................................................................................................115
ANNEX C INDUSTRIAL MEMBERS’ EXHIBITION .............................................................................. 117
23 INDUSTRIAL MEMBERS ...................................................................................................................... 117
ANNEX D OTHER MEETINGS .................................................................................................................... 121
24 GENERAL ASSEMBLY SESSION..................................................................................................... 121

24.1 IALA General Assembly ....................................................................................................121
24.2 Invitation to the 19th IALA Conference, 2018 .................................................................121
24.3 Invitation to VTS2016 .........................................................................................................121
25 ANCILLARY MEETINGS ....................................................................................................................... 121
26 PRE-CONFERENCE SEMINAR .......................................................................................................... 121
27 SOCIAL EVENTS ..................................................................................................................................... 122

27.1 Welcome Reception ...........................................................................................................122
27.2 Official Conference Dinner ...............................................................................................122
27.3 Industrial Members’ Evening ...........................................................................................122
27.4 Formal Closing Dinner ......................................................................................................122
ANNEX E ACKNOWLEDGMENTS............................................................................................................ 124
ANNEX F LIST OF DELEGATES .............................................................................................................. 125
ANNEX G KEY NOTE ADDRESS BY MR. KOJI SEKIMIZU, IMO SECRETARY GENERAL145
ANNEX H ADDRESS BY MR CARLOS NEGREIRA SOUTO, MAYOR OF A CORUNA ....... 147
ANNEX I ADDRESS BY MR JOSE LLORCA, PRESIDENT OF PUERTOS DEL ESTADO

(OPENING SESSION) ............................................................................................................... 149
ANNEX K ADDRESS BY DNA ROSA QUINTANA, REGIONAL MINISTER FOR

AGRICULTURE, RURAL DEVELOPMENT AND MARITIME AFFAIRS.................. 152
ANNEX L ADDRESS BY DNA ANA PASTOR, MINISTER OF PUBLIC WORKS AND

TRANSPORT ................................................................................................................................ 154
ANNEX M ADDRESS BY DR. HYUNDONG KONG, DIRECTOR, MINISTRY OF OCEANS

AND FISHERIES, REPUBLIC OF KOREA ........................................................................ 158
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ANNEX N ADDRESS BY MR JOSE LLORCA, PRESIDENT OF PUERTOS DEL ESTADO

(TRINITY HOUSE ANNIVERSARY SESSION) ................................................................. 159
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18th IALA Conference

From the Torre de Hercules to e-Navigation and Beyond
1 Introduction
The 18th IALA Conference was held from May 26-31, 2014 at the PALEXCO (Palacio de
Exposiciones y Congresos de A Coruña), A Coruña, Spain. The theme for the conference was
Aids to Navigation Knowledge and Innovations: from the Torre de Hercules to e-Navigation and
Beyond, and the technical presentations focused on these aspects. Over 413 delegates,
representing 62 countries attended the conference with total attendance of 558. An industrial
exhibition by 46 Industrial Members provided 77 stands to show the latest developments in AtoN
equipment. The conference was a "paperless conference" and delegates were provided with
electronic tablets and some apps to follow the conference, instead of using paper documents.
A list of participants is included at ANNEX F.
2 Overall Programme
The overall programme is shown in the following table. The Conference programme was preceded
by a pre-Conference Seminar on Training and Certification of Aids to Navigation (AtoN) and Vessel
Traffic Service (VTS) personnel on Saturday 24th May 2014.
Page 10 of 160
18th IALA Conference – Overall Programme

Saturday Sunday Monday Tuesday Wednesday Thursday Friday Saturday
24th May 25th May 26th May 27th May 28th May 29th May 30th May 31st May
Technical
Training and Certification of Aids to Navigation (AtoN) and Vessel Traffic Service (VTS) Personnel
Technical
Registration
session Technical Technical
session
1.1 session 2.1 session 3.1 Heritage
4.1
Aids to e-Navigation Global session
Manage
Navigation & beyond Navigation
ment
provision
Council meeting
Opening
Break Break Break Break Break
Show
Technical
Technical Technical Technical
session
session session session
1.2 Conclusions
Break 2.2 3.2 4.2
Aids to
e-Navigation Global Manage-
Navigation
& beyond Navigation ment
provision
Keynote
Pre Conference Seminar
speech
Lunch Lunch Lunch Lunch Lunch
IALA
REGISTRATION
Activities
General
Assembly
Technical 2
Technical Technical Technical
session (election)
session session session
1.3
Lunch 2.3 3.3 4.3
Aids to Invitation
e-Navigation Global Manage
Navigation to IALA
& beyond Navigation ment
provision 2018
&
VTS 2016
Reports of
Registration
IALA IALA
Break Break Break Break
activities Council
Session
Exhibition Technical Technical

opening General session session Best
and visit to Assembly 2.4 3.4 practices
the 1 e-Navigation Global Session
Exhibition and beyond Navigation
End of
End of End of sessions End of
sessions sessions Exhibition sessions
closes
Welcome Conference Gala

Free Free IMC Evening Free Free
reception dinner Dinner
Page 11 of 160
3 Conclusions
This session was chaired by the IALA Secretary-General. He thanked the group of experts who
had gathered the Conference conclusions together and noted that all aspects of the Conference
would be recorded in the Conference report. Following a presentation of the conclusions, the
conference agreed to the following nine conclusions:
1. IALA should consider providing guidance on anomalous behaviour recognition to improve
VTS operations and ship monitoring.
2. An evolving mix of communication systems is needed to convey maritime safety information
and e-Navigation services. The need for protection of radio frequencies will continue.
3. There is an emerging consensus to adopt the Maritime Cloud concept as a logical
infrastructure for e-navigation, with communications standardisation and resilient PNT.
4. Apparent Intensity compared to Effective Intensity may be more suitable for characterizing
the range of Marine Signal lights and requires further study .
5. Shore based authorities should recognise that there is a significant population of smaller and
non SOLAS vessels that is not equipped to take advantage of all aspects of e-Navigation
services.
6. Recognising the IMO/IALA zero accident campaign, there is a need for standardised
reporting, investigating and analysing vessel near misses.
7. The need for training and capacity building was recognised to ensure correct assessment,
specification, delivery and quality assurance of AtoN. This should include safe maintenance
practices and the use of personal protective equipment.
8. Marine Spatial Planning could have a significant economic benefit if successfully
implemented. Maritime authorities should take account of route topology modelling and the
analysis of risk using the IALA risk management toolbox.
9. Comprehensive planning for the protection of aids to navigation from significant weather or
environmental events (e.g. hurricanes, tsunamis or earthquakes) is an effective risk
mitigation strategy.
Page 12 of 160
Reports of IALA Activities

Chaired by Michael Card, Deputy Secretary General, IALA
4 Reports of IALA Events
4.1 Technical Activities Reports

4.1.1 Aids to Navigation Management (ANM) Committee Report – Capt Phil Day,
Northern Lighthouse Board (Chair ANM Committee)
The Aids to Navigation Management Committee (ANM) has been in
existence for 12 years and for the last 4 Phil Day has been chair. It’s been a
team effort though, the unwavering support of Michael Skov as Vice Chair.
Roger Barker and Gerry Brine as working group chairs and with their vices
Jorge Teles and Bjorn Eric Krosness have ensured that the Committee
stayed on track and completed all but one task in its 2010 to 2014 work
program.
Thanks have to go to Lorraine, Virginia, Christophe, Mike Hadley and latterly
Wim Van Der Heijden for their support during the meetings.
This achievement has been set against the narrative of a slow global
recovery after one of the deepest recessions we have known. Many
administrations have faced rationalisation, merger, travel bans and sequestration as well as the
day to day pressures of work. This has meant that attendance at ANM has constantly fluctuated.
One hundred and twenty six different individuals have attended ANM. Twenty nine individuals
attending five or more committees, and only six individuals attending all seven committee
meetings. Fifty nine individuals attended only once, giving attendance levels of 35 to 50 per
meeting.
Turning this into a country by country analysis members from 37 countries attended ANM, 11 were
in attendance for all sessions, whilst members from nine countries attended just once. No matter
how many times people attended they contributed and benefited, ideas have been shared and
networks have been expanded. Without the efforts of every single attendee ANM would not have
delivered its planned output.
The committee met outside of IALA HQ on one occasion. In November 2012 at the kind request
and with the support of AMSA, the Committee met in Brisbane Australia.
Following on from an IALA risk workshop the previous week in Sydney at which a number of ANM
members took part, the meeting enabled a number of authorities to attend who would not normally
travel to IALA.
The work slowed a little with some regular members unable to attend but this was far outweighed
by the opportunity for regional attendance which brought new views and input to the committee.
The meeting in Brisbane proved to be a very successful event with technical visits to Cape Byron
Lighthouse, Smartship Australia’s full mission vessel simulator and to Australian Maritime Systems
(AMS) being additional highlights.
During this four year period the Committee reviewed 338 input papers, produced 60 liaison notes,
produced or amended 8 IALA Guidelines and produced or amended 6 IALA Recommendations.
All the documents reviewed whether only containing minor amendments or complete rewrites were
thoroughly considered by those tasked prior to amendments being made.
Notable work went into guidance for Aids to Navigation Authorities on the user requirements and
practical applications of e-Navigation, from berth to berth, guidance on the application of maritime
surface picture for analysis in risk assessment and the provision of Aids to Navigation, developing
a supplementary Guideline to 1058 providing technical detail for simulator providers and procurers
Page 13 of 160
of simulation to ensure appropriate components and quality for AtoN features and review of IALA
Recommendation O-139 on the Marking of Man-made Off-shore structures. The latter document
was awaited with much interest by the burgeoning off shore renewable energy sector.
Keeping in mind the difficulties experienced by various authorities ANM has deliberately tried to
keep inter sessional working to an absolute minimum.
One workshop was held by the Committee in May 2013. This was on Marine Spatial Planning with
its output feeding into the drafting of guidance which will continue in 2014-18. This workshop
generated interest outside of the normal IALA community and has created new relationships with
various government planning and licensing authorities which can only benefit IALA and its
members. The workshop heard case studies from the Netherlands, Scotland, Australia and the US
as well as from renewable energy developer bodies. Much useful information was gathered to
incorporate into a new guideline. During the workshop the draft of the revised recommendation
O139 was reviewed and commented on. Members of ANM have also assisted with, and attended
other committee’s workshops and seminars.
The ANM Committee is responsible for the compilation, issue and analysis of the IALA
questionnaire. It’s fair to say the questionnaire had evolved over the years to meet various
committee requests from across IALA and had got a bit complicated and lost its way.
The annual issue of an every changing questionnaire made analysis difficult. During the 2010 to
2014 program the format and frequency of the questionnaire was considered. With Council
approval ANM has completely reviewed the questionnaire, with input from the other Committees.
The questions are now fixed for four years and the questionnaire will only be issued every two
years via an adobe interactive form, which enables improved data collection.
The first issue of this new format was in January 2014, in order to ensure that data was available
for the Conference. The data collected in January 2014 showing 2013 year-end statistics was
returned from 25 countries, showing that the majority of AtoN organisations are civilian, that a
significant proportion use performance indicators, risk management tools, ISO certification and
have training facilities. Most are solely or partially public funded, only 25% of respondents contract
out AtoN management. Looking at the AtoN hardware, plastic buoys now dominate and just under
half of lit AtoN are using LED lights, whilst Japan and Germany have the most lighthouse visitors.
Much more than this can be gleaned from the data. Direcçâo de Farois Portugal, which co-
ordinates the analysis and issue are kind enough to host a Geographic Information System
portrayal on their website. The data is only as good as that received and the ANM Committee
requests that more countries return the information, so that a global picture can be developed.
The ANM Committee is also responsible for the co-ordination, editing and preparation for printing
of the IALA NAVGUIDE. The 2014 NAVGUIDE has been provided to Conference delegates on the
tablet computers. This has taken a considerable amount of time and has occupied many of the
Committee members every meeting through the previous four years. It is the one area where
considerable ‘out of session’ work has been done, particularly in the run up to being print ready.
This difficult task was ably lead by John Festarrini, who was ably assisted by many of Working
Group 2. I commend their work and the final document to you. Thanks also go to the Canadian
Coastguard for formatting and making the NAVGUIDE print ready.
Co-ordinating ANM and the other Committees input, dealing with five different versions of Microsoft
word and several versions of spell check is not straightforward when dealing with any IALA
document, but the NAVGUIDE seems to magnify this considerably. Consequently we are looking
at better ways of doing this task are being investigated to permit concentration on content rather
than presentation.
The ANM Committee will be considering making the IALA Wiki the home of the content of the
NAVGUIDE. This is a tool internal to IALA from which a document can be exported to be published
on the IALA website or printed. This is very much work in progress and credit has to go to Ómar
Fritz Erikson and David Jeffkins for taking it this far. I am hoping that the ANM Committee will
embrace it for our future work. And of course the Committee enjoyed themselves; ANM continued
the traditions of football matches, enjoyed dinners together and technical visits.
Page 14 of 160
ANM will be changing in the coming session, a new name, a new work program and the challenges
of getting our publications to a new level are ahead of us but as we end the 2010 to 2014 work
programme I am pleased to report that ANM is as cohesive and inclusive as ever and ready for
the coming challenges.
4.1.2 Engineering, Environment and Preservation of Historic Lighthouses (EEP)
Committee Report – Mr Ómar Frits Eriksson, Danish Maritime Authority (Chair EEP
Committee)
Aids to Navigation (AtoN) engineering has been one of the primary focus
areas of IALA since its beginning, indeed it was an important engineering
discipline for at least 100 years before that. The environmental aspects of
providing Aids to Navigation services have become more and more
important over the last 25 years in line with the increasing general concern
about the environmental load of activities associated with our civilisation.
As time has passed, some of our aids to navigation have become obsolete,
having served their purpose and now AtoN authorities are faced with
having to make decisions about how to preserve or conserve these assets
in a sustainable manner.
The Engineering, Environment and Preservation of historical lighthouses committee (EEP) has
provided guidance on all these important matters to the IALA membership for over 12 years now.
The past four years have been hectic and the Committee has done a tremendous work on all
aspects of Aids to Navigation provision.
In order to manage this very ambitious work plan we organized ourselves in four working groups:
1. Aids to Navigation infrastructure, design and maintenance lead by Adrian Wilkins;
2. Heritage, conservation & civil engineering lead by Bob Macintosh;
3. Environment, quality assurance, training & publications lead by David Jeffkins;
4. Light and vision lead first by Seamus Doyle who has now retired and thereafter by Malcolm
Nicholson.
The EEP Committee has been fortunate enough to enjoy between 40 and 50 participants from
more than 25 different countries, which underlines the international character of the work
undertaken by IALA through its committees.
EEP Committee achievements 2010-2014
During this work period the committee revised 3 Recommendations and 8 Guidelines, created 12
new guidelines and conducted 2 workshops and 1 seminar.
Revised recommendations:
• Recommendation E-110 on rhythmic characters of lights on Aids to Navigation;
• Recommendation E-108 on Surface Colours used as Visual Signals on AtoN;
• Recommendation E-141 on Standards for Training and Certification of AtoN Personnel.
Revised Guidelines:
• Guideline 1006 on Plastic Buoys;
• Guideline 1012 on Lightning Protection;
• Guideline 1015 Painting Aids to Navigation Buoys;
• Guideline 1036 on Environmental Management in Aids to Navigation;
• Guideline 1043 on Light Sources Used in Visual Aids to Navigation;
• Guideline 1065 on Aids to Navigation Signal Light Beam Vertical Divergence;
Page 15 of 160
• Guideline 1066 on Design of Floating Aids to Navigation Moorings;

• Guideline 1067-0 on Selection of Power Systems for Aids to Navigation and Associated.
Equipment.
New Guidelines:
• Guideline 1073 on Conspicuity of Aids to Navigation Lights at Night;
• Guideline 1080 on the Selection and Display of Heritage Artefacts;
• Guideline 1085 on Standard Format for Electronic Exchange of AtoN Product Information;
• Guideline 1094 on Daymarks for Aids to Navigation;
• Guideline 1091 on Bird Deterrents;
• Guideline 1092 on Safety Management for AtoN Activities;
• Guideline 1093 on Management of Surplus Property;
• Guideline 1098 on Application of AIS AtoN on Buoys;
• Guideline 1099 on Hydrostatic Buoy Design;
• Guideline 1100 on AtoN Training and Accreditation;
• Guideline 1108 on Providing AtoN services in Polar Regions;
• Guideline 1109 on Theft and Vandalism Deterrents.
Workshops and Seminar:
• Workshop on Short Range AtoN in the e-Navigation era (Brest, France) 2012;
• Workshop on the Challenges of Arctic AtoN Provision (Ilulissat, Greenland) 2013;
• Seminar on the Preservation of Lighthouse Heritage (Piraeus, Greece) 2013.
The Committee also assisted the IALA World Wide Academy with the development and revision of
a number of Recommendations, Guidelines and Model Courses in relation to Aids to Navigation
manager and technician training. More than 30 new and revised model courses were developed
and these are now being utilized in the World Wide Academy capacity building activities.
New and revised model Courses:
• E-141.1 Model Course Level 1 Training
• E-141.2 Model Course Level 1+ Senior Management Training
• L1.3 Use of IALA Risk Management Tools
• L2.0 IALA WWA Courses Technician Level 2 Overview
• L2.1.1-1.2 Introduction to Aids to Navigation
• L2.1.12 Power sources on Buoys
• L2.1.12 Maintenance of Plastic Buoys
• L2.1.13 Maintenance of Steel Buoys
• L2.1.14 Introduction to Shore Marks
• L2.1.3-1.4 Introduction to Aids to Navigation – buoyage
• L2.1.7 Buoy Moorings
• L2.1.8 Buoy Cleaning
• L2.1.9 Introduction to buoy positions
• L2.2.1 DC Power Systems
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• L2.2.3 Photovoltaic (Solar Panel) systems and maintenance

• L2.3.10 Range, Sector and Precision Direction Lights
• L2.3.1-3 Introduction to Marine Signal Lanterns
• L2.3.4-6 Light Flashers, Lamp Changers and Self Contained Marine Lanterns
• L2.3.7-8 Rotating Beacons and Classic Lenses
• L2.3.9 Maintenance of Mercury Rotating Optics – Technician
• L2.4.1-2 Sound Signals
• L2.5.1-2 Surface Preparation before Coating
• L2.6.1-6.2 Service Craft and Buoy Tenders
• L2.7.1-7.2 Racons
• L2.8.1 AIS AtoN Operations
• L2.9.1-9 Introduction to Radionavigation and DGNSS
• L2.1.5 Buoy handling
• L2.2.4 Wind generators
• L2.2.7 Lightning Protection
• L2.2.5-6 Mains AC power systems petrol and diesel generators
• L2.11.1-5 AtoN structures, materials, corrosion and protection
• L2.11.6 Preservation of structures
• L2.11.7 Maintenance Planning and Records
• L2.10.1-2 Remote monitoring of AtoN
• L2.0 IALA WWA Courses Technician Level 2 Overview
During the course of conducting this tremendous amount of work, the Committee has
experimented with new ways of working using modern technology. This has resulted in what we
call the IALA-WIKI; a closed Wikipedia-like environment where Committee members can store and
share important information and co-operate on developing new Guidelines and Recommendations.
It is envisaged that IALA-WIKI will be used across all committees over the next four year work
period.
Once again, the EEP Committee work programme was a very ambitious one, which could only be
accomplished through the continued dedication and hard work of Committee members. It is the
work of individuals that makes up the work of the group and I want to express a deep appreciation
for the work of each and every individual contributing to the work of the Committee. Only through
your hard work and late nights, has the Committee succeeded in achieving its objectives.
Many thanks to Committee members, in particular to the chairmen of the working groups, to the
IALA Secretariat for their invaluable support and not the least many thanks to my vice chairs
Seamus Doyle and David Jeffkins for their patience with me.
I urge IALA members to continue to support IALA by sending their best experts to IALA technical
committees where they can inspire others and be inspired by each other for the benefit of the
whole maritime community.
Page 17 of 160
4.1.3 e-Navigation (e-NAV) Committee Report – Mr Bill Cairns, United States Coast
Guard (Chair e-NAV Committee)
With the bell sounding the end of e-NAV14, the 2010-2014 committee work
programme came to a close. At this last meeting, the Committee produced
28 output papers including 2 Recommendations and 6 Guidelines. The
Committee also prepared two input documents on PNT and
Communications for the Polar AtoN Services Workshop that followed e-
NAV14. The essence of the Committee’s 4-year work follows.
Working Group (WG) 1, Operations, were led by David Patraiko (Nautical
Institute) and, until he moved over to chair Testbeds, his vice chair Mahesh
Alimchandani (Australia). WG1 produced numerous liaison notes to the
IMO e-Navigation correspondence group. Consequently, IALA input is
prominent in the IMO e-Navigation Strategy Implementation Plan. This group developed the e-
Navigation Frequently Asked Questions (FAQs) and finalized a Portrayal Guideline.
WG2, Sensors/PNT, was receiving signals from chair Alan Grant (United Kingdom) and vice chair
Michael Hoppe (Germany). WG2 crafted the IALA World Wide Radio Navigation Plan and updated
IALA Recommendations R-101 (Maritime Radar Beacons),
R-121(Performance and monitoring of a DGNSS Service in the band 283.5 – 325 kHz 121, and R-
135 (Future of DGNSS). The WG also contributed greatly to measures for disaster recovery and
the Polar Guideline.
WG3, AIS/Communications, under the chairmanship of Rolf Zetterberg (Sweden) and vice chair
Bill Kautz (USA), was responsible for developing the IALA Maritime Radio Communications Plan.
Not only was this a significant work for IALA, but was requested by ITU to be reformatted to meet
its needs. WG3/4 updated the ITU-R Recommendation M.1371 (Technical characteristics for AIS)
as well as the related IALA Technical Clarifications. It updated Recommendations A-124 (AIS
Shore Stations) and A-126 (Use of the AIS). With regret, we note that Rolf Zetterberg attended his
last Committee meeting at e-NAV14. Rolf has been a steady hand on the tiller for AIS and
Communications and we wish him fair winds and following seas as he looks forward to retirement
following the 2014 Conference.
WG4, Architecture, gets its blueprints from chair Jan-Hendrik Oltmann (Germany) and vice chair
Paul Mueller (Tideland Signal, USA). The architects have developed a series of e-Navigation
Architecture FAQs now included with the generic FAQs. The WG have been building the common
shore-based system architecture (CSSA), an update to Recommendation e-NAV140 on the
overarching e-Navigation architecture – the shore perspective, and the structure of the Maritime
Service Portfolios. The group has a workshop on CSSA now planned for August 2014 in
Hamburg.
WG5, Data Modelling, is piloted by Peter Hooijmans (The Netherlands) and Jarle Hauge (Norway).
The WG prepared a Guideline on Producing an IALA S-100 Product Specification and revised
Guideline 1087 on Procedures for Management of the IALA Domains under the IHO GI Registry.
The WG is working intersessionally to progress a Product Specification on AtoN Information as
well as a proposal to IHO on the use of streaming data under S-100.
The latest Working Group is WG6, Testbeds, led by Mahesh Alimchandani (Australia) and Natacha
Riendeau (Canada). In two meetings, the group developed an IALA Guideline on the reporting of
results of e-Navigation testbeds and this will be provided to the IMO e-Navigation Correspondence
Group. The WG proposed enhancements to the Danish Maritime Authority’s e-Navigation portal
www.e-navigation.net based on members’ experiences with testbeds and created an IALA e-
Navigation forum on testbeds on LinkedIn.
The Committee was successful in achieving the goals of its work programme and Chairman Bill
Cairns wishes to thank all the Committee members, in particular working group chairs and vice
chairs and, especially, Committee Vice Chairman, Dr. Nick Ward for his hard work and sage
counsel.
Page 18 of 160
4.1.4 Vessel Traffic Services (VTS) Committee Report – Capt Tuncay Cehreli,
Directorate General of Coastal Safety, Turkey (Chair VTS Committee)
Vessel Traffic Services (VTS) has been in existence in various forms since
1948 and the first radar based port control systems were established in
Douglas (Isle of Man) and Liverpool in 1948. IALA has been associated with
the development of VTS for more than 50 years and the IALA VTS Committee
was created in 1981. A primary objective of the VTS Committee is the provision
of sound and timely guidance and advice to those involved in VTS matters.
The Committee’s work programme is decided on a 4-yearly basis, to match the
strategies and policy set by the IALA Council. VTS Committee comprises
national, associate and industrial members meeting every six months, usually
at IALA HQ.
The VTS Committee started its 2010-2014 work period with its 31st session with four Working
Groups (WG) and came to an end at VTS37 with three WGs. The average number of participants
to these seven sessions was 71 from 24 different countries. On average, 12 of the 71 participants
(17%) were attending for the first time. The issue of new members needs special consideration in
terms of their adaptation and active contribution to the Committee’s work. The Committee dealt
with an average of 46 input papers at each session and produced 11 output papers.
During the 2010-14 work period, all seven sessions of the VTS Committee were chaired by Tuncay
Çehreli (DGCS, Turkey) with Neil Trainor (AMSA, Australia) as Vice Chair. Currently, Chair and
one Vice Chair positions of WG1 (Operation) are empty while the other Vice Chair is Monica
Sundklev from STA, Sweden. Rene Hogendoorn from SAAB, The Netherlands is Chair of WG2
(Technical Aspects) and Robert Townsend from MCA, UK is Vice Chair. Chair of WG3 (Personnel
and Training) is Kevin Gregory from IHMA, UK and Vice Chair is Lilian Biber-Klever from NNVO,
The Netherlands. Committee Chairs also endorsed eight persons as IALA World Wide Academy
(WWA) VTS Experts in 2013. The list of WWA Experts can be found on WWA page in the IALA
website.
VTS events
There were three VTS related IALA events within 2010-14 work period. The first event was 12th
International IALA VTS Symposium held in Istanbul from 10 to 14 September 2012, back to back
with the 35th session of the VTS Committee. It was a very successful Symposium in which 335
delegates participated from 41 countries. The theme of the Symposium was “Beyond the Limits”
and a series of 53 presentations were made under eleven broad headings. In addition, the
associated exhibition attracted 14 Industrial Members, displaying their latest developments in VTS.
There was also a technical visit to Istanbul VTS Centre and the Symposium identified 12
conclusions.
The second event was a workshop on “Portrayal of Data and Information at a VTS” held in
conjunction with the Federal Waterways and Shipping Administration and Jacobs University,
Bremen, from 6 - 9 May 2013. The workshop was attended by twenty-five delegates representing
ten countries and one Sister Organisation. There were also technical visits to Bremen MRCC,
Bremen VTS and Hochschule Bremen’s Bridge Simulator. The Portrayal Workshop concluded with
fourteen portrayal and eight non-portrayal conclusions and seven principles.
The third event was the IALA Seminar on Simulation in VTS Training. It was held at MARIN and
Hotel Hof van Wageningen, The Netherlands from 9 - 13 September 2013, just a week prior to
VTS37. A Technical Tour was made to the VTS Centre of the Port of Rotterdam by the Hook of
Holland. The seminar was kindly sponsored by MARIN, NNVO and the Port of Rotterdam. Fifty
delegates, representing twenty countries attended this Seminar and ten IALA Recommendations
were recorded.
Page 19 of 160
New / revised documents

The VTS Committee produced five IALA Guidelines and one IALA Recommendation, and revised
five Recommendations and one Guideline during the 2010-14 work period.
Recommendation produced;
• V-145 on Inter-VTS Exchange Format (IVEF) Service.
Guidelines produced;
• 1083 On Standard Nomenclature to identify and refer to VTS Centres;
IMO Resolution A.857(20) on VTS recommends that VTS Centres in an area or sector
to use a name identifier but it has been noted that there is a lack of consistency in the
use of name identifiers by VTS Centres. These include such terms as: ‘VTS’, ‘VTIS’,
‘traffic ’, ‘control’, ‘coastguard’, ‘harbour control’, ‘harbour’, ‘port control’. This Guideline
aims to provide guidance to promote consistent nomenclature amongst VTSs around
the world.
• 1089 on Provision of Vessel Traffic Services;
The aim of this Guideline is to give guidance on the delivery of the three types of
services provided by a VTS. These services are Information, Traffic Organization and
Navigational Assistance. The Guideline also aims to achieve consistency in the
provision of the services worldwide in order to avoid confusion about the delivery of
VTS services for the mariners.
• 1101 on Auditing and Assessing VTS;
The aim of Auditing and Assessing Guideline is to provide guidance for competent and
VTS Authorities to meet their obligations under SOLAS for the establishment and
operation of VTS. In particular it aims to provide guidance for auditing and assessing a
VTS and the subsequent on-going assessment and evaluation.
• 1102 on VTS Support and Interaction with Allied Services;
The Guideline on VTS Support and Interaction with Allied Services describes the
issues to be considered and the principles to be respected for successful interaction
between VTS and allied or other services.
• 1103 on Train the Trainer;
The purpose of guideline 1103 is to assist maritime training organizations and their
teaching staff in the preparation and introduction of new training courses for Trainers,
Teachers and/or Instructors. Guideline provides facilitators with guidance on the
content, sequencing and material required to train Trainers, Teachers and/or
Instructors.
Recommendations revised;
• V-127 on Operational Procedures for VTS
• V-102 on the application of the ‘User Pays’ principle to VTS
• V-125 on the use and presentation of Symbology at a VTS Centre
• V-103 on Standards for Training and Certification of VTS Personnel
• V-120 on VTS in Inland Waters
Guideline revised;
• 1014 on the Accreditation and Approval Process for VTS Training
Page 20 of 160
Other documents;
• The Committee revised the IALA VTS Manual in 2012, just prior to the VTS Symposium
and distributed printed copies as “IALA VTS Manual 2012 Ed.5” to the VTS 2012
Symposium participants.
• The Committee produced a Position Paper on the need for mandatory training for
VTSOs.
• IALA, through the VTS Committee, proposed the STW develop guidance providing a
more comprehensive knowledge of VTS functions, responsibilities and procedures for
masters and officers. IALA also offered its services to assist drafting the relevant
guidance. However at STW43, the Sub-Committee agreed that there was no need to
develop guidance as proposed by IALA. After STW rejected the IALA proposal, the VTS
Committee added a new work item to the coming work period named ‘develop guidance
on VTS awareness for navigating officers’.
• During the 12th VTS Symposium in 2012 in Istanbul, Mr. Koji Sekimizu the Secretary-
General of IMO took the initiative of proposing a plan of action to promote a Zero
Accident Campaign. This initiative was well received and supported by the VTS
Symposium and IALA. After the inaugural meeting of a group of experts from IALA,
IHO, IMO, IAPH and IMPA at IMO HQ on January 2013, the IMO Secretariat prepared
an outline plan, which shows the composition of the Panel of Experts, Terms of
Reference including the draft criteria for evaluation and sent it to IALA to review and
provide its comments. Then, IALA, through the VTS Committee provided its comments
and finally an input paper numbered NAV 59/19/1 was submitted to the IMO Sub-
Committee on Safety of Navigation as a ‘note by the Secretariat’ on the Zero Accident
Campaign. The Campaign is expected to be launched at an appropriate time after IMO
Council 112 in June 2014.
Briefly, the purpose of this award is to provide a unique, international recognition for
established Vessel Traffic Services, which contribute to safety of life at sea, safety and
efficiency of navigation and protection of the marine environment, adjacent shore areas,
work sites and offshore installations from the possible adverse effects of maritime
traffic. According to the proposed terms of reference, the Panel of Experts should meet
once a year in order to review and evaluate the nominations with respect to the basic
criteria and any other supporting elements.
I believe that, this campaign will have very important effects on the development and
harmonization of VTS worldwide and of course improving safety and efficiency of
vessel traffic and protection of marine environment. So, I would like to thank once
again Mr. Koji Sekimizu, Secretary General of IMO for proposing this fantastic
campaign.
4.1.5 IALA Industrial Members’ Committee (IMC) Report – Mr Enrique Bernabeu Dolz, La
Maquinista Valenciana, Spain. (IMC President)
Enrique Bernabeu Dolz, (La Maquinista Valenciana), President of the IALA
Industrial Members’ Committee welcomed delegates and spoke highly of his
committee’s achievements, naming its current constituent members: Steve J.
Nell of Marine Data Solutions (Vice President & PAP Representative), Clive
W Quickenden of Tideland Signal Corporation (Secretary, Treasurer &
American Representative), Lars Mansner of Sabik (Europe/Africa
Representative), Noboru Maruoka of Zeni Lite Buoy Co Ltd (Asian/Oceania
Representative), John Sugarman, Australian Maritime Systems (IALA
Observer). He also noted that Laura Rodriguez Salvador had been
President until May 2012 and Allen Mitchener was Secretary, Treasurer &
American Representative until April 2013.
Page 21 of 160
The work of the IMC in the last four years, since the last meeting of the Industrial Member General
Assembly held in Cape Town during the previous IALA conference, has been conducted in
accordance with the objectives of the Committee assigned in its Constitution and Byelaws.
One of these objectives is informing Industrial Members about all important decisions and events in
IALA. To do this, members of the Committee attended the Sessions of the IALA Council and the
Session of the Policy Advisory Panel (PAP). Reports of these sessions have been made and sent
via the regional representatives to the industrial members. With this communication industrial
members have been kept permanently informed about the IALA news.
This communication has been bidirectional, collecting and transmitting queries from Industrial
Members which have been then addressed and answered by the Committee.
The Committee also had regular meetings to discuss matters relevant to the field of activity of IALA
with special consideration for the interests of Industrial Members. The meetings held in this period
of time have been March, 2011 in A Coruña, May, 2012 in Vancouver, May 2013 in A Coruña,
October 2013 in Hamilton Island.
The decisions made at these meetings have been according to the interests and the opinions of
the Industrial Members and the general secretariat of the IALA. Among these decisions Mr
Bernabeu highlighted the following:
• Dropping IALA Product Certification while maintaining existing Product Templates and
informing to all Industrial Members that IALA does not have a Product Certification
program.
• Supporting IALA’s World Wide Academy including a full presentation of the Academy to
Industrial Members who attended the Mid Term General Assembly in Brest.
• Supporting the paperless Conference, being a major sponsor of the tablets that each
delegate received when they registered.
• Sponsoring the travel expenses for delegates mainly from Central and South America and
Africa who otherwise would not have been able to attend the Conference.
The committee has drafted two pamphlets to promote that companies related to marine aids to
navigation should become IALA members. These documents are:
• Pamphlet 1, directed to clients, promoting the advantages of insisting their suppliers to be
members of IALA. The most important advantages included in the document are:
o IALA industrial members work closely with and play their important roles in the
different kinds of committees, symposiums and workshops;
o Based on the IMs activities in IALA technical aspect, the products of industrial
members can be reliable, durable, hence maintenance free and environment
friendly;
o Products of industrial members are complied with IALA Recommendations and
Guidelines.
• Pamphlet 2, directed to companies, promoting the advantages of being an industrial
member. The most important advantages included are:
o To have the opportunity to exhibit their new technologies during the conference,
symposiums and workshops;
o To contribute one’s expertise and compare experiences with other IALA members;
o To meet with suppliers, or customers, and contribute to the design of the best
products;
o To have a direct and easy access to recommendations, guidelines and manuals
publishes by IALA.
Page 22 of 160
These two documents are complementary to each other, and show that if suppliers are IALA
Industrial Members it will benefit both customers and suppliers.
Mr Bernabeu noted the very positive growth that has taken the number of IALA Industrial Members
in the past ten years, with an increase from 69 to 105 members, representing an increase of 52%,
making it the most numerous IALA member category.
The Committee has been active in the organization of three industrial exhibitions in the last few
years, coinciding with the 12th IALA VTS Symposium, held in Istanbul in September 2012, the
Fixed and Floating Aids Workshop, held in Brest in October 2012 and the 18th IALA Conference
held in A Coruña in May 2014.
The Industrial exhibition of the 18th IALA Conference had the largest number of participants in the
history of this event, with a total of 77 stands and 7 outdoor exhibition areas offered by 47
companies from all over the world, where the latest cutting-edge products, equipment, systems
and services offered by the AtoN industry were on display.
Concluding, Mr Bernabeu referred to the Industrial Members’ evening on the evening of
Wednesday 28th May during the occasion of each IALA Conference at Marina Coruña, standing in
a privileged part of the city at the entrance to the bay of A Coruña. For this occasion an
entertaining Spanish fiesta featuring the best of Spain’s different regions was prepared.
In addition to the work done by the IMC on behalf of Industrial members, he remarked on the great
job done by them in actively participating in the Technical Committees, Workshops and Industrial
Exhibitions organised by IALA.
4.2 IMO/ ITU and other international organisations Report – Mr

Michael Card, IALA
IALA has a wide ranging interaction with International Organisations and
Partners.
IALA contributes to a number of United Nations Organisations. These include
the International Maritime Organization (IMO), the United Nations specialized
agency with responsibility for the safety and security of shipping and the
prevention of marine pollution by ships, and the International
Telecommunication Union (ITU), the United Nations specialized agency for
information and communication technologies. IALA has observer status at
IMO, and was one of the first organisations to be awarded this honour, it participates in the IMO
Assembly, the IMO Council, the Maritime Safety Committee (MSC) and the Sub Committee on
Navigation, Communications, and Search & rescue (NCSR). In the ITU ITU-R IALA contributes to
Working Party 5B dealing with maritime mobile service including Global Maritime Distress and
Safety System (GMDSS); aeronautical mobile service and radiodetermination service.
Among Inter-Governmental Organisations (IGOs) IALA cooperates with the International
Hydrographic Organization, the Arctic Council (protection of the Arctic marine environment (PAME)
WG and the Transport Group of the Western Mediterranean. Much work is being done on the New
IHO standard S-100 IHO Universal Hydrographic Data Model where IALA will be a contributing
partner and is allocated S-100 codes S-201 to S-299 to underpin e-Navigation and marine spatial
data infrastructure. IALA participated in the PAME meeting of February 2014 following which there
is PAME interest in developing a cooperation with IALA.
IALA also contributes to Non Governmental Organisations (NGOs) and works with organisations
such as CIRM, IEC, and CIE. Along with the European Union Group of Institutes of Navigation
(EUGIN) and the International Association of Institutes of Navigation (IAIN), IALA sponsored the
First Resilient PNT Forum on 14 May 2014 in the Rotterdam World Trade Centre. IALA also
participates in international studies such as Mona Lisa and EfficienSea.
IALA is an organising partner in international conferences such as the e-Navigation Underway
Conference in Demark and in the USA,
Page 23 of 160
4.3 Legal Advisory Panel (LAP) Report – Mr Francis Zachariae,

DMA (Chair LAP)
Mr Francis Zachariae presented a short report covering the period from 2010
to the 18th IALA Conference in 2014 and the briefing was given on behalf of
the author and vice chairman Jon Price (Trinity House, UK).
The Legal Advisory Panel (LAP) is an advisory body to the IALA Council.
During the period the LAP met nine times and the normal schedule covers two
meetings per year – spring and fall. The LAP has discussed legal questions
posed by the IALA Council, by the IALA Committees and by the Secretary
General. Currently the LAP comprises participants from Australia, Denmark, China, Finland,
France, Germany, Norway, Sweden, the United Kingdom and the United States.
In 2010-2012 LAP meetings developed advice for the IALA Council on a range of issues related to
IALA outputs and operations.
In relation to the different projects where IALA is providing a service to external partners or ships
the LAP advised on the legal aspects of these services. More specifically the LAP has advised on
data sharing in relation to IALA-NET and the conditions of participation in IALA-NET and has
developed disclaimers for IALA-NET, the IALA Dictionary and IALA Documentation.
The LAP was also tasked to support the Secretary General on matters related to the new HQ in
Rue des Gaudines and on the development of an MOU between IALA and its host Country,
France. In a wider context LAP was tasked to consider the use of AIS data in court proceedings.
During each meeting the List of IALA’s Main Activities and Associated Risks (The Risk Register)
was developed and updated. The risk register lists the mitigation in place against each risk; the
level of risk in terms of low, medium or high; and any action required. The LAP submits the register
to the Council for information. Recently the register has been enhanced bringing it in line with
internationally recognised standards including those of the Federation of European Risk
Management Association.
Since 2012 the LAP has worked primarily on the ”Change of Status” project developing a
Roadmap, SWOT analysis, a draft HQ agreement, draft amendments to the Constitution, a Draft
International Agreement and related draft General Regulations and a draft General Assembly
Resolution. A workshop addressing the benefits and risks of a change of status was also
conducted. Each of the above considerations resulted in the preparation of documents for
consideration by Council.
The last two meetings in October 2013 and March 2014 were extraordinary meetings (EXLAP 1
and EXLAP 2) and were open to all national members with approximately 35 delegates
participating in each of these meetings.
The work of the LAP is challenging and on-going, and relies, like all IALA activities, upon the
support and good will of IALA’s members. We look forward to continuing to support IALA in the
future.
4.4 e-Navigation SIP – Mrs Kirsti Slotsvik, Norwegian Coastal

Administration.
Mrs Kirsti Slotsvik made a presentation regarding the IMO e-Navigation
Strategic Implementation Plan (SIP) on behalf of Mr John Erik Hagen,
Norwegian Coastal Administration (Coordinator of the IMO Correspondence
Group on e-Navigation).
The e-Navigation SIP submitted to IMO (NCSR 1/9) concentrates on five
prioritized e-navigation solutions. These solutions focus on improved
systems and equipment on the bridge, and efficient, standardized
information exchange between ship and shore and vice versa.
Page 24 of 160
A total of eighteen tasks are identified as needing to be completed in order to continue the further
implementation of the e-Navigation solutions during the period 2015 - 2019. Some of these tasks
may require further consideration and investigation before taking a final decision on the best way
forward and subsequent tasks. A number of guidelines have also been identified as important for
the future development and implementation of e-navigation. Four of these guidelines have been
prioritized. Progress on their development is reported separately to IMO (NCSR 1/9/1).
Communications are a key for e-Navigation. Any communications systems used must be able to
the deliver appropriate electronic information ship-to-ship, ship-to-shore, shore-to-ship and shore-
to-shore in a harmonized and structured way using the agreed IHO S-100 data structure and the
approved overarching e-navigation architecture, wherever possible.
As part of the development of the e-Navigation strategy, it was recognized that there is a need to
identify shore-based functions and services. At present, there are many different types of services
in most given situations or locations, such as ports, coastal and high seas. Harmonizing and
standardizing these services results in a proposal on a set of sixteen Maritime Service Portfolios
(MSPs).
For enhancing public awareness of e-Navigation, a plan has been introduced in the SIP. IMO is
asked to approve the need for and the establishment of a co-ordinated e-navigation website and its
administration, to be used during the implementation phase. Such a website would provide a
coordinated approach to distributing/sharing information on the e-Navigation implementation
electronically – and would support the implementation of e-Navigation.
4.5 IALA-NET and Risk Management Tools Report – RAdm

Jean-Charles Leclair, IALA
IALA-NET
IALA-NET is an IALA project which was declared operational the 1st July 2010.
It is a near real time AIS data exchange service through the Internet. It is a
worldwide service and is only open to national authorities who provide AIS
data from their own country. The service is intended to assist these
authorities to fulfil their duties regarding safety, security, protection of the
marine environment and the efficiency of navigation.
With regard to the secrecy of ship movements the author made clear that AIS is a broadcast
system. There are already existing numerous traffic monitoring systems and these are shore-
based and soon to be satellite-based. The reasons for the creation of IALA-NET were stated.
Several private and commercial companies already monitor maritime traffic on a global mode.
However, traffic monitoring includes security, safety, protection of the marine environment and
traffic organization missions. These missions are part of governmental responsibilities and the
information used by the Authorities in charge of the missions shall not be dependent solely upon
the private sector.
Of the benefits of IALA-NET, the author gave some examples: maritime safety, search and rescue,
marine accident investigation, improving efficiencies of navigation, security, surveillance, traffic
analysis and environmental monitoring. Access to the IALA-NET data exchange will only be
allowed to countries which provide AIS information themselves to the system. Providers of satellite
AIS information may also use IALA-NET to exchange information between them.
The system is managed by an IALA Steering Committee reporting directly to the Council, and run
mainly thanks to the generosity and works of the Danish Maritime Administration. However, today
despite the benefits offer by the system, the number of participants is stagnant (around 20).
Different reasons can explain the situation, but it is without taking into account the development of
e-Navigation and the monitoring of the maritime traffic ahead of us. To avoid the closure of the
system, the author urged the participants to join IALA-NET which is free of charge. Further
information can be found at: www.iala-aism.org and www.iala-aism.org/wiki/ialanet.
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Risk Management Tools

Following the requirement of SOLAS V/12-13, IALA has undertaken to develop tools able to assist
National Authorities to assess the volume of traffic and the degree of risk in waterways and port
approaches. Today the IALA toolbox contains three tools: the IALA IWRAP Mk2 programme which
is a quantitative tool, the Ports and Waterways Safety Assessment (PAWSA) programme which is
a qualitative tool and the simulator technical capability.
The author gave some details on those three elements and gave information on the work done by
the dedicated Steering Group that the IALA Council has created to manage the tools. The Group
met 14 times during the last four years and has worked to improve the IWRAP Mk 2 (ALA
Waterway Risk Assessment Programme) model, which is updated every 6 months, and to
encourage more countries to use PAWSA.
The Group also discussed some specific subjects as the introduction of another programme in the
toolbox, SAMSON, which is own by The Netherlands. A Bayesian network was also developed. In
parallel, the experts of the Steering Group organised an annual training seminar on the use of the
toolbox under the auspices of the IALA WWA. The next seminar will be held in Istanbul from 8 to
12 September 2014.
4.6 IALA World-Wide Academy – RAdm Jean-Charles Leclair,

IALA
The IALA World-Wide Academy was officially created at the last IALA
Conference in Cape Town and became operational the 1st of January 2012. It
is the vehicle by which IALA delivers training and capacity building to national
authorities. During the two first years of activity the Academy’s three-man part-
time team, ably supported by the IALA Secretariat and subject matter experts,
have built to establish the Academy as a well-recognised independently funded
division of IALA.
The Academy is governed by a Board of five members which reports to the IALA Council, which
has responsibility for approving its activities on an annual basis. It is an independently funded
division of IALA. Generous financial support from the Academy’s principle sponsor, the
International Foundation for Aids to Navigation (IFAN), helped to start the activity and to make it
sustainable. Additional sponsorship was also gratefully received from IMO, Australia, Denmark,
France, and several others. At this stage, the financial security of the Academy remains sound.
The activity of the IALA WWA includes training and capacity building. The author gave details of
each one of those activities. On training, the drafting of model courses for AtoN managers and
technicians was achieved thanks to the work of the Committees. Approval of training organisations
by National Authorities has grown well together with the creation of a list of IALA experts. The
Academy also participated itself to the delivery of training courses, including annual training
seminars on the use of the IALA risk management toolbox, and a one-month AtoN Managers
course held at the IALA Headquarters. A next one in French will be held in September 2014, again
in France.
With regard to capacity building activity, the Academy has adopted a model which groups together
both Member and potential Member States into regions of most need. The regions have similar
geographical limits to those defined by the International Hydrographic Organization (IHO). Of the
15 IHO regions, seven have been identified by the IALA World-Wide Academy for capacity building
initiatives.
The Academy’s capacity building strategy is based on a four-stage process: awareness,
assessment, analysis and actions. For stage 1, awareness, it includes the participation to the
regional hydrographic commissions and the organization of regional awareness seminars for the
authorities in charge of safety of navigation in their country. Furthermore, under the umbrella of the
United Nations “Delivering as One” capacity building initiative, The Academy reinforced its
relationship with the International Maritime Organization (IMO), the International Hydrographic
Organization (IHO) and other authorities to develop a joint capacity building strategy to improve the
safety of navigation world-wide.
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Stage 2 of the capacity building strategy is based on technical visits to countries requesting such
need assessment mission. Up to now only four countries benefited from the visit of IALA experts.
The author invited the countries volunteer to apply for such a visit, which is free of charge for them
and very beneficial taking into account, in particular, the near implementation of the IMO
mandatory audit scheme.
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Annexes to the Report

ANNEX A Conference Opening
5 Opening Ceremony
The Conference was opened with an entertaining performance of Galician folk music performed by
the Xacarandaina folk music group.
5.1 Address by Carlos Negreira Souto, Mayor of A Coruna
The Mayor welcomed the delegates to A Coruna, noting the long history of
the town in nautical activities. The Torre de Hercules dates back to the first
century and is the oldest working lighthouse in the world. It was built the
Roman Emperor Claudius to mark the sea route from Rome to Britannia,
now the UK. The conference presents an image of A Coruna internationally
as a symbol of history, navigation and marine security. In the 17th century
King Carlos renovated the building, coating it with granite as it remains
today. 2014 is the fifth anniversary of the designation of the Torre de
Hercules as a UNESCO World Heritage Site, the first lighthouse to be so
designated. Noting that 70% of international trade is by sea and the 4.3%
increase in maritime traffic in 2012, he recognised the importance of A Coruna in international
trade and the contribution of IALA to navigation safety. He concluded wishing the delegates an
enjoyable stay in A Coruna. The full text of the speech is at ANNEX H.
5.2 Address by Mr David Gordon, President IALA
The President thanked the Mayor for his welcome and noted that, in reading
the reports to the Conference, he had noted no references to lighthouses
while the references to e-Navigation were too many to count, indicating the
current trend in marine Aids to Navigation. The demands an continuing
evolution in the life of IALA and the development of documents and
managing the global world in which we live. Puertos del Estado have taken
the baton and prepared a technically advanced conference. He concluded
with thanks to Puertos del Estado, the sponsors and the organising
committee for a memorable conference.
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5.3 Address by Mr Jose Llorca, President of Puertos del Estado

The President expressed appreciation to IALA for its confidence in
Puertos del Estado to host the Conference. He thanked all participants
for their attendance and thanked the organisers and the port authority of
A Coruna who were of great assistance in preparing for the Conference.
He spoke of the history the Torre de Hercules and the similarity of the
technological advances of its building with the advances in Aids to
Navigation today. The topic of the Conference sets the stage for
exchange of ideas through 90 presentations from 152 authors and 42
exhibitors. He remembered the need for training and Spanish plans for
developing a training model like the IALA World Wide Academy. He also expressed a hope for
promotion of Spanish in IALA and provision of IALA documents in Spanish. This paperless
conference shows a commitment to sustainability and environmental conservation while the good
practices session will contribute to world wide improvement. An exhibition has been arranged in
the Torre de Hercules titled “the Light should never go out” make residents of A Coruna aware of
the IALA Conference. He concluded hoping that delegates take home good memories of their visit.
The full text of the speech is at ANNEX I.
5.4 Address by Dna Rosa Quintana, Regional Minister for Agriculture, Rural
Development and Maritime Affairs
The Minister thanked the local port and IALA for selecting Spain to host the
18th IALA Conference. She noted that Galicia is a seafaring region and has
suffered loss and pain as a result of sea tragedies. The Galician coastline
has a significant number of lighthouses and floating AtoN. She referred to
the history and UNESCO status of the Torre de Hercules and noted its
benchmark contribution to maritime safety over millennia. She noted the
high volume of shipping in the region and the leadership of Spain in
converting 222 lights to solar powered LED. She observed the link with the
Panama Canal in which Galicia could be a European hub for global
maritime traffic as well as already established local fishing and trade. She
wished the delegates a successful conference. The full text of the speech is at ANNEX K.
5.5 Address by Dna Ana Pastor, Minister of Public Works and Transport
The Minister welcomed delegates to the very special place of A Coruna,
noting 548 participants from 50 countries. She noted the ten-year time span
to plan and deliver the Conference and congratulated Puertos del Estado and
IALA on their achievement. She noted the many achievements of IALA since
its inception in 1957, recalling that Spain had become a national member of
IALA in 1977 while Puertos del Estado is an Associate Member. IALA is
about harmonisation of AtoN systems. She anticipated the next IALA
Conference in the Republic of Korea in 2018 and the involvement of Spain in
the preparation assisting the Korean organisers. She noted the benefit of the
IALA Conference to A Coruna in terms of tourist trade as well as maritime
safety.
Safety and security is the main issue in AtoN but heritage is also important. The Torre de Hercules
demonstrates the long tradition of AtoN in Galicia and modern technology such as AIS is
reinforcing this early development. She noted the technical advances occurring in Spain,
mentioning the possibilities of on-demand as well as broadcast services. As a result, maritime
transport is safer and more secure. She thanked the long line of lighthouse workers who have
maintained the AtoN over the years and continue to develop modern techniques from lighthouses.
She thanked HRH the Princess Royal for sharing the 500th anniversary of the founding of Trinity
House with the Conference. She concluded that the 18th IALA will make a major impact. The full
text of the speech is at ANNEX L.
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5.6 Keynote Speaker – Mr. Koji Sekimizu, IMO Secretary General

Koji Sekimizu noted the appropriateness of the venue of A
Coruna for the Conference. He noted the cooperation between
IMO, IALA and IHO in achieving a reduction in maritime accidents
and fatalities. He mentioned the IMO Zero Accident campaign and
noted a need for work to improve safety of passengers and
domestic passenger vessels which are not subject to SOLAS. In
considering the evolution of e-Navigation, he recalled his initiative
of the Maritime Electronic Highway 10 years and his view that
there is still a role for this concept within the wider e-Navigation
concept. He spoke about the challenges being faced by the
maritime industry and the need for technical standards to enable
the further development of e-Navigation.
A copy of the address by Mr. Sekimizu is attached at ANNEX G
5.7 Presentation to Best Participant – IALA World-Wide Academy Level 1 AtoN

Manager Course
Mr Koji Sekimizu, Secretary General of the
International Maritime Organization graciously
agreed to present the IALA “Best Participant”
Certificate in the IALA World-Wide Academy
Level 1 AtoN Manager Course to Mr Ralph
Boland – a Technician from the Ministry of
Transport Maritime Services Division; Trinidad
and Tobago. Ten participants from seven nations
attended the course. They were judged on three
aspects: their total score in the three
examinations; their contribution and interventions
to lectures and their individual development over
the one month course. Mr Ralph Boland from
Trinidad and Tobago was considered by the Academy to have been the “best” participant and was
honoured to receive his certificate from the IMO Secretary General.
5.8 Address by Mr Gary Prosser, Secretary General of IALA.

Gary Prosser echoed the comments of the IMO Secretary General
regarding cooperation, thanking those who have contributed to the
work and development of IALA. IALA works closely with IMO and IHO
as well as sister organisations such as CIRM. Noting that 2013 was the
busiest year yet for IALA, he recalled necessary successful move of the
IALA HQ, the establishment of the World Wide Academy in 2012, the
launch of the new IALA web site, improvements in corporate
governance and fiscal control. He noted that the 2013 IALA Annual
Report had been published the previous week. The World Wide
Academy has developed quickly and effectively in a short time with
stand alone funding and world wide capacity building. Much work is
being done regarding the consideration of IALA change of state.
5.9 Trinity House 500th Anniversary

Her Royal Highness The Princess Royal, Master, The Corporation of Trinity House, graciously
attended the 18th IALA Conference on Friday 30th May 2014 from 0850 until 1235. The Royal visit
was to mark the 500th Anniversary of the Corporation of Trinity House. Her Royal Highness was
welcomed on arrival by Senor Enrique Pena González the Director of the PALEXCO Congress
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Centre and Mr David Gordon – President of IALA. The President of

Puertos del Estado, Senor José Llorca presented a number of
Spanish Dignitaries before Mr Gary Prosser, Secretary-General of
IALA escorted Her Royal Highness to observe Technical Session
4.1. The Deputy Master of the Corporation of Trinity House, Captain
Ian McNaught, then presented the Chief Executives of the Northern
Lighthouse Board and the Commissioners of Irish Lights to Her
Royal Highness, followed by the Chairs and Vice Chairs of the
standing IALA Committees and the speakers of Technical Session
4.1.
Her Royal Highness then returned to the Gaviota Auditorium where
the IALA Secretary-General gave a welcoming introduction before
Her Royal Highness graciously delivered an address celebrating the
500th Anniversary of the Corporation of Trinity House. This drew
attention to the fact that seafarers were still suffering from
preventable maritime accidents. The Princess Royal considered that
a debt of gratitude was owed to seafarers on whom world trade
depended and that it was everyone’s responsibility to ensure that their safety was preserved,
particularly through the appropriate use of the modern technology that the Conference had
focussed on. In closing, Her Royal Highness drew attention to the crucial role played by IALA in
that process. The President of Puertos del Estado thanked Her Royal Highness for the address
before The Princess Royal observed the first paper of Technical Session 4.2.
Mr Jose Llorca, President of Puertos del Estado thanked HRH for her attendance, stating that it
was a privilege to host the Master of Trinity House on such an historic occasion. Spain and the
United Kingdom have important links to the sea and maritime commercial activity and
consequently there is an on-going need to work for greater safety and removal of threats. He
acknowledged the role of IALA in this work. The full text of his speech is at ANNEX N.
The IALA Secretary-General and the Deputy Master of the Corporation of Trinity House then
escorted Her Royal Highness through the IALA Industrial Member’s exhibition where The Princess
Royal expressed considerable interest in the technical developments demonstrated by a large
number of exhibitors. The Delegate of the Government in Galicia, D. Samuel Juárez and the
President and Secretary General of IALA bade farewell to Her Royal Highness on the departure for
visits to A Coruña City Hall and the Torre des Hércules.
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ANNEX B Technical Sessions

Sixteen technical sessions were held. The rapporteurs for the technical sessions were Mr Seamus
Doyle, Dr Mike Hadley, Mr Wim van der Haijden, Mr Mahesh Alimchandani, Mr Gerry Brine, Ms
Jillian Carson-Jackson and Mr David Jeffkins.
6 Technical Session 1.1 – Aids to Navigation Provision 1

Chair: Mr Ómar Fritz Eriksson (Denmark)
Vice Chair Mr Amadou Ndiaye (Senegal)
Introduction by Chair
Ómar Fritz Eriksson welcomed delegates to the first technical session of the Conference. He
introduced his vice chairman and emphasised the importance of the provision of Aids to Navigation
(AtoN). Questions were taken after each presentation and at the end of the session.
6.1 Effective Intensity – Is it Effective?

Author and presenter
Mr Malcolm Nicholson, General Lighthouse Authorities UK and Ireland, UK.

Abstract
Since the invention of flashing signal lights, the question of how a flash of light compares with a
continuous (‘fixed’ or ‘steady’) light has been pondered. The increase in intensity or efficiency, as a
result of focussing or switching the light source, is offset by the fact that a flash of light is not seen
so effectively by the observer due to the inertia of human visual perception.
The currently recommended method of quantifying the effects of a flashing light on human visual
perception is a photometric quantity called effective intensity, which is the ‘fixed light equivalent’ of
a flash of light. The definition of effective intensity intends the flash to be viewed at the threshold of
visual perception, but that is not how marine aids to navigation (AtoN) lights are viewed. By
international agreement, the range of marine AtoN lights is calculated from an observer illuminance
above the threshold of perception. Therefore, the use of effective intensity is not valid for
determining the range of a marine AtoN flashing light.
Experimental work carried out in the 1930s studied flashing lights above the threshold of visual
perception (supra-threshold). Further scientific studies carried out in the 1930s and 1960s
suggested modifying the Blondel-Rey model for effective intensity so that it could be used at supra-
threshold levels by linking the value of illuminance at the observer to a time-constant for visual
inertia (often known as a) in the equation for the Blondel-Rey model. Since the term ‘effective
intensity’ is only valid at the threshold of visual perception, it is suggested that the term assigned to
perception of a flash above threshold be ‘apparent intensity’.
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The use of apparent intensity should enable lighthouse authorities to model the effect of different
flash profiles at levels of illuminance from 0.2 microlux (currently recommended for AtoN lights at
night with no background lighting) to higher levels of illuminance. This is particularly pertinent for
leading lights and lights with minor and substantial background lighting.
To that end the General Lighthouse Authorities of the United Kingdom have been collaborating
with Leeds University to carry out a repeat of the original 1930s experiment of Toulmin-Smith &
Green extending the scope of the experiment to higher levels of illuminance and looking for models
with a better fit to the experimental data.
An assessment of the results was given and the impact of moving to an apparent intensity model
will be outlined and explained
The key points of the presentation were:
1. Background.
2. Equipment.
3. Experiment.
4. Results.
5. Conclusions.
Questions
When asked if IALA’s acceptance of the emerging intensity model would mean adjusting the flash
durations of existing lights or adjusting their nominal range, it was stated that a ‘win – win’ situation
is expected. Either the flash duration could be halved thereby using reduce power or the range
given on the chart can be extended. However, it was noted that there would be some resulting
work for Administrations.
6.2 Integrated AtoN information systems (I‐‐ATONIS Service) and added value
applications
Authors and presenters
Authors and presenters: Mr Juan Francisco Rebollo, Puertos del Estado, Mr Carlos Calvo,
Santander Port Authority and Mr Marcos López, Maritime Section - GMV, Spain.
Co-authors: Mr. Eduardo González, Barcelona Port Authority, Mr. Enrique Tortosa, University of
Madrid and Mr. Antonio Cebrián, Barcelona Port Authority, Spain.
Abstract
The “I-ATONIS Service” is the integration of procedures that enable the almost immediate
availability of information generated locally in a unified database (accessible over the Internet) and
its distribution through AIS-AtoN messages.
Advances in the integration of remote monitoring information from different devices of equipment
and the use of these information systems to generate synthetic AIS-AtoN messages in buoys are
presented in this paper.
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A new remote monitoring system that enables information to be connected to other of the
organisations’ internal management systems – like the unified nation-wide AtoN information
systems and service status transmissions via AIS-AtoN messages – is also presented in this
paper.
1. Developing the old IALA initiative e-ANSI, using the AIS devices for broadcasting the safety
information, without replacing the official way through radio warnings and Notices to
Mariners.
2. Puertos del Estado has a central database for its AtoN inventory and the status of service.
The AtoN service provider uses a Web based facility for automatically updating the database
(PORTAL-AtoN). This updated information is accessible via the Web. Now the I-ATONIS
Service uses the information from the Remote Control Systems directly in the event of an
AtoN fault for updating the AtoN service information.
3. The Remote Control System should be a platform for the provision of information not only to
the AtoN manager but also to management, safety or security personnel in the Port Authority
or Port Community (Stakeholders).
4. Puertos del Estado has a network of AIS-SBS in some ports. The I-ATONIS aims to provide
an efficient way to send information on AtoN status through the Port-AIS network, taking into
account the information in IALA Recommendation A-124 regarding message #21 and text
messages, in two ways: locally from the Remote Control System or by the central node of
Puertos del Estado, which includes the other AtoN that do not have any associated Remote
Control System.
6.3 Conversion of light buoys in the North and Baltic Sea on compact lighting
units with LED‐‐ and solar technology, AIS and remote monitoring units with
LED‐‐ and solar technology, AIS and remote monitoring
Mr. Peter Schneider, Federal Waterways and Shipping Administration, Germany.

Abstract
The German Waterways and Shipping Administration (WSV) operates approximately 4000 floating
aids to navigation in the North and Baltic Sea. Nearly 1500 of them are lighted (light buoys, light
vessels). The gas technique, which had originally been used for lighting and electric incandescent
lamps systems installed, have been successively replaced by LED and solar technology, starting in
2004. With two classes of luminosity and the compact photovoltaic-powered carrier systems
“Solarkompaktaufsatz” (SKA, i.e. solar compact unit) and “Integrated Power System Lantern”
(IPSL) about 95% of the lighting requirements of the German coast have been accomplished.
These systems are also in use in inland waterways and ports. In addition to the LED and solar
technology further functions such as AIS and remote monitoring have been implemented. The
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individual development and conversion steps were explained within the presentation. Furthermore
the results of an economic feasibility study concerning the coast-wide conversion from steel to
plastic buoys was presented.
1. Nearly 1500 light buoys on the German coast have been converted to LED and solar
technology.
2. With two classes of luminosity and compact photovoltaic-powered carrier systems about 95%
of the lighting requirements of the German coast have been accomplished.
3. In addition further functions such as AIS and remote monitoring have been implemented.
4. Main advantages: long lifetime of the components, reduced maintenance, easy handling,
safety, cost savings.
5. The coast-wide conversion from steel to plastic buoys is in preparation (economic feasibility
study, budgetary announcements, preparation of tenders).
Questions
With regard to experience with the colour retention of plastic buoys, it was stated that the buoys
are built using plastic containing a colour compound the durability of which is affected by ultra-
violet light. The required durability is specified in the relevant procurement tender document.
6.4 Implementing a new modularly designed Radar Service during continuous

nautical operation
Author: Mr Mark Thumann, Federal Waterways and Shipping Administration, Germany

Presenter: Mr Sascha Heesch, Federal Waterways and Shipping Administration, Germany
Abstract
Traffic Services are an important element of the Maritime Traffic Technology System (MTTS). This
especially includes the coast-wide Radar Services, the ship data processing as well as the traffic
display in the Vessel Traffic Service centres (VTS centres). Traffic Systems are being
recapitalized. Here, technical and organizational challenges have to be met when systems are
developed, designed, tested and finally operated.
Along the German Coast, nine decentralized VTS centres have been implemented. They are linked
to each other via a communication interface. Data of 47 remote Radar stations will be processed in
three Value-added Data Processing Centres (VTR) and will be distributed and displayed in the
VTS centres. The main challenges of the project are: -
• to avoid any impact on the 7/24 operation of the VTS centres;
• to design a flexible and expansible system with open interfaces which is available at any
time;
• a coast-wide use of the same technology;
• an early use of the displays while the radar antennas are still replaced.
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The project was completed by a three step approach:

1. Dynamic design process including so-called Sprint-Tests every two months. Here, the
customer and the designer will further develop and agree upon a detailed specification of
the requirements for the final product.
2. During operation, the present systems and the new system are operated in parallel at the
same time. Here, the real challenge is to operate the existing and the new radar sensors at
the same time and to operate the communication interfaces of the present system.
3. The final operational capability and the removal of the existing systems start when the radar
sensors have been replaced.
1. VTS-Systems with radar out of various areas.
2. New modular system approach.
3. Incremental system development;
4. Parallel view of new and old system for user acceptability.
5. No downtime during sensor exchange.
Questions
It was confirmed that the system utilises the S-100 interface and that the radar station ‘set-up’ is
specific to each radar interfaced.
6.5 Discussion – Technical Session 1.1

In response to a question about the definition of short and long range, as regards lights, it was said
that this can differ from country to country, taking into account such issues as traffic density.
However, it was suggested that light ranges could be assessed using the IMO classification of the
phases of navigation. This would lead to short range being 1 to 5NM, coastal / medium range 5 to
15 NM and long range greater than15NM.
When asked about whether perceived intensity versus light duration had pulse width at fast rates
been considered when testing perceived intensity, it was said that this had been considered with
results between 60 to 100Hz (younger to older observers) but that this had no effect on range at
distance.
7 Technical Session 1.2 – AtoN Provision 2

Chair: Mr Carlos Calvo, Puerto Santander, Spain
Vice Chair Mr Adam Hay, Nawae Construction Ltd., Papua New Guinea
7.1 New lighthouse at the North enlargement of Valencia harbour

Mr Ignacio Pascual Navarro, Port Authority of Valencia, Spain.
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Abstract
The main components of the lighthouse are:
• reinforced concrete base-house;
• lattice tower, to reach the necessary height of 35 meters for the luminous signal, completely
made of composite materials based on carbon and glass fibre, melted on a polymeric
matrix;
• main light beacon, comprising an LED lamp of 70 watts, with a meantime between failure
(MTBF) of 100,000 hours and a stationary intensity of 1.300.000 candles, giving a range of
25 nautical miles;
• emergency light beacon, comprising an LED lamp of 10 watts, with a MTBF of 100.000
hours, and a stationary intensity of 186.000 candles, giving a range of 20 nautical miles;
• main power supply system, using solar and wind energy, produced by nine photovoltaic
boards with ASI technology, of 12 volts and 80 watts, fixed on the tower structure, and a
vertical axis wind generator (Windside), of 24 volts and 9 amperes.
1. Lighthouse made with new materials and technology.
2. Minimum electric consumption.
3. Minimum maintenance.
4. Sun and wind energy.
5. Composite material.
Questions
A question was raised about the expected lifetime of the construction. The speaker responded that
this will certainly be over 100 years.
On the question of the flexibility of the construction, the speaker responded that the design is
dedicated to the location and is not flexible.
Regarding the cost of the lighthouse, the initial calculation was €1,000,000 while the final
construction cost was €800,000. The construction was completed in eight months.
On the question of the colours used, the carbon fibre construction is black, the staircase is yellow.
Three white stripes are used to provide a daymark. There is a platform on top to clean the solar
panels.
7.2 The Processes in the Maritime Transport Chain and how to link them
Mr Dirk Eckhoff, Federal Waterways and Shipping Administration, Germany.
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Abstract
One main reason for marine vessel traffic is to transport cargo from port A to port B. The world of
transport has growing demands to maximise the throughput of the waterways.
In many regions of the world the first step to optimize the waterways´ throughput is to provide data
to the stakeholder involved in the transport. By that many stakeholders know the status and maybe
the planning of their neighbours´ processes.
But in many cases the stakeholder does not get required data. The stakeholders use different data
sources, distribute data on separate networks, the data is not consistent and the planning and
decisions are not transparent to other stakeholders.
But even if all these aspects were solved in a positive way and all stakeholders were
interconnected and received the data they demand, would it help the single stakeholder to retrieve
the needed information from that data? Is it sufficient just to exchange data to maximise the
throughput of the waterway?
Are the stakeholders not heading for different aims? One stakeholder wants to optimize his own
process to make more profit, the second one wants to provide more safety and another one wants
to make customs more efficient. There may even be conflicting aims.
How to find and to achieve the maximum throughput of the waterway and still considering the
different aims of the stakeholders? Do we need one overall system with supervisor or co-ordinator
functions?
This paper discussed ideas to optimize the maritime transport by respecting the different aims of
the stakeholders.
1. Increasing number and size of vessels requires improvement in the traffic flow.
2. For improvement of the flow the entire transport chain, berth to berth and beyond should be
considered.
3. Therefor arrangements between the stakeholders of the transport chain are recommended.
Questions
On the question of expanding vessel monitoring to include the berth to berth information, noting
that the requirement onboard is to carry out the voyage planning task, the speaker said that from a
technical perspective it should not be a problem to bring back on berth to berth information to
coastal VTS but there might be an issue in terms of the extent of each VTS’ area of responsibility
impeding information exchange.
On the question if there is a role for IALA in developing this concept, the presenter said that there
is certainly a role for IALA for this.
On the issue of moving beyond VTS and into the realm of vessel traffic monitoring, the speaker
responded that this could be compared with air traffic management. Air Traffic Control is at the
same point as Vessel Traffic Services, in needing to give guidance to the separate air traffic areas
and they feel they need to link them.
Considering if the presented project goes beyond berth to berth, e.g. did the stakeholder research
look at road transport into port, the speaker responded that it did. However, if it is considered that
any of the hinterland transport is affecting the maritime phase then it should be covered in the
planning process.
Page 38 of 160
7.3 Evolution of Remote Monitoring Systems: Examples of systems at A Coruña

and Ferrol Port Authorities (Galicia region, Spain)
Mr Antonio MARTINEZ, Mediterraneo Senales Maritimas S.L.L. (MSM), Spain.

Abstract
As it is well known, new technologies are advancing at dizzying speeds. It is certainly the case for
remote control and monitoring systems intended for aids to navigation. Since the beginning of
automation of lighthouses and beacons until today, both data acquisition systems and
communication methods have taken a big step. The examples of two remote monitoring systems at
A Coruna and Ferrol Port Authorities (Galicia Region) in Spain illustrate this evolution. But where
does this evolution remain? This presentation gives some brushstrokes on where this technology is
evolving to, in a time in which everything is possible in the world of remote monitoring.
1. What is the departure point in remote monitoring and control systems?
2. Which communication methods applicable to aids to navigation are available nowadays?
3. Which considerations are to be taken into account at the time of establishing a remote
control and monitoring system?
4. Which possibilities of remote monitoring and control can be implemented at present?
5. Where are monitoring systems evolving to?
Questions
For the remote monitoring task GPRS and VHF communications are used; the question was if this
includes AIS. The speaker noted that UHF and VHF are used but not AIS. One of the frequencies
used is 86 MHz.
7.4 Aids to Navigation engineering of Yangtze River estuary deepwater channel

development project
Author: Mr Jiahua LIU, Shanghai Maritime Safety Administration, China.

Presenter: Prof Jianyun Yang, Shanghai Waterway Engineering Design and Consulting Co. Ltd.,
China.
Page 39 of 160
Abstract
The Yangtze River estuary is the largest river mouth in China. The deep-water channel
development project commenced in 1998 and terminated in 2010. To ensure the achievement of
the intended depth, the channel was dredged and an underwater structure of about 120 km
composed of distributary mouth, guiding dikes and T-shaped dike clusters, were constructed
successively.
The construction project gave rise to great changes in the environmental conditions of this water
area. This presentation offered a systematic introduction of the characteristics of the AtoN project
with its focus on project solutions and experience concerning the following questions during the
past 10 years and more:
• AtoN deployment for compound channels;
• a number of warning systems adopted for newly built guiding dikes;
• measures adopted for light beacon structures in cases of uneven sedimentation of guiding
dikes;
• solutions for drifting buoys;
• adjustment of lighted buoys during long navigation channel dredging.
1. AtoN.
2. Project.
3. Yangtze River estuary.
4. Deep-water channel.
5. Lighted buoy.
7.5 E‐‐200 Explained

Mr Malcolm Nicholson, General Lighthouse Authorities UK and Ireland, UK.

Abstract
In 2008 IALA published the E-200 suite of Recommendations. It was a culmination of the work
carried out by the IALA Ad-hoc Specialist Working Group over a number of years. Their remit was
to simplify, update and gather together all the recommended methods for the calculation,
determination, measurement and estimation of the performance of light signals. Not a simple task!
Since the release of E-200 many members have commented on the ease of use and the
effectiveness of grouping these documents together.
Page 40 of 160
The presentation gave a history of events, including the decisions made while developing E-200,
an overview of the technical content, explained in simple terms, how to use E-200 and attempted
to address some of the areas that require improvement.
1. History.
2. Methodology.
3. Ease of use.
4. Outline of E-200.
5. Recommended updates.
8 Technical Session 1.3 – Aids to Navigation Provision 3

Chair: Mr David Jeffkins, Australian Maritime Safety Authority, Australia
Vice Chair: Mr Kribashiu Coopoo, Transnet National Ports Authority, South Africa
8.1 A New Radio System for the German Coast ‐ Innovative applications for
conventional VHF
Mr Ralf Oppermann, Schnoor Industrieelektronik GmbH & Co.KG, Germany.

Abstract
The German Federal Maritime Authority decided to introduce a completely new infrastructure for
the German coastal waters VHF communication system. Radio Specialist Schnoor
Industrieelektronik GmbH & Co.KG designed and built an innovative IP-based system including
simulcast elements which are introduced in the paper in more detail. The IP transport protocol is
used throughout the system, and therefore supports the use of industry standard components. In
addition, IP allows the design of a highly redundant system topology, which permits keeping the
system up and running after any component failure that might occur. The use of simulcast
transmission with some of the over 150 base stations base stations connected via IP required the
development of a solution for transmitter synchronization since IP transport time is not fixed. The
fact that VTS centre equipment, radio sites and the backhaul network all needed to be replaced
had to be taken into consideration in the design phase to maintain continuous service for the users
during the migration phase from existing equipment. At the same time, doubling all equipment
during migration would have resulted in excessive costs. The design of the system takes this into
account combining smooth migration with reasonable cost. State-of the art technology and
systems make good old VHF FM radio a reliable tool for the future.
Page 41 of 160

1. VHF system for German coastal waters.
2. Completely IP-based system.
3. Redundancy to stay in service from failures of a single element to loss of a complete site.
4. VHF simulcast over IP.
5. Smooth migration from existing system.
8.2 Implementation of the Voice/DSC VHF Radio Communication Service with

Simulcast Broadcasting at the German Coast
Mr. Heinz Park, Federal Waterways and Shipping Administration, Germany.

Abstract
The presentation introduced the new highly reliable coastal wide VHF radio communication service
along the German coast with open technical interfaces and standards. Transfer of voice data is
achieved by Voice-over-IP (VoIP) with the coastal wide network. Access to the radio sites is
possible from every coastal VTS centre. Most of the maintenance tasks can be done remotely.
For special locations, long distance radio coverage on one VHF channel is needed. In this case
simulcast transmission with a common frequency is helpful. The challenge is to transmit from two
or more base stations at exactly the same time while the voice transfer over the IP-network is
routed via different means and therefore will be delayed. The presentation showed the challenges
and the resulting layout of the simulcast transmission in combination with VoIP technology. In
addition it shown, how existing radio units were replaced and new radio sites installed while VTS
centres are operational.
1. Existing VHF radio communication.
2. New VHF communication service system architecture.
3. Migration to the new communication service.
4. Principle of simulcast transmission.
5. Technical operation and remote administration.
Page 42 of 160
8.3 Aids to Navigation and Automatic Identification System: a winning

combination for safety support - the Italian experience.
Admiral Piero Pellizzari, Italian Coast Guard, Italy

Abstract
The Italian Coast Guard (ICG) features centralisation of Coast Guard functions in one organization,
improving overall preparedness and synergic response capabilities at sea.
As the Italian National Competent Authority for traffic monitoring, the ICG manages a platform to
provide Vessel Traffic Management Information Systems (VTMIS) data/services and an interface
sharing transport-related information with the European Union SafeSeaNet and CleanSeaNet
systems. VTS data are enhanced with the information supplied by AIS, LRIT, Vessel Monitoring
Systems (VMS) and other satellite-based monitoring assets, as well as with available centralized
databases.
The ICG is bound to provide VTMIS-based information data to other national Administrations in
charge of military and civilian defence, maritime surveillance, public security and assistance.
An AIS network (consisting of 60 base stations, up to 100 nautical miles average range) was
implemented in 2005 and upgraded in 2012-2013 to comply with IALA Recommendation A-124 on
“The AIS Service” (December 2012) and ITU Recommendation ITU-R M.1371-4 issued in April
2010.
Main features:
• AIS Embedded Server, a fully solid-state device featuring two separate servers, thus either
supporting redundancy or the simultaneous interface to two Transmission Control Protocol
(TCP) networks;
• ATON_DAT “Send or receive AtoN AIS stations data” service, referred to in IALA
Recommendation A124;
• enable the future adoption of anti-spoofing techniques to improve quality of AIS information
received.
The information gathered is collected into a centralised application with graphical interface named
PELAGUS, allowing data exchange with external systems (20 million pieces of information per day,
up to 40 million in heavy duct effect conditions). PELAGUS provides capability of transmission of
ITU messages 21 ‘Aids-to-Navigation report’ by one or more base stations, and features a
technique to gradually reduce (until cancellation) the frequency of broadcasts for each of the
services available, thus allowing saving of more than 50% of the slots available in the VHF data
link area for transmission to/from vessels.
All Italian VTS Centres and Coast Guard offices are provided with a minimum set of Maritime
Mobile Service identity (MMSI) to be associated with Virtual Aids to Navigation (VAtoN), used to
pinpoint location of any incidents occurring within their own respective jurisdiction areas.
Transmission schedules may be set by the operator.
Page 43 of 160
Over the last 25 years, the Italian Government has issued several tens of protected marine areas,
the geographical boundaries of which have to be physically marked using buoys complying with
the relevant regulations issued by IALA.
The Italian Coast Guard has recently experimented with the system feature allowing AtoN markers
that are broadcast by the National AIS network to be shown on the chart. Vessels involved are:
SOLAS vessels, plus pleasure craft greater than 45 meters and fishing vessels greater than 15
metres.
1. Centralisation of coast guard functions in one organization (the Italian Coast Guard).
2. Availability of a centralized platform to manage and exchange VTMIS data/services with
external systems (both domestic and international).
3. Implementation of an AIS network with centralization of information into PELAGUS
application.
4. The possibility of managing virtual AtoN information through PELAGUS.
5. Enhancement of the marking of marine protected areas by use of virtual AtoN.
8.4 VHF Data Exchange System (VDES) – a new means for data communication
to support e-Navigation
Mr Stefan Bober, Federal Waterways and Shipping Administration, Germany and Cdr Hideki
Noguchi, Maritime Traffic Department, Japan Coast Guard
Abstract
The Automatic Identification System (AIS) was successfully introduced by IMO in 2002 for collision
avoidance. Since then, more than 100,000 commercial ships and recreational vessels have been
equipped with AIS. AIS is used in Vessel Traffic Services (VTS), as an aid to navigation (AtoN), in
search and rescue and for satellite detection of ships.
Further, AIS has some capability for the exchange of (navigation) safety related data between
ships and between ship and shore. This functionality is known as Application Specific Messages
(ASM) and can be used to send, for example, meteorological and hydrographic data, area notices
or route information.
However, recognising the potential of ASM and considering the development of e-Navigation,
additional possibilities for data exchange between ships and between ship and shore are required
beyond the current capability provided by AIS. The VHF Data Exchange System (VDES) must
take into consideration the requirements of e-Navigation, while protecting the AIS VHF Data Layer
(VDL) from overload as AIS populations increase.
Page 44 of 160
The concept, technical features, possible applications and a roadmap of the VDES as being
currently developed by IALA were introduced. Furthermore, its place in the IALA Maritime Radio
Communication Plan (MRCP) was described. VDES will provide a worldwide, toll free, reliable and
robust means for the exchange of navigation related information without compromising AIS
capability. It is a further step into the field of maritime digital communication.
1. VDES.
2. AIS.
3. Maritime Radiocommunication.
4. e-Navigation.
5. GMDSS.
8.5 Advances in radar aids to navigation

Mr Paul F Mueller, Tideland Signal Corporation, USA.

Abstract
Radar aids to navigation are increasingly important to marine safety as ship navigation moves
toward a greater electronic contribution. A tremendous boom in the use of radio services in
general, such as the Global Positioning System (GPS), other Global Navigation Satellite Systems
(GNSS) and Automatic Identification System (AIS), coupled with advances in technology have
resulted in availability of devices that would have been cost prohibitive or effectively impossible just
a few years ago. Miniaturization leads to better integration of devices, such as AIS for an Aid to
Navigation (AtoN) and a racon in the same package. Recent regulatory changes are allowing
superior radars (at least for the S-band) to be installed. Some new radar technologies are
inherently incompatible with existing racons and ways to mitigate this are discussed. New ideas
such as the eRadar / eRacon positioning service (a positioning service independent of GNSS) are
demonstrated in the trials of the European Union sponsored projects EfficienSea and ACCSEAS
trials.
1. Device miniaturization and integration bring down cost.
2. Low-cost digital signal processing also brings down cost new ideas become easier to trial.
3. Low-cost and small size allows increased product functionality.
4. Experimentation with new ideas become easier.
5. Regulatory changes foster environment for growth.
Page 45 of 160

It was confirmed that Italy currently has 12 port VTS sites but that the two sited to cover the Straits
of Bonifacio and Messina could be considered to be coastal.
Responding to a question on whether there was a published standard for GPS time
synchronisation in the VoIP-based VHF network, the German presenters stated that they were
unaware of the existence of such a standard. However, if there was one, it would likely be
associated with proprietary rights.
As regards the determining of distance based on the time delay of received signals, the problem is
the uncertainty in the time taken for transmitters to start up after the beginning of the slot. This was
quite slow in AIS and relatively fast in radars. The speaker added that the solution would be to
tighten the specifications and have upgraded radios. Admiral Pellizzari added that the ITCG would
have some information on this subject when their current trials were complete.
The Nautical Institute (NI) remarked that there had been a huge increase in the detection
efficiencies of radars, yet the IMO Performance Standard (PS) had not been updated – it was a PS
for radars available in the 1940s. The NI stated that their assertions were supported by studies
conducted by them. Paul Mueller replied that it was up to IMO Member States to seek a revision of
the PS, but generally radars today easily exceeded the stipulated PS. In particular, S Band radars
performed far better than the PS. This was a regulatory issue, not a technical matter.
In response to a question about whether any tests had been carried out to ensure that the users
(i.e. mariners) would not experience a degradation of service, the German presenters replied that
the new VoIP standard offered a far superior level of service than that ‘older VoIP’ standard and
this would not be a problem. When asked about the impact of a VoIP based system on the use of
VHF DSC distress alerting, the presenters remarked that the VHF DSC alerting mechanism was
not a voice-based service and so would not be impacted.
The height and type of the VHF antenna were quoted as the significant factors in determining VHF
coverage. It was reported that average coverage for the German communications system
described was 50 nm.
Sadly, it was confirmed that there is no technical solution that would enable a VTS operator to
continue tracking a vessel if its AIS is switched off and the vessel is outside radar range; it is
considered an operational matter.
9 Technical Session 2.1 – e‐‐Navigation & Beyond 1

Chair: Mr Bill Cairns, US Coast Guard, USA.
Vice Chair: Mr Min‐Su Jeon, Korea Association of Aids to Navigation, Korea.
9.1 e‐‐Navigation and the ACCSEAS project

Dr Alwyn Williams, General Lighthouse Authorities UK and Ireland, UK.
Page 46 of 160
Abstract
The International Maritime Organisation’s concept of e-Navigation is defined as “the harmonised
collection, integration, exchange, presentation and analysis of maritime information on-board and
ashore by electronic means to enhance berth-to-berth navigation and related services, for safety
and security at sea and protection of the marine environment”. The aims of e-Navigation are
numerous, but are based around improving maritime safety and efficiency.
The North Sea Region of Europe is a crossroads of regional and global shipping and is well
positioned to benefit from e-Navigation, to provide safe and efficient access to the region’s busy
ports. The North Sea Region presents major challenges to future maritime safety and the efficient
movement of goods and people, because of the growth of shipping, both in terms of vessel
numbers and size, and the increase in off-shore structures, whether platforms or wind farms. The
ACCSEAS project uses the North Sea Region as a prime example for demonstrating the potential
benefits of innovative solutions based on e-Navigation.
1. Regional e-navigation testbed.
2. Options for Resilient PNT (Positioning, Navigation, Timing).
3. Development of innovative services.
4. Integrated using the Maritime Cloud.
9.2 Performance Simulation of the Future Korean eLoran System

Mr Joon Hyo Rhee, Yonsei University, Republic of Korea.

Abstract
During the 16 days of GPS jamming from North Korea in 2012, it was reported that 1,016 airplanes
and 254 ships in South Korea could not receive GPS signals. To provide a complementary
positioning, navigation and timing (PNT) system to GPS, the South Korean government recently
decided to deploy an eLoran system which is a high-power terrestrial radionavigation system. In a
movement towards eLoran in Korea, initial performance simulation results of the future Korean
eLoran system are presented in this paper. The eLoran performance simulation tool described in
this paper is able to accommodate environmental variables of Korea and visualise expected
navigation accuracy of the eLoran system, given arbitrary transmitter locations and transmission
powers. In addition to the simulation results, the current status and future plans for deploying
eLoran in Korea are presented.
Page 47 of 160

1. Korean eLoran program;
2. Complementary PNT system;
3. eLoran performance simulation;
4. Intentional high-power GPS jamming;
5. Resilient PNT.
Questions
On the question of the impact of sky waves and the low frequency aspect of Loran-C on the
simulations and whether this was taken into account, the speaker responded that this factor was
not considered in the simulations but the effective conductivity and other effects of the ground were
considered. The coverage of the system is quite small for Korea and there is unlikely to be an
effect from sky wave.
Because there are intentional GPS jammers in Korea, there was a question if jamming of eLoran
was investigated. It was said that eLoran can also be jammed by very large transmitters requiring
significant infrastructure. However it would take high power to do this, higher power than eLoran.
It was remarked from the audience that amateur radio operators are using equipment up to a 1 kW.
9.3 Recapitalization of the MF radio beacon system based on VRS

Author and presenter: Mr Michael Hoppe, Federal Waterways and Shipping Administration,
Germany.
Presenter: Jesper Backstedt, Swedish Maritime Administration, Sweden.
Abstract
Germany and Sweden have been providing a DGPS radio beacon service for maritime usage for
almost twenty years. Due to the fact that most of the hardware and software of the DGPS system
was installed around 1995, the whole service is getting more and more difficult to operate and
maintain. In addition it could also be necessary to provide augmentation information for future
GNSS signals from GPS, Galileo, GLONASS or COMPASS. Therefore a re-engineering and
further development of the existing maritime DGPS service towards a modernized DGNSS service
is necessary to fulfil future maritime requirements. Germany has decided to recapitalize the
existing DGPS system based on the concept of virtual reference stations (VRS). Sweden is also
investigating this approach and is developing a proof of concept in this regard. The paper generally
explains the plan to recapitalize the existing DGPS service based on the VRS concept and the use
of Pre-Broadcast-Monitoring and the transmission of GNSS corrections via IALA MF radio beacons
and AIS-Message #17. The paper further reports about the various tests and developments
regarding the VRS implementation in Germany and Sweden.
Page 48 of 160

1. Recapitalization of DGPS MF radio beacon network in Germany and Sweden.
2. Virtual reference station (VRS) as a method of providing DGNSS corrections.
3. Pre Broadcast Monitoring as improved method to provide Integrity.
4. Covers the Swedish initiative within VRS.
5. Presents comparative measurements between legacy and VRS solution.
Questions
A question was raised about how to evaluate the dependency of VRS on the IT infrastructure:
removing some components from the sites makes the system more reliant on internet
communications. The speaker agreed with this. When using more reference stations, it will be
more based on communications networks than the old system. Care is necessary to provide high
quality networks for relaying data from the server to the transmitters. There are various inputs, so
high availability is not required for each single point. However network connections are needed as
one option, fall back is needed in case no reference station streams are coming to the site. This is
a point which needs some engineering and protection against having only one connection is
required. It was emphasised is that the internet is used for the test solution, but that the final
solution will be looking to use leased lines.
9.4 Ship domain observed in AIS data

Mr Tue Lehn‐Schiøler, Rambøll, Denmark.

Abstract
In this work the minimum ship domain in which a navigator feels comfortable is estimated. That is,
an estimate of the free space surrounding a ship into which no other ship or object should enter.
This is very useful when estimating the maximum flow through a channel or a bridge span. The
paper benefits from the introduction of Automatic Identification System (AIS) data as it is now much
easier to conduct studies involving a large number of observations. Observations are based on
ships sailing in southern Danish waters during a four year period, and from the observations it is
estimated how close ships pass each other and fixed objects in open sea navigation. The main
result is the establishment of an empirical minimum ship domain related to a comfortable
navigational distance.
1. Ship domain.
2. AIS.
3. Navigational safety.
4. Formal Safety Assessment.
5. Traffic flow.
Page 49 of 160
Questions
Can the ellipse, found in areas where there was enough available sea room, be larger than was
used during the study? If one is using the sea area to the maximum, could the ellipse be used as a
risk indicator? The speaker responded that it could perhaps be an indication of risk or at least an
indicator of how the water is utilised. If there is a short period with high attention, it is not an issue
with overlapping ellipses.
9.5 The Implications of Using Non‐‐Approved PNT Devices at Sea

Author: Jan Šafář, General Lighthouse Authorities, UK & Ireland.

Presenter: Dr Alan Grant, General Lighthouse Authorities, UK & Ireland.
Abstract
The use of smart phones and tablets for positioning and navigation is increasing, not only at sea,
but also within other transport sectors. Leisure craft users can use these phones and tablets, but
they are not approved for use on SOLAS [1] vessels, although there may be a temptation to use
such systems on the bridge of SOLAS vessels. This paper reports the results of trials carried out
on board a GLA vessel with several of these devices and draws some conclusions about their
performance and usability. The ‘apps’ reviewed have been developed for the leisure user, to the
publishers’ specifications. They are often very easy to use, highly configurable and informative.
The integration of the many different sensors (GPS, accelerometer, gyros) appears to aid the
performance, but affects update rate. It is interesting to note that e-Navigation will develop greater
integration between the various sensors available on the bridge, so there may be lessons to learn
from these devices.
1. Smart phones.
2. SOLAS vessel.
3. Non-approved devices.
Questions
Concern was expressed about the use of the devices presented, although it is known that they will
be used. IALA and other bodies should be concentrating on the official carriage requirements, in
particular for SOLAS ships. Concern was also expressed about the charts being used, not only the
issue of using the right charts, but also how the data is presented.
Page 50 of 160
9.6 IALA role in IMO SIP implementation

Mr John Erik Hagen

Abstract
VTS plays an important role in e-navigation. It is felt that IALA can play a very important role
regarding the Strategy Implementation Plan (SIP) work and looking at the tasks in the SIP a total of
18 tasks, and that IALA, together with member states, can play a very important role, in particular
in Task 8 – automatic ship reporting, Task 15 – radio infrastructure and Task 17 – Maritime Service
Portfolios.
10 Technical Session 2.2 – e‐‐Navigation & Beyond 2

Chair: Mr Mike Sollosi, United States Coast Guard, USA
Vice Chair Mr Michael Skov, Danish Maritime Authority, Denmark.
10.1 AIS Aids to Navigation: Development of IMO Policy and New Symbols
Cdr Hideki Noguchi, Maritime Traffic Department, Japan Coast Guard, Japan
Abstract
AIS Aids to Navigation (AtoN) are effective and useful tools for the safety of navigation. However,
with the latest technology, the use of AIS AtoN, especially virtual AIS AtoN, require a policy that is
understandable for users and new symbology that clearly show the type of AIS AtoN, in order to
avoid the confusion to the users.
Therefore, Japan Coast Guard proposed the development of policy and new symbols for AIS AtoN
to IMO and co-ordinated the Correspondence Group (CG) for two years. Although the draft policy
developed by the CG was approved by the IMO NAV Sub-Committee, there were some differences
between the draft IMO policy and the IALA Recommendation and Guideline on virtual AtoN
(VAtoN). These differences will be applicable for other future VAtoN and so a study of the IMO
policy will also be necessary for the development of the VAtoN.
Page 51 of 160
The presentation describes the discussion within the CG and the NAV Sub-Committee, explains
the differences and identifies the subject that need to be considered in the development and
deployment of future VAtoN.
1. AIS Aids to Navigation (AIS AtoN).
2. IMO Policy.
3. Symbols.
4. AIS Application Specific Message (AIS ASM).
Questions
The Nautical Institute (NI) stated that it was important to consult with users before deploying AIS
AtoN. Also, mariners are confused with regards to AIS AtoN symbology. As an example, an
observation by a shipmaster was that in one port the AIS AtoN symbol was used to indicate a
bridge abutment and also a ship reporting point; “How was he meant to interpret the display?”
Rather, mariners are recommending the use of lines and / or shapes. It was also observed that
training centres display prominent posters covering the IALA Maritime Buoyage System and IALA /
IMO was requested to consider producing something similar for AIS AtoN symbology.
The thrust of the comments was accepted by the speaker, who said that the Japanese Coast
Guard are currently conducting a study embracing a wide spread of AIS stakeholders. He agreed
that training of mariners was crucial.
In response to a query about how a VTS coordinate the promulgation of AIS AtoN with the IHO, the
speaker replied that close cooperation was indeed required and that IMO was well aware of the
need for close co-operation in this regard.
It was observed the implications of the IMO AIS carriage requirements has led s to a difference
between the users who ought to see broadcast AIS information and those who actually see it. This
was acknowledged to be an important issue for Authorities and VTSs.
Trinity House is considering using AIS Virtual Aids to Navigation but has concerns about the on
going integrity of the position of any virtual AIS AtoN broadcast, especially if used to mark a wreck
in an emergency. They added that VTS ought to monitor the broadcast position and that not all
ships would see AIS AtoN.
10.2 The use of AIS Application Specific Messaging (ASM) with Virtual Aids in e-
Navigation
Mr Jorge Arroyo, US Coast Guard, USA

Abstract
The presentation deviated from the published paper covering some additional associated topics. It
focused on the United States’ AIS infrastructure and the regulations governing it. The Nation-wide
AIS Project (NAIS) was introduced, followed by the United States Army Corps of Engineers
(USACE) River Information System (RIS) and its use of the Real-Time Current-Velocity System.
Page 52 of 160
The presentation then covered the National Oceanic and Atmospheric Administration (NOAA)
Physical Oceanographic Real-Time System test bed in Tampa Bay. Use of Geo-referenced
information in an Area Notice for the protection of the Right whale in the approaches to
Chesapeake Bay and for the America’s Cup in San Francisco Bay were discussed. Use of VAtoN,
following consultation with users, was indicated, together with the statement that over 50 VAtoN
have been established. Progress towards eAtoN was stated, with the lessons learned from this
project. The presentation concluded with reference to the growing use of ASM and the close co-
operation between IALA and RTCM.
1. The United States Nation-wide Automatic Identification System (NAIS) Network.
2. Use of real-time and geo-referenced information.
3. Use of AIS Application Specific Messages (ASM) in the United States.
4. eAtoN and the lessons being learned during its introduction.
5. Lessons learned on how AIS ASM can be improved upon by using the Radio Technical
Commission for Maritime Services (RTCM) AIS ASM Guideline.
10.3 The European Satellite‐‐AIS Data Processing Centre

Mr Gaëtan Fabritius, CLS, France.

Abstract
This presentation highlighted how important a Data Processing Centre with regard to operational
use of SAT-AIS information, in particular within an e-Navigation context. Indeed, the volume of
data involved prevents operational teams from easily extracting the useful information (anomalies)
without the support of enhanced algorithms able to automatically detect inconsistencies or errors,
under configurable criteria.
1. Enhanced SAT-AIS services.
2. e-Navigation.
3. Data validation and integrity.
Page 53 of 160
10.4 Behaviour Recognition Assisting Maritime Situational Awareness

Mr Florian A Gruber, Frequentis AG, Austria.

Abstract
At present, various sensor based tracking systems, such as the Automatic Identification System
(AIS) and Maritime Communication Systems (MCS), are used globally in Mission Critical Control
Centres. National and local authorities established shore based AIS/MCS infrastructure, networks
and services. The presentation focused on analysis of additional possibilities for decision support
for Centre operators with navigation and logistic tasks.
The aspects taken into account are that the operators are the experts in analysing vessel
behaviour and the authorities decide which behaviour needs to be recognised. Today’s systems
mainly offer only passive decision support by displaying traffic situations or only recording vessel
behaviour for later analysis.
Some technology driven implementations tend to overload the operators with information, ignoring
the human factor and even decreasing situational awareness. The conclusion is that human
centric designed behaviour recognition, harmonized with existing local services, can raise
situational awareness thus supporting calamity abatement and logistic tasks.
1. Mission Critical Control Centre;
2. Situational Awareness.
3. Decision Support.
4. Behaviour Recognition.
5. Human Centric Design.
10.5 Achievement of AIS AtoN in Turkey (finalizing project)

Capt. Mustafa Celalettin Uysal, Directorate General of Coastal Safety (DGCS), Turkey.
Page 54 of 160
Abstract
The existing 85 remotely controlled Aids to Navigation (AtoN) stations in the Turkish straits have
been upgraded. In addition, a new project, named SOTAS, which includes the installation of 382
AIS AtoN stations, are being integrated with new light-emitting diode (LED) lanterns and the
establishing of remote control for these stations over a Global System for Mobile Communications
(GSM) / General Packet Radio Service (GPRS) and Asymmetric Digital Subscriber Line (ADSL)
network, has been completed throughout all Turkish waters. After finalising the project, 84% of
AtoN are now remotely controlled, which was an organisation quality target. SOTAS aims to
monitor and manage the AtoN stations, to collect information from AtoN and to observe the vessel
traffic along the Turkish coast. DGCS uses the information collected for both improving the system
itself and benefiting from the use of AIS for other purposes. The SOTAS system is also key for e-
Navigation developments in Turkey. By using the system, users may utilise integral advanced
features.
1. Short introduction of Turkish National Aids to Navigation Authority.
2. General Technical Specification of AIS AtoN for Turkey.
3. SOTAS stations.
4. SOTAS centre software and features.
5. Conclusion.

It was stated by the Chairman of the VTS Committee that the VTS operator’s experience has
noticeably improved since the introduction of AIS. It was observed that the best approach to
vessel traffic monitoring is a combination of radar and AIS data using an appropriate fusing /
correlation algorithm, linked to the IMO requirement for interaction with the vessel traffic and
responding to traffic situations developing in the VTS area.
11 Technical Session 2.3 – e‐‐Navigation & Beyond (3)

Chair: Ms Peggy Browning, ExactEearth, Canada.
Vice Chair: Mr Sebastian Espinar, Puertos del Estado, Spain.
11.1 Communication for e‐‐Navigation

Mr Rolf Zetterberg, Swedish Maritime Administration, Sweden.
Page 55 of 160
Abstract
In the early phase of the development of the e-Navigation concept, IMO stated that communication
is, together with accurate positioning systems and electronic charts, the main pillars of e-
Navigation. This initiated a comprehensive work within IALA and other organisations, in order to
find the best ways to fulfil the communication requirements for e-Navigation.
This paper briefly describes this work, which still is on-going, the guidance given by the IMO
‘Strategic Implementation Plan for e-Navigation’ and the role of IALA in this process. The different
steps towards the presently proposed system, VHF Data Exchange System (VDES), are
described.
The IALA Maritime Radio Communications Plan was presented briefly as a supporting document
for this process.
The need for further work, standardization, carriage requirements and implementation on board
and ashore, is discussed.
1. Increasing need for data communication - a facilitator for e-Navigation.
2. IMO SIP gives guidance regarding architecture and communication requirements.
3. Highest demand for communication in coastal areas.
4. IALA has a leading role in definition of a new VHF-based data communication system.
5. Voluntarily implementation possible if the offered services are attractive.
6. E-Navigation Strategic Implementation Plan (SIP).
7. Inclusion of e-Navigation concept model diagram.
8. Reference to the ‘maritime cloud’.
11.2 IALA’s VHF Data Exchange System (VDES) – a Foundation for e-Navigation
Communications and GMDSS Modernisation
Mr William D. Kautz, US Coast Guard, USA.

Abstract
VHF data communications will provide the core for robust high-speed/large volume data exchange
amongst ships, shore stations, and satellites. The AIS has significantly contributed to the safety of
navigation, and the carriage and use of AIS onboard vessels is expanding. Various applications of
AIS such as AIS-AtoN, Class-B AIS, AIS-SART, AIS-MOB, EPIRB-AIS, and satellite detection of
AIS, are useful and valuable for not only the safety of navigation but also safety of life, marine
environment protection, assurance of maritime security, assistance of search and rescue missions
and efficiency of shipping; however, the AIS, as a navigation safety system, not a communications
system, is not capable of handling, nor was it ever intended for high-speed/large volume data
exchange.
Page 56 of 160
E-Navigation requirements for robust and efficient communications coupled with the need to
protect AIS for its original purpose of safety of navigation, while making use of the broad AIS
capabilities formed the basis of IALA's e-Navigation Committee's decision to develop a concept
known as VHF Data Exchange System (VDES). The VDES is a VHF maritime data
communication system that includes functions of AIS, facilitates e-navigation, supports GMDSS
modernization, and general maritime communications. VDES uses Recommendation ITU-R
M.1842-1 techniques to solve the limitation of AIS data exchange. The VDES has great capabilities
for robust and fully automated communications and will influence the whole maritime society with
enhancement of safety, security, protection of the environment and logistics.
Because of its advanced capability for AIS technology with robust high-speed/large volume data
exchange between ships and between ship and shore, the VDES will be able to become the core
element in e-navigation and could also significantly contribute to the modernization of GMDSS.
This presentation focused on technology for new AIS-like TDMA data exchange and high
speed/high volume VHF data exchange applications for e-Navigation as well as VDES/AIS
possibilities in vessel distress, GMDSS and SAR. It also explained the IALA vision for fully
automated communications in e-Navigation.
1. ITU, IMO, and IALA have recognized the efficiency and necessity for digital communications;
and ITU has produced technical standards, revised the VHF marine band (RR Appendix 18)
to designate channels for VHF data exchange, and has authorized channels for testing AIS-
like applications.
2. The VHF Data Exchange System (VDES) is a VHF maritime data communication system
that includes functions of AIS, facilitates e-navigation, supports GMDSS modernization, and
general maritime communications; and has the potential to provide robust and higher speed
data communications for the mariner.
3. An ideal e-Navigation communications system would operate automatically, selecting the
best communications technology, channel, and characteristics in accordance with the ship's
location, and the type of data to be exchanged.
4. The VDES, as envisioned by IALA and presented to ITU, addresses the identified
improvement for the AIS along with essential digital communications contributions for e-
Navigation and GMDSS Modernization.
5. AIS is commonly used by all classes of vessels, has ashore VHF infrastructure, and can be
detected by satellite, which could make VDES/AIS distress implementation possible with
minimal cost to shipping and could allow for the eventual replacement of VHF DSC both on
ships and ashore.
11.3 Common Maritime Data Structure for e‐‐Navigation and the Maritime Cloud
Author and presenter: Dr Nick Ward, General Lighthouse Authorities, UK and Ireland.
Co-author and presenter: Mr Thomas Christensen, Danish Maritime Authority, Denmark.
Page 57 of 160
Abstract
The Usability of e-Navigation depends on harmonization of information presentation and generic
standards for equipment, allowing familiarization and simplification of training. These goals will only
be achieved through the introduction of a Common Maritime Information System and Data
Structure.
The IHO Registry has been adopted as a common baseline, providing a framework for a Common
Maritime Data Structure (CMDS).
Product specifications, based on data models and conforming to the IHO S-100 standard are being
prepared.
S-100 provides the data framework for the development of the next generation of Electronic
Navigation Charts (ENC) products, as well as other related digital products required for
hydrographic, maritime and Geographic Information Systems (GIS) applications.
The benefits for end-users, operators and service providers of standardized exchange of
information are increased efficiency, fewer errors, simpler training and common equipment and
interfacing.
The ways in which the CMDS will be used are still being explored. Maritime Service Portfolios
provide an organised presentation of technical and operational services and the concept of a
Maritime Cloud is being developed by the Danish Maritime Authority as an all-embracing
information system that can serve the whole maritime sector.
1. Usability of e-Navigation depends on harmonization of information.
2. The IHO Registry has been adopted as a common baseline.
3. Product specifications, based on data models and conforming to the IHO S-100 standard are
being prepared.
4. The concept of a Maritime Cloud is being developed by the Danish Maritime Authority.
5. This will be an all-embracing information system that can serve the whole maritime sector.
6. An example can be viewed at website maritimecloud.net.
11.4 Improvement of Maritime Information and Communication System (MICS): e‐‐

navigation for small ships
Cdr Hideki Noguchi, Japan Coast Guard, Japan.
Abstract
In Japan, about 40% of maritime accidents are caused by pleasure crafts and about 30% are
caused by fishing boats. The lack of information becomes one of the causes of the accident due to
the poorer communication capability of those non-SOLAS ships compared with SOLAS ships.
The Japan Coast Guard (JCG) has operated the Maritime Information and Communication System
(MICS) since 2001. The MICS uses internet and provides information needed for safe navigation
to mainly owners or users of small boats and crafts. However, the MICS is useable only on land
and is a passive system which cannot provide necessary information unless the user connects the
internet.
In order to solve these shortcomings, the JCG has improved the MICS. The major subject of the
improvement is to send necessary information as soon as possible by using automatic e-mail
delivery system. At the present time, more than 10,000 users are registered and already received
the necessary information.
Page 58 of 160

1. e-Navigation.
2. Non-SOLAS ships.
3. Mobile phone.
4. Automatic mail delivery system.
11.5 Maritime Domain Awareness, the Chilean experience

Cdr. James Crawford, Directorate General of the Maritime Territory and Merchant Marine, Chile.
Abstract
Oceans are global pathways that maintain national prosperity and are vital to national security. The
maritime domain awareness (MDA) is defined as all areas and things of, above, under, down, in
relation to, adjacent to, or bordering on a sea, ocean, or other navigable waterway, including all
maritime-related activities, infrastructure, people, cargo, and vessels and other conveyances.
Terrorist organizations recognize this and also realize the importance of exploiting the maritime
domain.
The basis for effective prevention measures is to be alert and aware of the threat, along with a
credible deterrent and interdiction capabilities. The environment of the XXI century maritime threats
demand a holistic vision, with a broad scope, which is pursued through the MDA.
The author discussed applying the concept MDA in Chile. Inside the Chilean Navy, the MDA
concept has been adopted as ‘surveillance, monitoring, warning and response’ of the national
maritime area of responsibility, which is implemented by the Directorate of the Maritime Safety,
Security and Operations (DIRSOMAR), the Technical Directorate dependent on DIRECTEMAR
that embraces all areas related to maritime safety (technical inspection of ships, meteorology,
marine police, pilotage service, search and rescue and aids to navigation). All the information
received is centralized in a set of applications called ‘GRAFIMAR’, which can generate a complete
picture of the maritime surface jurisdictional area.
Thus DIRECTEMAR focuses its activities through a strategic perspective oriented to an effective
and timely knowledge of all the activities taking place in the maritime, river and lake area of
responsibility, which could affect national security and the development of its maritime interests, in
order to alert, prevent, protect and provide the appropriate response required. This comprehensive
concept is the reference for the actions of DIRECTEMAR, introducing a higher systemic framework
that allows subordinate commanders to understand and guide their work at different levels and
stages.
DIRECTEMAR applies the MDA concept graphically, through “GRAFIMAR”, which is fed by own
and third party sensors with information from open and closed sources, and other agencies,
generating different “layers” data, with detailed information about the activities developed in
maritime port terminals in different countries, identification and control of the staff working in them,
ships positions in order to react promptly and efficiently to emergencies in the area.
Page 59 of 160

1. The oceans are global pathways that maintain national prosperity and are vital to national
security.
2. Terrorist organizations recognize the importance of exploiting the maritime domain.
3. The basis for effective prevention measures is to be alert and aware of the threat, along with
a credible response.
4. Inside the Chilean Navy, the MDA concept has been adopted as ‘surveillance, monitoring,
warning and response’.
5. No matter what the level of threat, information that feeds the maritime surface picture, is
always kept at their highest level of availability.
12 Technical Session 2.4 – e‐‐Navigation & Beyond (4)

Chair: Dr Nick Ward, General Lighthouse Authorities, UK & Ireland.
Vice Chair: Ms Catherine Steenberg, Force Technology, Denmark.
12.1 R‐‐Mode using Transmissions from existing IALA radiobeacon installations

Author and Presenter: Mr Michael Hoppe, Federal Waterways and Shipping Administration,
Germany.
Co-authors: Mr Jan Hendrik Oltmann, Federal Waterways and Shipping Administration, Germany
and Mr Pieter Paap, Ministry of Infrastructure and the Environment, The Netherlands.
Abstract
Position fixing systems are identified as one strategic key element of e-navigation. Existing and
future Global Navigation Satellite Systems (GNSS), such as GPS, GLONASS and GALILEO, are
fundamental infrastructures for global determination of Positioning, Navigation & Timing (PNT)
data. IALA has introduced the term ‘integrated PNT device’ to describe the on-board part of a
maritime integrated PNT system. Additionally, terrestrial services are used to improve
performance or to ensure backup functionality to overcome the vulnerability of GNSS. As a
contribution to the development of redundant positioning, a terrestrial backup navigation system,
based on ranging signals (R-Mode) transmitted from MF radio beacons and/or AIS base stations
was proposed by the German Federal Waterways and Shipping Administration. To further develop
the concept of the new system, it was decided to perform a feasibility study as well as a practical
field demonstration within a transnational EU sponsored project named ACCSEAS (Accessibility
for Shipping, Efficiency, Advantages and Sustainability). One aim within the ACCSEAS project is
the implementation of a test bed on the Dutch Coast, which should enable a proof of concept for
the proposed R-Mode using MF transmission from an IALA radio beacon station. The full paper
gives a general explanation of the R-Mode system concept and various implementation methods.
Page 60 of 160

1. Resilient PNT as a core element of e-Navigation.
2. R-Mode as candidate for a terrestrial backup radio navigation system.
3. Use of R-Mode on a globally distributed maritime infrastructure such as MF radio beacons
and AIS shore infrastructure.
4. 4 Using the EU funded sponsored project ACCSEAS as a platform to perform an R-Mode
feasibility study and practical field tests.
5. Installation of an R-Mode test bed on the Dutch coast to enable proof of concept for using
MF transmission from an IALA radio beacon station in Ijmuiden.
Questions
In response to a question as to whether the methodology being described could be applied to other
forms of signalling, the response was, in general, yes. Each signal is taken as a ‘signal of
opportunity’ and so, potentially, signals such as NAVTEX could be used.
12.2 To infinity and beyond…. What is the future for Maritime Communications?
Mrs Jillian Carson‐Jackson, Australian Maritime Safety Authority, Australia.

Co-author: Mr Peter Pokorny, Australian Maritime Safety Authority.
Abstract
e-Navigation – both ship and shore – will depend on communication capabilities. Radiotelephony
has been the cornerstone of maritime communications for decades – but what role might it have in
a modern e-Navigation world?
The Automatic Identification System (AIS) was a breakthrough in sending digital information over
analogue VHF radio channels. AIS has a specific purpose that is clearly identified in the Safety of
Life at Sea Convention (SOLAS) Chapter V. The design of the system and the speed of
transmission of information meet this existing need, but what about future requirements?
How might one be able to address the increasing need for communications ship-shore / shore-ship
and ship-ship? Is it a ‘dream’ that this information can be sent within the framework of the existing
analogue, maritime radio frequency spectrum?
1. Spectrum changes identified in WRC 2012 make the development of the VHF Data
Exchange System (VDES) possible.
2. The approach is not changing the spectrum, but making better use of what is available.
3. The VDES has the possibility to revolutionise how data is sent and received in the maritime
environment.
Page 61 of 160
4. Development of the VDES will enable digital data communications ship/shore; shore/ship;
ship/ship – a possibility for data to be sent via satellite.
5. Development of the system will require close cooperation with ITU, IMO and support from
IALA, CIRM and related organization.
Question
A speaker from the floor made the statement that is necessary to ensure that developments in e-
Navigation are user driven and there is a need for an organisation to ensure that VDES is taken
well in hand to ensure that development in technology does not lose sight of the person using the
data.
12.3 Product Specification Demystified

Mr Peter Hooijmans, Rijkswaterstraat National Vessel Traffic Management Centre, Ministry of

infrastructure and the Environment, Netherlands.
Co-author: Mr Jarle Hauge, Norwegian Coastal Administration.
Abstract
Data-modelling, Data-exchange, Registry, Registers, Product Specifications, common language for
software developers but less common for the future e-Navigation service providers and service
receivers. The presentation gave an explanation about the IHO-GI Registry, its role in the
development of e-Navigation and the necessity for Product Specifications. It also gave an insight
into what Product Specifications are, what they are for and what is necessary for their
development..
1. Common Maritime Data Model.
2. Usage and purpose of a registry.
3. Development of product specification .
4. IALA Guideline on Developing an IALA S-100 Product Specification.
Page 62 of 160
12.4 Navigation aids information service in e‐‐Navigation

Author: Mr Lu Xiang, Shanghai Maritime Safety Administration, China.

Co-author: Mr Jinxing Shao, Shanghai Maritime Safety Administration.
Co-author: Ms Zhiping Ren, Shanghai Maritime Safety Administration, China.
Presenter: Dr Guojun Peng, Marine Navigation & Pilot Technology Research Centre of Jimei
University, China.
Abstract
The definition of e-Navigation stresses that AtoN are an important part of navigation-aids and play
an important role in maritime security. In order to distribute real-time Aids to Navigation (AtoN)
，，
Navigation-aids information comprehensively accurately and intuitively an AtoN Navigation-aids
information distribution system is designed and developed by using computer network technology,
，，
modern communication technology and some key technologies such as GPS AIS ECDIS and
Web. The system implements a comprehensive display function of 360° channel panoramic view (
virtual three-dimensional) based on Image-Based Modelling and Rendering (IBMR) AtoN AtoN ，
and channel information based on Remote Sensing (RS) image and physical and virtual AtoN
information based on, amongst other sources, the Automatic Identification System (AIS). The users
，，，
can acquire scientific, comprehensive timely accurate and intuitive AtoN information on
，
Internet by using a common Web browser which can improve the safety index of marine traffic
and operational efficiency of port and vessels and protect the marine environment.
1. Aids-to-Navigation.
2. Navigation-aids Information.
3. Real-time Distribution.
4. Function Realisation.
1.4.4 Questions
In response to the question about whether China is considering using the maritime cloud concept
in the work currently being undertaken, Dr Peng replied that China must pay great attention to
innovation and is currently launching projects learning from the EU sponsored project Mona Lisa
and more university research work is being done in China in this area.
Dr Peng answered a question aimed generally at all the speakers. It was asked when
manufacturers might expect to see ‘cash flow’ as a result of the topics being discussed during the
session. Dr Peng emphasised the difficulty and time-consuming nature of the research being
presented. He added that much of the data being produced in China is being made freely
available, thanks to the sponsorship provide by the government. He suggested that he and the
questioner meet for a more detailed discussion following the session.
The Chairmen commented that the commitment to e-Navigation by China MSA is impressive.
Page 63 of 160
12.5 Development of S‐‐100 based new Product Specification for AtoN and Method
for Integration with Legacy Systems
Author and Presenter: Prof Suhyun Park, Dongseo University, Republic of Korea.
Co-author: Mr. Kim Jong-Uk, Dongseo University, Korea.
Abstract
Currently in the maritime field, there is a great deal of interest in e-Navigation as a basis for the
integration and utilization of various maritime and maritime-related data. Implementations in the e-
Navigation environment seem to be centring on the International Hydrographic Organization’s
(IHO) S-100, which is being utilised as a base data model and means of data utilisation. The Aids
to Navigation (AtoN) field is also showing growing interest in S-100-based data and services.
Indeed, in light of the current directions of e-Navigation, development of S-100-based product
specifications for description and distribution of data has become a necessity. On top of the S-
100-based product specifications developed, the facilitation of S-100-based data integration and
utilisation promises fully interoperable S-100-based information services. However, replacing
existing legacy systems with S-100 compatible ones is prohibitively costly and time expensive. In
the present study, an S-100-based new product specification for AtoN data was developed, on
which basis it was possible to devise a way to integrate new S-100-based services and legacy
systems without modifying them.
1. e-Navigation.
2. S-100.
3. AtoN.
4. AtoN product specification.

An observation was made from the floor that one of the issues highlighted in the final presentation
was the duplication of entries in different domains and how they can be harmonized. It was stated
that IHO has created S-99, which is the standard on ‘Operational Procedures for the Organization
and Management of the S-100 Geospatial Information Registry’. This standard gives some
answers to the problem identified. In essence no duplications should exist if possible but rather
features of other domains can be utilized and expanded through additional attributes or
enumerations.
On the topic of ‘legacy systems integration’ it was said that it is expected that interoperability
should be achieved as far as possible. It was also highlighted that in other industries the services
of Data Service Providers (DSP) are utilised to achieve this and that IALA may think of utilising this
concept as well. Industry may be able to help, as technical handling of different versions of
systems is not necessarily the main domain of coastal administrations and other governmental
bodies.
Page 64 of 160
Professor Park responded to a comment about collaborative working in developing S-100 product
specifications that the ARM Committee may be well placed to assist in the development of S-100
product specifications at IALA and that, in general, collaborative working is the way to proceed.
13 Technical Session 3.1 – Global Navigation (1)

Chair: Mr Tuncay Cehreli, Coastal Safety, Turkey.
Vice Chair: Mr Jose Manuel Diaz, Centro Jovellanos, Spain.
13.1 VTS Fehmarn Belt ‐ A Danish/German Project.

Mr Hartmut Hilmer, Federal Waterways and Shipping Administration, Germany.

Abstract
The Kingdom of Denmark and the Federal Republic of Germany concluded a treaty on a fixed link
across the Fehmarnbelt in September 2008. Since this date the planning of the bilateral project has
been in progress. Following several investigations the countries decided to cross the Belt with a
tunnel instead of a bridge. As a result of the formal safety assessment for safe navigation in the
sound between Denmark and Germany, a Vessel Traffic Service System (VTS) will be installed for
the construction phase to reduce the danger to the shipping of accidents between ships as well as
between ships and construction gear by about 60%. The responsible Danish and German
Authorities agreed to implement an independent temporary VTS Centre in the premises of the VTS
Centre Travemünde. The advantages are obvious. The agreed solution reduces costs and
stimulates teamwork between the VTS ‘Fehmarn Belt’ and the adjacent VTS-sectors of the VTS
Travemünde. A Danish / German administration group (DenGer-Adm. Gr.) agreed to man the VTS
‘Fehmarn Belt’ by Danish and German personnel working together headed by one manager from
each country. The communication language used in the VTS Centre as well as external
communication will be English. The operating procedures, the technical equipment and the
education of the staff will be in accordance with international requirements. This Danish / German
project demonstrates the close cooperation between the maritime authorities of two adjacent
neighbouring countries to ensure vessel traffic safety in common sea areas.
1. Safety of navigation.
2. Risk reduction measures.
3. Temporary VTS.
Page 65 of 160
13.2 Finding Solutions before Accidents Happen

Dr Hasan Terzi, Directorate General of Coastal Safety, Turkey.

Abstract
The rules and regulations to ensure and enhance safety at sea are usually revised or developed
after investigating serious maritime accidents. But isn’t it possible to do this before the accidents
happen?
The same things that cause accidents cause near misses. By reporting and analysing near misses
(NM) learn important lessons can be learned and remedial action taken before a full scale accident
occurs. Although the necessity of reporting near misses considered, there are various barriers that
prevent to report them. And also there are no any rules and regulations to report NMs at VTS area.
To determine NMS, in a VTS area, the criteria specified for some cases can be detected
automatically by technological means such as AIS data. But this method is very limited and
possible to have only few kinds of NMs. If it is required to get all NMs the best solution is creating a
NMs reporting system in the organization. For an effective, efficient and sustainable NM reporting
system the system should be based on the elements of positive safety culture: Just culture,
reporting culture, learning culture and informed culture.
1. Safety Culture.
2. Near Miss Management System for VTS.
3. Enhancing Maritime Safety.
4. Maritime Safety Regulations.
13.3 Close quarter situations reporting by Ushant VTS

Cdr Jean‐Charles Cornillou, CEREMA, France.
Page 66 of 160
Abstract
In case of a close-quarter situation detected by Ushant VTS, in compliance to the ‘rule of the road’,
it is not obvious to demonstrate an infringement for the rules 16 relative to the ‘action by the give-
way vessel’ should be balanced with rule 17 relative to the ‘action of the stand-on vessel’. Hence a
mail is send to the company of the give-way vessel exposing the analysis of the situation by the
VTS with documentary evidences including radar screen prints if necessary. A copy is sent to the
Flag State Authority and the Class Society delivering the ISM certificate.
The procedure has been in force for six years with Ushant VTS receiving positive feed-back from
companies, Flag States and Class Societies. Internal feed-back is also very positive for operators
training and the quality system of the centre. The number of close-quarter reporting has become a
real indicator of the VTS activity.
1. Definitions.
2. Ushant Traffic VTS presentation.
3. Action taken by Ushant Traffic VTS.
4. The ICAO “Airprox” procedure.
5. The interest of reporting close-quarter situations.
13.4 Spanish Maritime Safety Agency ‐ VTS in Spain

Mr Juan Luis Pedrosa, Spanish Maritime Safety Agency,Spain.

Abstract
The services of search and rescue, maritime traffic control, and pollution prevention and response
are provided by the 20 Maritime Rescue Coordination and VTS Centres of the Spanish Maritime
Safety Agency. The operators are certified to undertake their VTS duties in accordance with IALA
and IMO recommendations. They follow a training course at Jovellanos Centre and an ‘on the job
training period’ at the MRCC.
MRCCs are equipped with state of art monitoring systems and communication technologies to give
VTS in the Traffic Separation Schemes and in the Particular Sensitive Areas in which vessel
reporting is mandatory. The MRCCs also monitor the traffic in some ports with which there are
Agreements in place. Different tools store this information, required to prevent and respond to
maritime safety and pollution emergencies. Vessel related safety data is registered and exchanged
with the rest of the Member States.
1. Spanish Maritime Safety Agency’s services.
2. Spanish Maritime Safety Agency’s resources.
3. MRCC and VTS Centres in Spain.
Page 67 of 160
4. TSS and PSSA in Spain.

5. VTS Training in Spain.

The discussion was focused on the presentations on near misses.
Russia commented that their Coastal VTS witness ships straying into separation zones when
navigating in the vicinity of Traffic Separation Schemes. Port VTS did not face this problem as
ships complied with the VTS Traffic Organisation Service. There were many cases of ‘near
groundings’; it was VTSO intervention that prevented accidents. In near miss cases, they alerted
the ship and advised the ship’s company.
The speaker added that it was important to collect data on near misses, as there was pressure
from the French government to do so. It was felt that the IALA VTS Committee ought to deal with
this issue. The Chairman of the VTS Committee added that reporting guidelines for incidents / near
misses was on the committee’s agenda, but that this could be enhanced with the addition of
encouragement to develop a safety culture.
There was a question about what more could be done to enhance safety culture. The speaker
replied that this was a long term process and there were no easy answer. France had started to
examine this issue in 2007; some years later, they drew on the Air Traffic Control experience.
Now there was growing body of information on near misses, allowing inferences to be drawn.
Turkey added that the positive aspects of the safety culture should be considered – such as it
being a just culture and a flexible culture.
A comment from the floor was that it was now an EU directive for coastal states to report, but that
states were unsure if there was any action being taken by Flag States or shipping companies.
In response to a question on the veracity of the statement ‘there was a reduction of 30% in risk and
accidents if automatic monitoring was introduced’, Germany stated that the information came from
the maritime authority, but this information would be rechecked.

Chair: Mr Mahesh Alimchandani, Australian Maritime Safety Authority, Australia.
Vice Chair: Mr Michel Cousquer, CEREMA, France.
14.1 A Methodology to allow VTS Centres to Monitor, in real‐‐time, the

Performance of the AIS infrastructure consisting of Shore‐‐based AIS
Networks and AIS‐‐equipped Vessels, to ensure the Optimal Performance of
the AIS system
Author and presenter: Captain Pete Dolan, Pharos Marine/Automatic Power, Inc., USA
Author: Mr Magnus Nyberg, Pharos Marine Automatic Power Inc, USA.
Page 68 of 160
Abstract
AIS technology is well-established and is in use world-wide. With governing Directives, Standards,
Recommendations and Guidelines established by IMO, ITU, lEC, and IALA that dictate the
performance requirements for AIS equipment, AIS protocols and AIS architecture, one may be led
to a false sense that AIS systems are operating at a higher level of performance than is actually
the case.
This presentation indicates a methodology to continually monitor the AIS system to ensure that the
system is performing at as high a level as possible. Such monitoring is particularly important to
ensure that the integrity of the AIS system is not diminished as new applications to enhance e-
navigation are added to the AIS system and users find unique ways to piggvback functions on a
free AIS communications network.
1. Monitoring the performance of the VHF Data Link (VDL) in real time.
2. Monitoring the performance of AIS radios in real time.
3. Monitoring the quality and accuracy of the information transmitted in AIS messages in real
time.
14.2 Analogy between the VTS Centres Human Machine Interface and the
Vessels´ Integrated Bridge
Mr Dirk Eckhoff, Federal Waterways and Shipping Administration, Germany.

Abstract
One prominent aspect of modern vessels is the integrated bridge or integrated bridge design. Like
a VTS centre (VTC) a vessel´s bridge has displays for traffic monitoring, met-hydro data,
waterways condition and communication facilities. The report compares the state of the art of
VTC´s human machine interface (HMI) with a vessel’s integrated bridge.
Are there improvements for both, ship- and shore-HMI also with respect to usability and
ergonomics? Can the data be presented in a more comprehensible way or have we reached the
limits of integration? Will the transformation and adoption of a vessel´s integrated navigation
system to VTS applications or vice versa supports the harmonization between ship and shore?
The presentation discussed if and what the VTC HMI and the vessels´ integrated bridge design
can learn from each other.
1. Vessel Bridge and VTC – Workstation analogies can be used to improve both sides.
2. Only data exchange will not be sufficient.
3. The workflow between vessel and VTS should be considered.
4. The analysis of the workplace and task can help to provide the operators on board and
ashore only with the needed information.
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14.3 Improvement of VTS operation capability with the introduction of Ku-band

Solid‐‐State Radar
Author: Cdr Hiroaki Tanaka, Maritime Traffic Department, Japan Coast Guard, Japan.
Co-author: Cdr Kazuyuki Tanaka, Maritime Traffic Department, Japan Coast Guard, Japan.
Presenter: Cdr Hideki Noguchi, Maritime Traffic Department, Japan Coast Guard, Japan.
Abstract
The Japan Coast Guard (JCG) has been using high resolution Ku-band radars as a VTS sensor
since 1977. Whilst conventional radar uses a magnetron as an oscillator source, recently there has
been remarkable progress in the semiconductor technology. Thus, new Ku-band radars using
solid-state devices are possible can be developed. The JCG started to install the Ku-band solid-
state radar as a VTS sensor in 2013. The digital signal processing technology has improved
detection performance and rain/sea clutter suppression performance. Furthermore, as a result,
costs and workload for maintenance, and spurious emissions, have been reduced through solid-
state technology.
1. VTS.
2. Ku-band radar.
3. Solid-state radar.
4. Improvement of detection performance.
14.4 How Human Factors can help in improving Control Room Performance
Author: Mr Volker Grantz, Frequentis AG, Austria.

Co-author and presenter: Mr Gerd Palmetzhofer, Frequentis AG, Austria.
Page 70 of 160
Abstract
To optimize performance within a safety critical control room, two aspects have to be looked at in
detail. On one side, there is the symbiosis between the human and the machine, while on the
other hand there is the overall “production” process within the control room. The human-machine
symbiosis requires a good understanding of human capabilities and human needs. This results in
the ability to establish a dedicated human machine interface (HMI) design and a system matching
those needs. Together with this a good understanding of the production process is necessary.
Within the SESAR project ZeFMaP (Zero Failure at Maximum Productivity in safety critical control
rooms) analysis has shown that tools, well established for example in a mass production industry,
such as in the automotive industry, could also be applied for safety critical control rooms to
optimize the production process. When these two aspects are taken into account and appropriate
measures to optimize those two aspects are undertaken, the combination of them will help in
improving the control room performance.
1. Control room performance.
2. Human-Machine Symbiosis.
3. Task Analysis & Value stream in safety critical control rooms.
4. Usability & User experience.
5. User centred design.
14.5 Reducing Operator Workload and Stress through Cooperative Human-

Machine System
Mr Todd C. Schuett, Kongsberg Norcontrol IT, Norway.

Abstract
The presentation about operator stress explored the relationship of stress to workload, stress
management strategies and how co-operative human-machine systems can reduce stress. The
solutions offered in this presentation are the result of work conducted by the maritime group
‘Designing Dynamic Distributed Cooperative Human-Machine Systems’ (D3CoS), a research
project funded by ARTEMIS Joint Undertaking. The presentation describes the Vessel Traffic
Services (VTS) Trials, which are experiments conducted as part of the D3CoS project that sought
to establish a relationship between workload and stress level. The presentation concludes with a
description of a prototype co-operative human-machine system developed by the maritime group
that shares data between shore-based and ship-based systems. The goal of the system is to
reduce operator task load and thus operator stress.
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1. Some stress is necessary and good, but un-necessary operator stress should be reduced.
2. Reducing stress requires a comprehensive, integral approach that considers all stress-
causing factors, but this paper considers only how smart automation in the form of
cooperative human-machine systems can reduce operator stress.
3. Operator task load is directly related to operator stress. The more tasks an operator must
perform, the more stress the operator experiences.
4. Data sharing between ship and shore-based systems, if used correctly, can reduce the
number of tasks an operator must perform.

When asked if there had been any experience or test analysis conducted of ship officers’ or VTS
operators’ cognitive awareness, Dirk Eckhoff replied that he had nothing to report, as his main
interest is in HMI. Tod Schuett said that a small amount of information is beginning to emerge from
the SESAME Straits project from research into how operators make decisions and so some data
would be available at the end of that project.
Supporting the 2nd presentation’s statement about the importance of safety information on ships’
bridges and in VTS Centres, it was asked how a way to help collaboration between ship and VTS
Centres could be achieved?
Dirk Eckhoff responded by saying information transmitted from the VTS to on board, his concern is
sending too much information. It is essential to determine appropriate and timely information. Tod
Schuett added that in the route optimisation segment of the SESAME Straits project provision of
the information is a key consideration.
It was observed that VTS Centres are finding that they have monitor waters beyond territorial seas
which gave rise to the question can increasing stress levels be avoided when it is necessary to
communicate / exchange information before the vessel moves into the risk area within the VTS
Area, i.e. that is before the vessel enters territorial seas.
Dirk Eckoff said that he was hopeful that a solution could be found but that more research on this
useful topic needed to be conducted. So far research has been very basic and would require a
more complete e-Navigation test bed / simulator to perform a number of rounds of VTS scenarios.
Volker Grantz said that from the current Frequentis research program includes maritime and air
traffic management, where there is a move to reduce stress in critical situations by reducing non-
critical information. The user or operator does not need all the available information in specific
situations; in critical situations the operator should get only that information that is needed.
Frequentis is currently conducting tests in this area and the belief is that the results will show that
stress will be reduced.
Jean-Charles Cornillou said that he had been concerned for some time about ship and VTS
manning for managing the HMI. He observed that for over 30 years there have been 2 operators
at a coastal VTS to manage the task of the wide array of data and tasks. He then asked how many
operators are needed?
Dirk Eckhoff responded by saying that, in Germany, with a view to minimising the workload of the
operator measures are being taken, for example for automatic detection and alarming (decision
support tools). It is clear that the moment you extend the area of surveillance the operator needs
to view the enlarged area and so there is a need to focus the operator’s attention. Thus it is
necessary to focus on the ‘real tasks’ that need to be carried out.
It was then asked, of the last two speakers, whether, in their experience, fatigue is a factor and if
so has any research or has there been a study on this topic?
Page 72 of 160
Volker Grantz responded by saying that fatigue is certainly a factor. He used as an example arm
fatigue and how important it is, when designing the layout of touch screens, to place at a
convenient height the main functions that the operator uses frequently. Similar considerations can
minimise eye fatigue and, for ear fatigue a calm silence in the operations room is essential.
Todd Schuett said that he did not have much to add. However he observed that in the extremely
busy Port Operations Centre number 3 in Singapore operators are rotated every 45 minutes to
avoid fatigue.

Chair: Mr Thomas Christensen, Danish Maritime Authority, Denmark.
Vice Chair Cdr Hideki Noguchi, Japan Coast Guard, Japan.
15.1 Enhancing VTMIS data management with Service Oriented Architecture

(SOA)‐‐ Case study: FTA's Vessel Traffic Management Systems
Ms Kaisu Heikonen, Finnish Transport Agency, Finland.

Abstract
Turning navigational and other maritime information into machine-readable digital form will open up
new possibilities for using information both on board and ashore. The exchange of digital
information is expected to increase not only between ship and shore but also between different
shore-based actors. In the future it will be necessary to effectively connect a large number of
shore-based information providers and consumers representing different areas of responsibilities
and originating from an expanding geographical area. What has widely been seen and recognized
as a suitable way to create an efficient environment for the required information exchange is the
use of service-oriented architecture (SOA). The Finnish Transport Agency (FTA) also sees this as
the most effective way to meet the future demands for information exchange. However, the FTA
also expects to face some challenges before the technical systems can be expected to fully
support the visions in practice.
1. e-Navigation and increased shore-to-shore information exchange in electronic format is
expected to have many positive effects on the safety of navigation and the efficiency of
maritime transport.
2. Increased shore-to-shore information exchange between authorities will increase the cost-
effectiveness of maritime surveillance operations.
3. Opening maritime data to citizens and private companies will enable the creation of new
added value services and thus help to create new business opportunities.
4. The use of service-oriented architecture (SOA) and service buses has widely been seen and
recognized as a suitable way to create an efficient environment for all the required future
information exchange.
5. There are also some technical and administrative challenges related to the introduction of
SOA.
Page 73 of 160
15.2 The Shipping Industry and Marine Spatial Planning - a Professional

Approach
Mr David Patraiko, The Nautical Institute, UK.

Abstract
Marine Spatial Planning (MSP) is defined by UNESCO as ‘a public process of analysing and
allocating the spatial and temporal distribution of human activities in marine areas to achieve
ecological, economic and social objectives that are typically specified through the political process.
MSP is an element of sea use management’.
The process of MSP has been adopted my many governments around the world and in April of
2014 the European Parliament endorsed a Directive for Maritime Spatial Planning which should
help Member States develop plans to better coordinate the various activities that take place at sea,
ensuring they are as efficient and sustainable as possible.
MSP seeks to co-ordinate the use of marine areas for many, often competing, stakeholders such
as Shipping, Fishing, Energy, Aquaculture, Recreation, Mining etc. Such planning 'discussions' are
usually held by government administrators who may have little specialist knowledge of the various
stakeholder requirements. The shipping industry is often ill represented at these local, national,
and regional discussions.
The Nautical Institute, in collaboration with the World Ocean Council, has produced the guide "The
Shipping Industry and MSP - a professional approach" to assist anyone who has experience with
shipping to represent the shipping industry's concerns at MSP consultations. The guide is also of
value to MSP planners who wish to better understand the role and requirements of shipping. The
guide covers an introduction to MSP and legal frameworks, and numerous operational issues such
as ship manoeuvring characteristics, widths of shipping lanes, environmental and commercial
impact and offers a range of case studies and links to further resources.
The guide is freely available as a download from www.nautinst.org. The guide inevitably builds on
and identifies numerous IALA activities and has been produced in association with IALA.
1. MSP seeks to coordinate all marine area users and stakeholders, and is a process being
adopted my many governments around the world.
2. The shipping industry, including all IALA members must represent shipping professionally
and articulately at MSP discussions globally.
3. The NI guide should be considered an aid to identify some critical issues important to
shipping form an operational, commercial and legal point of view.
4. All MSP discussions are unique and must be explored on a one by one basis.
5. The NI MSP guide is freely available for download from www.nautinst.org.
6. The majority of EEZs would be subject to Marine Spatial Plans.
7. The European Parliament has issued a directive on Marine Spatial Planning to be complied
Page 74 of 160
with by 2016.
Questions
It was noted that Marine Spatial Planning is allocated in the working program of the ARM
Committee.
15.3 Holistic Marine Spatial Planning – Safety Beyond The Environment

Author: Mr Nick Lemon, Australian Maritime Safety Authority, Australia.

Author: Mr Alex Millett, Australian Maritime Safety Authority, Australia.
Presenter: Mr Mahesh Alimchandani, Australian Maritime Safety Authority, Australia.
Abstract
The world’s oceans and coastal waters are increasingly being used for growing range of human
activities, including: shipping, recreational boating, commercial and recreational fishing, oil and gas
exploration and extraction, research and, more recently, renewable energy.
Modern technologies, such as web-based GIS tools and near real-time tracking of ships now make
it possible for maritime authorities to be more aware of such activities off their coasts. Maritime
jurisdictional arrangements can be complex, with coastal states having a variety of rights and
obligations within their territorial waters and EEZs.
Marine Spatial Planning (MSP) is coming of age. When combined with the related activity of Water
Space Management, it offers some solutions to the challenge of multiple sectors making increasing
demands on the world’s coastal waters and high seas. It is clear that in an e-navigation era, MSP
and Water Space Management will be becoming increasingly important activities.
This presentation discussed some of the tools, techniques, management and cooperation methods
that can underpin MSP – and the important role that shore based navigation services and aids to
navigation can play. The presentation also discussed developments in Australia, links between
MSP and e-navigation and some of the common challenges faced.
1. The importance of MSP and the characteristics of effective Marine Spatial Planning.
2. MSP in Australia.
3. Web-based interactive tools to assist in Marine Spatial Planning.
4. Links with e-navigation.
5. Lessons learned.
Questions
It was remarked that AIS data and tracking is extremely valuable for the Marine Spatial Planning
process but some stakeholders are not aware of this capability.
Page 75 of 160
15.4 Capacity Building Initiatives in the South West Pacific to enhance the Safety
of Navigation.
Mr Brad Groves, Australian Maritime Safety Authority, Australia.

Abstract
An important element of technical cooperation is capacity building, which aims to share expertise,
resources, information and experiences in order to strengthen the skills, competencies and abilities
of maritime personnel. This leads to improved capacity of individuals and institutions to develop
implement and enforce the highest international shipping standards.
In recent years, technical cooperation efforts by AMSA, IMO and IALA have developed
momentum, and delivered synergies; more so due to the leadership demonstrated by the recently-
established IALA World Wide Academy.
This presentation discussed a number of key activities that have taken place, are currently being
undertaken or are planned to be undertaken in the south west Pacific region and supported by the
Australian Maritime Safety Authority.
1. Navigation safety is an important aspect of shipping in the South Pacific.
2. The Australian Maritime Safety Authority contributes to technical cooperation in this region.
3. The efforts of IMO and IALA WWA recognized particularly by the Asia Pacific heads of
maritime agencies forum.
Questions
It was noted that Japan has the Japan Co-operational Agency. Australia has more informal
activities but not at the same level.
15.5 Increased Sustainability of Sea Transport by Integration of ICT and ITS

Solutions: The MONALISA 2.0 project
Mr Mr Anders Brödje, Swedish Maritime Administration, Sweden.
Page 76 of 160
Abstract
Efficiency of ship operations can be further enhanced by the introduction of Sea Traffic
Management (STM). The MONALISA 2.0 project contributes with a holistic approach to the
maritime domain by developing means for the sharing of information in order to distribute,
elaborate and process common data within the whole transport chain. Through the introduction of
ICT and ITS solutions, STM is further advanced by the development of new tools enabling more
efficient planning, booking, monitoring of sea traffic, cargoes and passengers. It is crucial that
these e-solutions are developed in a common manner and experiences from the EU-project
SESAR, within the aeronautical domain, is used in order to find the safest and most cost effective
solutions. As a carrier of information, the voyage numbers will provide the ultimate keys for efficient
cross sector intermodality, in order to obtain real sharing of maritime related information. By the
implementation of this enhanced STM service it is envisaged that the environmental footprint of
sea transport will be reduced even further while still reducing costs and raising safety levels.
1. Flow Management is established by: Single ship reporting areas, Area management
(dynamic No-Go-Areas), Enhanced monitoring in critical areas, Arrival/departure
management, and Capacity management.
2. Strategic Voyage Management Effective voyage management will, in full effect, allow for
non-stop voyages at most economic speed from departure to arrival, with ports available and
ready from loading/unloading “on-time” upon arrival. Strategic Voyage Management is
enabled by: Single voyage ID, and Voyage ID assignment.
3. Dynamic Voyage Management builds on a Strategic Voyage Plan and Tactical Route
Exchange. The Strategic Voyage Plan is an iterative operation between involved parties to
be: Optimized, Supervised, Assisted, and Validated. The Tactical Route Exchange is a
Dynamic Voyage Plan in conning mode on-board and builds on; Anti-collision purpose, AIS
for transmission, Involves only parts of the voyage plan, Captain is always in command, and
COLREGS are always in force.
4. Port CDM (Collaborative Decision Making) enables four collaborative arenas facilitating
sustainable transports as a whole: Collaboration among actors operating within the port,
Collaboration between the port and actors realizing sea voyages, Collaboration between the
port and actors realizing inbound & outbound transportation (besides sea voyages), and
Collaboration between ports within each collaborative arena.
5. SWIM (System Wide Information Management) facilitates the sharing of information between
different systems supporting the STM make the right information available at the right place
and at the right time.
Questions
A question was raised regarding contracts already in existence that need to be taken into account
when optimising shipping to save money such as bunkering or chartering contracts which may not
be an incentive to ship owners and operators. The speaker said that the project had produced a
report on Charter Party aspects that highlighted possible changes such as sharing benefits of just-
in-time arrival but he acknowledged that it was a legitimate issue that needs to be further
investigated.

Chair: Mr Michael Hoppe, Federal Waterways and Shipping Administration, Germany.
Vice Chair: Mr Jorge Teles, Direcçâo de Farois, Portugal.
Page 77 of 160
16.1 Innovative use of Aids to Navigation in marking Wave & Tidal Renewable
Energy sites
Mr Peter Douglas, Northern Lighthouse Board, UK.

Abstract
The Orkney Islands, lying to the North of the United Kingdom, are exposed to the full force of the
Atlantic running into the North Sea. This produces energetic wave conditions and reported tidal
streams of up to 16 knots; the area is considered to contain huge untapped energy extraction
potential, including some 25% of Europe’s tidal energy resource.
Northern Lighthouse Board is using this opportunity to test innovative means of marking such
devices, which is a particularly demanding task in areas of high tidal flow. Risk assessment is
undertaken using a combination of AIS-derived data, Geographic Information Systems and IALA’s
IWRAP Risk Assessment software. Marking options under consideration include Virtual AIS, High-
flow buoys, shore markers, leading lines and lights-in-line. Experience gained in this environment
is fed back into IALA to improve Recommendation O-139 on the Marking of Man-made Structures.
1. The benefits of close involvement with device developers, and particularly test centres.
2. Feedback of lessons learned regarding IALA Recommendation O-139.
3. Requirement for a comprehensive Navigational Risk Assessment process.
4. Use of the ‘IALA Toolbox’ and other analysis techniques.
5. Potential for imaginative use of marking systems.
16.2 VTS a Risk Reducer ‐ A Quantitative Study of the Effect of VTS Great Belt
Author and presenter: Mr Tue Lehn‐Schiøler, Rambøll, Denmark.

Co-authors: M G Hansen, K. Melchild, T K Jensen, S Randrup-Thomsen, K A K Glibbery & F M
Rasmussen, Rambøll, Denmark. F. Ennemark, Femern A/S.
Page 78 of 160
Abstract
In the Danish waters of the Great Belt a Vessel Traffic Service (VTS) offers navigational assistance
and information about conditions important to shipping and safety at sea. In this presentation a
general method for evaluating the effect of a VTS in terms of how much VTS increases the
navigational safety was presented. The method has been developed based on incident reports
from Great Belt VTS. Results from the Great Belt VTS leads to a conservative estimate that the
VTS is able to reduce the number of collisions and groundings by between 60% and 90%.
1. Effect of VTS.
2. Formal Safety Assessments (FSA).
3. Navigational safety.
4. Quantitative analysis.
5. Offshore construction.
16.3 The Safety of the Human Element in the Maintenance of Marine Aids to
Navigation.
Cdr. James Crawford, Directorate General of the Maritime Territory and Merchant Marine, Chile.
Abstract
Marine traffic during the last four decades has quadrupled, reaching in the year 2008, 32 billion
tons-miles, with a clear decreasing tend of accidents. Nevertheless, paradoxically, sometimes men
or women who ensure the safety of others, through the maintenance of marine aids to navigation,
perform their duties in unsafe conditions and without appropriate protection from the elements.
The present document reveals the analysis performed by the Chilean Aids to Navigation Service
regarding the improvements introduced on personal safety equipment of lighthouse specialists.
1. The human element which is a most important asset within the Chilean Aids to Navigation
network.
2. Lighthouse specialists, as members of the Chilean Navy, in the field of risk prevention are
governed by the ‘Regulations for Risk Prevention and Protection of the Environment of the
Navy’.
3. Rules for risk prevention provided by the Chilean Navy, do not make a specific reference to
conditions or safety equipment and protective clothing for lighthouse specialists.
4. An analysis of the personal protection elements began by identifying the duties personnel
performed, associated hazards they are exposed to and consequences to their physical well
being.
5. The resulting new protective clothing aims at satisfying the minimum personal protection
necessary and its compatibility to the different climates in the country and the variety of tasks
performed.
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16.4 Sea Peril Management and the Role of VTS

Capt. Ugur Karabay, Directorate General of Coastal Safety, Ministry of Transport, Maritime and
Communication, Turkey.
Abstract
Although ‘Occurring Sea Peril’ may seem unpredictable (fortuitous) by definition, minimising risk
and damage with a proactive approach before a sea incident occurs is as important as managing
the sea peril crisis when the unpredictable risk occurs. In order to prevent sinking, capsizing,
collision, taking water or loss of lives and cargoes during severe weather and sea conditions, which
especially occur under difficult meteorological conditions, local VTS Centres and Authorities can
make a decision to bring a vessel into a safe harbour or into a relatively more secure waterway, if
such options are available. A decision can be taken through opening straits or channels in an
existing water way or through directing the vessel to a safe waiting area (drifting or anchorage) or,
if possible, directly to berth at a safe port with proper VTS information and advice.
The presenter intended to establish a reference document which will study the liabilities / legal
responsibilities of VTS Centres and Authorities in case of loss and damage and the matters which
should be considered by VTS for minimizing risk and damage which may occur as a result of sea
peril under any circumstance.
It is possible to minimise loss and damage by examining best practice and efficient VTS / Maritime
Domain Management even if this subject is still not clear in all written rules and principles in current
maritime law.
1. Definition of Sea Peril in Maritime Law.
2. The Elements of ‘Perils of the Sea’.
3. What is the Main Purpose of VTS?
4. Where is the Connection between VTS and ‘Perils of the Sea’?
5. When and how can VTS be effective in mitigating ‘Perils of the Sea’?
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16.5 Future VTS services in the six e‐‐Navigation areas, beyond territorial waters
Capt Jon Leon Ervik, Norwegian Coastal Administration, Norway.

Abstract
IMO has decided to implement five e-navigation solutions. The solutions seek to improve
cooperation and interaction between ships, shore, and vice versa. Several maritime service
portfolios will be developed to support ship traffic in the six defined areas, which go beyond the
limits of territorial waters. In future, Vessel Traffic Services (VTS) will play a central role in
enhanced safety and more efficient maritime traffic.
VTS is an important tool for authorities wanting to influence monitoring and maritime activities. The
governmental authorities want to ensure a minimal loss of life and to prevent damage to the
environment and property. In addition, VTS systems should play a central role in providing services
to the maritime traffic.
The development of e-navigation raises important questions on the current status of VTS.
1. Do we utilise the potential that VTS has to offer today?
2. Will e-Navigation challenge the freedom of the seas principle or support it?
3. Are there similarities or lessons to be learned from the aviation industry?
4. Do we already have the technology we need?
5. Have we already established practices that transcend territorial waters?

An SMA representative thanked Jon Leon Ervik for ‘finally seeing the light’, to which he replied that
Nordic countries never disagreed but that they might, from time to time, use different terminology.
In response to a question from the Vice Chairman, Peter Douglas acknowledged that many of the
devices that he had described in his presentation have the potential to produce a scouring effect.
In response to a question about whether this topic had been studied, Peter Douglas said that it
hadn’t but recognised that it was a potential difficulty that did need to be researched. However, to
date, there was no real operational experience that has allowed operational issues to be identified.
The Chairman asked if there was any standardisation of the incident report form described by Tue
Lehn Schiøler. The response was that the form was based on experience e at Belt VTS and that it
was not known how other VTMS Centres recorded such information. However, it was agreed that
standardisation would be beneficial.
Page 81 of 160
17 Technical Session 4.1 – Management (1)

Chair: Capt. Phil Day, Northern Lighthouse Board, UK.
Vice Chair Mr Juan Francisco Rebollo, Puertos del Estado, Spain.
17.1 The co-operative inland waterways safety programme in South Africa

Mr James Collocott, South African Maritime Safety Authority, South Africa.

Abstract
This presentation described the safety programme model for inland waterways that is being
developed, implemented and tested on five (5) pilot dams in South Africa. Once the model has
reached a certain maturity level, it will be progressively phased in on all the inland waterways in
South Africa.
The Cooperative Inland Waterways Safety Programme (CIWSP) project is a partnership between
multiple government entities and between the government and the community. The aim is to
enhance the development of a best practice model to ensure a safe and structured inland maritime
environment and culture, whilst protecting the country’s precious water resources.
1. Pilot Project, building a model, which is being developed and tested at five dams. Once the
model has reached a certain maturity level, it will be progressively phased in on all the inland
waterways in South Africa.
2. Aim to address inland waterways safety, incident and environmental management.
3. Partnership between multiple government entities and between the government and the
community.
4. One element of the programme is the implementation of standardised marine Aids to
Navigation and demarcation markers on inland waterways.
5. The Programme will also be used as a platform to implement, test, or develop new
innovations, some of which would benefit local communities.
Page 82 of 160
17.2 Route Topology Modelling as a potential means to reconcile Marine Spatial

Planning with Demands of Sea Traffic – the North Sea Region example
Mr Jan‐Hendrik Oltmann, Federal Waterways and Shipping Administration, Germany.

Abstract
With the advent of, in particular, many offshore renewable energy installations in coastal states’
national waters and in coastal states’ Exclusive Economical Zones (EEZ), there has emerged a
need for Marine Spatial Planning (MSP). At best, MSP will assist in the negotiation of interests of
different stakeholders, both ashore and on-board. As a result, sea areas formerly considered
‘open sea’ for shipping may not be that ‘open’ in the future; rather MSP will likely render the
available sea space to just a grid of ‘lanes’, as soon as the plans materialize. Such a situation can
clearly be foreseen in the North Sea Region (NSR), which is one of the most crowded shipping
areas globally. While there is a positive attitude towards offshore sea area usage for renewable
energy installations, the needs of shipping must to be taken into account in the remaining sea
areas, in regard to both an individual vessel’s safe navigation as well as safe and efficient traffic
flow.
A fundamental and therefore powerful tool to that end may be Route Topology Modelling (RTM).
RTM builds on the fact that most traffic flows through clearly recognizable routes and not only
when the available waterways and fairways are constrained by limitations, such as those
introduced by MSP. By RTM, the routes where vessel traffic may take place are abstracted into a
description model, which is composed of discrete legs, junctions, and nodes (e.g. ports), to each of
which a set of appropriate attributes representing relevant static and dynamic features is attached.
Thus, as a first step, a generic RTM is created. According to a specific rule base, the RTM of any
given sea area can be constructed for a given point in time. The RTM derived for a specific sea
area may then be used for a variety of applications, both shipboard and shore-based. Since the
RTM is an application to the maritime domain of mathematical graph theory, the associated
findings and tools for optimization, as developed by mathematics, may also be employed in the
maritime domain.
The presentation introduced the features of RTM, both generically as well as by a live example,
namely the emerging RTM in the North Sea Region in Northern Europe.
1. Route Topology Model / Modelling (RTM).
2. Marine Spatial Planning (MSP).
3. Maritime Service Portfolios (MSPs).
4. Shipping lanes.
5. Graph Theory.
Page 83 of 160
17.3 Introduction of an Operation & Maintenance (O&M) Framework for the

Coastal Wide Aids to Navigation Network at the German Coast and
Integrated Management System for Maintenance Process
Author and presenter: Mr Sascha Heesch, Federal Waterways and Shipping Administration,
Germany.
Co-author: Mr Thomas Kuckling, Federal Waterways and Shipping Administration, Germany.
Abstract
The implementation of a new coast-wide service oriented system architecture along the German
coast introduced not only state-of-the-art technology but also led to coast-wide standardisation.
This system comprises three data processing centres as nodes, many remote shore stations for
various Aids to Navigation (AtoN) technologies, such as radar and AIS, and supports nine VTS
centres; it replaced nine proprietary VTS systems. As a consequence, the structure and the
operations of the technical operation and maintenance also needed to be adapted. The concept of
many different, discrete services co-ordinated by the overarching service oriented system
architecture is instrumental for governance of the system at large and supports both an effective
and efficient run-time system management. Each of the different services has certain stand-alone
capabilities and is, by default, separated from other services both in terms of data processing and
physically. Each service also has its own service management by means of which the intricacies
of each service’s technology are encapsulated. The introduction of the new coastal-wide service
oriented system architecture required the technicians, who were formerly working independently, to
co-operate closely, although they still belong to different bodies of the administration and are still
operating from several locations on the German coast. This challenge was tackled by subdividing
the different maintenance tasks into two groups, namely those that can only be done at one central
point and those that need to be done at more than one location. This assignment resulted in
synergies regarding the governance of the whole of the system from one site without grossly
increasing workload at the decentralized sites. There were also synergies regarding the
deployment of personnel due to the introduction of standardisation throughout. The consequential
new work processes were introduced in and by a so-called Operation & Maintenance Framework,
which essentially is a rulebook and which is binding for the different bodies of the administration
involved. Thus, a harmonisation of the technical operation and maintenance for the coastal-wide
system was achieved, which in turn may lead to further synergies in terms of, for instance,
improved service quality. The presentation indicated the O&M framework, the challenges
encountered and reported on experience gained.
1. Coastal-wide distributed modular VTS-System.
2. Manage coastal-wide distributed technical personnel.
3. Reduce MTTR (mean time to repair).
4. One modular management tool for all members of technical operations.
5. Create clear communication paths for customers and technicians.
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17.4 Lessons on Disaster Preparedness of Aids to Navigation learned from the

Great East Japan Earthquake
Author: Cdr Kazuyuki Tanaka, Maritime Traffic Department, Japan Coast Guard, Japan.
Co-author and presenter: Cdr Hideki Noguchi, Maritime Traffic Department, Japan Coast Guard,
Japan.
Abstract
The Great East Japan Earthquake on 11th March 2011 caused huge tsunamis as well as
earthquakes. 158 AtoN suffered damage including, for instance, the collapse of lighthouses, the
shift of lighted buoys and the black out of AtoN. The Japan Coast Guard (JCG) has been
recovering the damaged AtoN using a three-step method and 72% of them had been completely
recovered by November 2013.
In the area which recorded JMA Seismic Intensity 6 upper or more, only 5 of 72 lighthouses which
satisfied the earthquake-proof standards were slightly damaged, whilst 15% of the AtoN using
stand alone power systems blacked out.
The JCG has learned many lessons from past disasters. Best use is made of past experience to
install more disaster resilient AtoN systems, which ensure the safety of navigation even when a
disaster occurs.
1. The Great East Japan Earthquake.
2. Damaged AtoN caused by huge tsunamis.
3. Disaster resilient AtoN systems.
17.5 The Aids to Navigation (AtoN) Service in Spain

Mr Javier Martin Santo Domingo, Puertos del Estado, Spain.
Page 85 of 160
Abstract
The presentation showed the Spanish model of service management in marine aids to navigation
(AtoN), based on public regulation and inspection, with centralized regulation and a distributed
inspection; the service providers can be public or private entities, according to the scenarios.
The maritime AtoN service has been developed in Spain based on three scenarios: Coastal
Network, Port Signalling and Other Facilities Signalling. Thus, the service provider in the field of
Coastal Network is the Central Government (Puertos del Estado) through the Port Authorities. For
a signalling port, the authorities responsible for these facilities are: Port Authorities in its ports, and
Regional Governments (Autonomous Communities) or individuals in the port facilities with
concession. Other facilities’ signalling are managed by the authorities responsible for these
facilities, such as aquaculture, pipes, shore protection installations and wind farms.
Puertos del Estado co-ordinate 28 Port Authorities that provide this service, assuming their
management, inspection and maintenance, in the geographical area assigned.
One of the functions of Puertos del Estado is the definition of all beacons, from which follows a
procedure that includes an open stakeholders’ consultation and the comments of a Consultative
Inter-ministerial Committee, in which there are representatives of all agencies with competences in
the safety of navigation.
The Coastal Network (coastal lighthouses and beacons, DGPS, etc.) annual cost is approximately
EUR 10 million. There is a state tax called ‘rate of marine aids to navigation’, which is collected by
each Port Authority.
There are 187 lighthouses and main lights (49 manned), 2059 beacons and 1228 floating aids;
there are also 27 racons, 18 DGPS transmission stations, 15 AIS-SBS and 15 AIS AtoN.
1. Spanish Framework.
2. Provision of the AtoN Service in Spain.
3. AtoN Inspection.
4. ‘Faros de España’ (Spanish Lighthouses).
5. Function of Puertos del Estado´s AtoN Area.

James Collocott was asked how the CIWSP waterways safety program is funded? He replied that
it is an intergovernmental program, with all relevant departments participating and funding the
project. Thus there is no funding for the program itself, funding comes from the areas that have a
mandate to execute CIWSP.
James Collocott was then asked what methodologies are used to engage local communities and
how to determine the volunteers. It was replied that there has been extensive engagement with
local community, when it was found that people love their dams, just as much as love their
lighthouses, and are very involved in the operations of the dams. There has also been an
extensive programme to communicate, with various sessions featuring concepts to be tested and
tried. Feedback has been received from the users, who were initially apprehensive, they were
doing what they wanted to do but there was no control. As a result of the communications
programme and its sessions, the realization grew that with lack of control the end result would be
that the waterway would be closed. A process, slowly but surely is gaining momentum and it has
been found that social networks assist in getting the message across.
It was remarked to Jan-Hendrik Oltmann that a concern in the lead up to and throughout the week
is that when considering traffic routing / motorways of the sea what is to be done about those
vessels that don’t fall under the cover of SOLAS / mandatory carriage of ECDIS; it has been
calculated that 74% of the UK fleet falls into this category. How are these other vessels to be
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captured in the e-Navigation framework? Jan-Hendrik Oltmann responded that the scope of the
question goes beyond the scope of his presentation. However, he indicated that e-Navigation
solutions are to be scalable in the maritime domain. At present with no mandatory carriage
requirement there may be voluntary applications to start with that would include the other vessels
referred to, including leisure craft. He foresaw a discussion on how to engage with these vessels
in the future.
Javier Martin Santo Domingo was asked that with members of Puertos del Estado attending the
level 1 AtoN management course, could he say what proportion of the €9.5M budget will be
dedicated to the training of AtoN managers. The question was responded to by Juan-Francisco
Rebollo, who said that Puertos del Estado is very involved in all aspects of training, including that
of all personnel dedicated to lighthouses and AtoN. From time to time there is a need to bring in
new technicians who come into the organisation from other fields of technology than lighthouses
and should be well trained in the future. For Puertos del Estado it is very important to be dedicated
to the training of these people, who are the future for the national AtoN system. It is difficult to
quantify how much of the budget is for the training, because not only do funds come from Puertos
del Estado but the port authorities also work hard to train their own technicians. However, it is
clear that Puertos del Estado is very involved in the training and plans to develop the programme
for developing training according with the IALA WWA guidance.
Sascha Heesch was asked, after introducing information management and exchange system
between VTS centres, what type of redundant / back-up systems do you have? The response was
that there are three data centres (DC) that store the data for the VTS and status of AtoN. These
DCs are regionally distributed and replicate data between each. If one of the DC is breaks down
then a VTS centre can connect to another one.
Noting the comments on the restoration of AtoN after the Great East Japan Earthquake, the
Chairman asked Cdr. Hideki Noguchi was it necessary to conduct hydrographic surveys to
establish whether there had been any changes to the seabed, perhaps sufficient to preclude AtoN
restoration? Cdr Noguchi said that such surveys had been necessary but that he had limited his,
presentation to focus on AtoN. He further commented that recovery is a national work, involving
not only hydrographic surveys but also co-ordination with affected ports. Before deploying
emergency buoys it was necessary to verify that the channel was open or if there was any debris.
Thus a hydrographic survey was carried out before buoys were replaced or sited.

Chair: Mr Roger Barker, Trinity House Lighthouse Service, UK.
Vice Chair Mr Kaisu Heikonen, Finnish Transport Agency, Finland.
18.1 Maintenance of Aids to Navigation based on Knowledge, Innovation and

Integration of IALA Guidelines and Recommendations
Mr Nick Goethals, Shipping Assistance Division, Belgium.
Page 87 of 160
Abstract
The Shipping Assistance division of the Flemish Government is responsible for the management
and maintenance of the fixed AtoN in the ports of Nieuwpoort, Oostende and Blankenberge.
Nieuwpoort is the biggest marina of Northern Europe and has more than 2.000 berths. The existing
system of AtoN consisted of a variety of systems, often installed in earlier years by various
organizations and end-users, which resulted in a complex inventory of equipment and rising
maintenance costs with little benefit for the yachtsmen and shipping industry. Where the previous
maintenance was carried out based on a basic preventive maintenance schedule and an on-
demand corrective maintenance, there was a strong need for a more structural approach to meet
the current IALA guidelines and recommendations. This approach should also give more attention
to the need for innovation, integration of cost efficiency in design, development of a long-term
vision and the interaction with the end-user.
1. AtoN.
2. Control and monitoring.
3. Maintenance.
4. Knowledge.
5. Innovation.
Questions
There was a question whether all stakeholders had been consulted and what the considerations
would be to achieve harmonisation. The presenter advised that they had conducted a market
survey to see what products were available and which ones would be best suited to achieve
standardisation across their three ports.
In response to a question about the non-inclusion of the Port of Antwerp, the presenter replied that
they were only responsible for three Flemish ports. The Port of Antwerp was responsible for its
own aids to navigation. However, his own view was that a single authority should be responsible.
A question was raised about the ease of access to IALA guidance documents from their website.
The presenter replied that the site was well structured and that they were able to download what
they wanted easily.
Germany asked if they had done more work on remote control and monitoring of their new Aids to
Navigation. The presenter replied they were still in the investigative phase and were keen to learn
from industry. Germany’s offer to share information on this issue was gratefully accepted.
18.2 Risk Management in Waterways affected by Hurricanes

Mr Julio Fidel Sierra Almaguer, Hydrographic and Geodetic Service, Republic of Cuba
Page 88 of 160
Abstract
To minimize the destructive effects of hurricanes on Aids to Navigation, the Hydrographic and
Geodetic Service of Cuba has changed its approach to risk management. One of the most
effective risk management options has been the lighting system deactivation and the removal of
other accessories for its preservation and the subsequent activation of systems after the storm.
This task is executed in a short period of time simultaneously in those waterways likely to be
affected. Once the hurricane has left the area the damage is assessed and the aids to navigation
reactivated in accordance with the priority required by the risk level of the affected waterways.
Throughout the process the maritime community is properly informed in compliance with
Regulation 13, Chapter V of SOLAS.
1. The Aids to Navigation in the Republic of Cuba.
2. Hurricanes.
3. Risk Control.
4. Hurricane season 2008 for Cuba.
5. Lessons learned.
Questions
A question was asked whether meteorological advice had improved and if it could assist in
preparing for the onset of stormy weather. The presenter replied that they had information on the
trajectory of approaching hurricanes from several models; however, this information is used
together with the company’s own modelling to predict the path of a hurricane.
Following on from this a question was asked if local mariners ventured out to sea quickly after a
hurricane had passed (i.e. before all aids had been redeployed). The presenter replied that their
Coast Guard advised the authority if mariners were doing so and that there were no problems in
this regard
18.3 Development, Maintenance and provision of Services for Aids to Navigation

– Who pays them?
Mr Alvaro Rodriguez Dapena, Puertos del Estado, Spain.

Abstract
Aids to Navigation (AtoN) are currently financed through a great variety of sources and funds,
public and private, all over the world. Economic and legal framework is crucial to determine
financial conditions for supporting AtoN in each country. In some countries, like United Kingdom,
Ireland and Spain, economic conditions for developing and/or maintaining AtoN elements are
established in association with a self-funding scheme, based on specific tariffs, taxes, dues or
levies applied to the users (following an user-pays system). In other countries there is a relevant
economic support coming from the general fiscal system. The aim of this work is to compare
Page 89 of 160
different systems for financing AtoN elements (facilities and services), and the way in which to
apply them, in order to learn lessons coming from the experience and to also identify trends for the
future.
1. Finance.
2. Promotion.
3. Governance.
4. Development and maintenance.
5. Service provision.
Questions
The Dean of the WWA remarked that in the WWA’s experience, the financing of Aids to Navigation
services was a problem for many countries. The Spanish model was a pragmatic approach. The
advent of e-Navigation and the change in the mix of Aids to Navigation would require new funding
models.
The Spanish presenter added that in Spain, Aids to Navigation were financed by user fees, while
the coastal VTS was funded by the government. However initial steps were being taken to merge
the two systems. Roger Barker added that this was not an easy question and that ‘who pays’ was
always important.
18.4 Quantitative Risk Assessment and the Complimentary use of IWRAP

Capt. Roger Barker, Trinity House Lighthouse Service, UK.

Abstract
Risk Assessment to ensure that the most appropriate mitigation measures are in place to ensure
any new and existing dangers to the Mariner are provided for, is essential.
Use of the IWRAP tool to assess the probability of collision and grounding can incorporate the
automatic download of vessel traffic information from the AIS network. This information is used to
produce a density plot onto which specific leg information is defined and then analysed.
This, initial assessment of existing vessel traffic patterns can then be compared with a change in
patterns after a specific risk mitigation/control measure has been considered to assess before and
after results.
Control measure may incorporate all, or a combination of many options including changed or
improved Aids to Navigation, Vessel Traffic Services, Pilotage assistance or improved electronic
Aids on board the vessel.
The decision on the most appropriate control measure can then be informed by quantitative data
supporting expertise provided by a qualitative risk assessment approach.
Page 90 of 160
Although decisions regarding appropriate control measures must not be driven by cost alone, with
Safety of the Mariner and Protection of the Environment being paramount, the truth is that there
are ever increasing financial constraints placed on authorities. IWRAP provides additional evidence
underpinning decisions on Aid to Navigation requirements.
1. The IALA Risk Assessment toolbox.
2. The IWRAP model and density plot.
3. Practical application of the quantitative risk assessment.
4. Developing a model for a specific location.
5. Other considerations in practical Risk assessment.

Chair: Mr Seung‐gi Gug, Korea Maritime University, Republic of Korea.
Vice Chair Ms Monica Sundklev, Swedish Transport Agency, Sweden.
19.1 Atlantic Coast Port Access Route Study and Coastal and Marine Spatial
Planning
Mr George H. Detweiler Jr., United States Coast Guard, USA.

Abstract
One mission of the U.S. Coast Guard is to preserve navigational safety, even as new ocean uses
emerge along the coastal regions of our waters, such as offshore renewable energy installations.
The U.S. Coast Guard is conducting an Atlantic Coast Port Access Route Study (PARS) to study
the navigational uses off the Atlantic Coast in support of the rapidly developing renewable energy
industry, especially wind farms and to provide data to support future Coastal and Marine Spatial
Planning efforts. The entire Atlantic Coast from Maine to Florida, including those waters located
seaward of the existing port approach systems within the Exclusive Economic Zone, is being
studied. The presentation gave an overview of the PARS process and then focussed on the
Atlantic PARS. It then turned to GIS modelling and analysis and identified the various impacts that
require a thorough understanding of the interrelationships of shipping and other commercial uses,
recreational uses and port operations. The presentation concluded with a summary of the current
process..
1. Navigation safety must be preserved with the proliferation of wind farms.
2. The placement of wind farms will increase the risk of collisions and may increase the risk of
collisions and groundings.
3. Data Gathering on existing and future waterway usage is an important initial first step.
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4. Public outreach with the maritime community is essential.

5. A proper Modelling and Analysis tool is necessary to ensure all known risks are identified
and to evaluate potential mitigations.
19.2 Light Measurement of Tower of Hercules Lighthouse

Author: Mr Malcolm Nicholson, General Lighthouse Authorities, UK & Ireland.

Presenter: Mr Link Powell, General Lighthouse Authorities, UK & Ireland.
Abstract
The Research and Radionavigation Directorate of the General Lighthouse Authorities of the UK
and Ireland (R&RNAV) has, for many years, carried out ‘in-situ’ light measurements of lighthouses
in order to ascertain the light intensity performance upon re-engineering or a change in
navigational requirement. A ‘live’ demonstration of the techniques used by R&RNAV was given on
the Thursday evening during the conference with the present and potential replacement light
sources measured at the Tower of Hercules Lighthouse. Following the measurement, during the
conference, the results were presented along with a description of the techniques used and the
common problems associated with conducting measurements of this nature.
1. Quality assurance.
2. Light measurement techniques.
3. In-Situ light measurements.
4. LED light sources.
Questions
Thanks were conveyed from the floor to GLA R&RNAV for providing an interesting and educative
demonstration of measurement in the field at the Tower of Hercules, at both the Tower and the
measurement site.
Link Powell was asked what the lifetime of the LED light source was, with some supplementary
questions following. The response showed that the lifetime of the LED light source is assessed at
5000 hours or approximately 5 years, although LED have not been in use for sufficiently long for
this to be confirmed. It was noted that this could be affected by how the light source is used.
However, the estimate is considered realistic.
It was also stated that there is no need for a secondary light source, given how flexibly the LED
source can be configured. The light source comprises six individual LEDs that can be driven
individually and if driven individually one could lose one of the LEDs in the cluster and would only
experience a minor reduction in range. However, it is really up to the Authority’s policy and what
level of backup is required. In addition to the 45 watts source used for the demonstration there are
also 75 watt and 100 watts sources available but these do not need to be driven at the maximum
level.
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19.3 Outsourcing of AtoN Maintenance Services – Innovation in Tendering,

Contracting and Managing these services in Australia
Author and presenter: Mr Gerry Brine, Australian Maritime Safety Authority, Australia.
Co-author: Mr David Jeffkins, Australian Maritime Safety Authority, Australia.
Abstract
The Australian Maritime Safety Authority (AMSA) has outsourced its AtoN maintenance service
since 2001. AMSA has since tendered this service on two occasions. With each tender, AMSA has
sought to enhance the cost effectiveness of its AtoN network. The presentation highlighted the key
lessons from these tender processes.
The presentation also examined how AMSA has evolved its contract management model and
processes to achieve an optimal balance between allowing the contractor the flexibility necessary
for them to be made fully accountable for the maintenance task, while fostering an in-house
technical capability necessary to enable robust scrutiny of the contractor's performance and
therefore to maximise the economic life of AMSA's AtoN assets. A comparison of AMSA’s AtoN
maintenance outsourcing model with a different model adopted by the Western Australian
Department of Transport was also shown..
1. The provision of Aids to Navigation (AtoN) maintenance is generally outsourced by aids to
navigation authorities within Australia.
2. AtoN authorities outsourcing their maintenance service need to retain a core technical
capability for effective contract and asset management.
3. A clearly defined but flexible performance management regime including contractor
incentives are an essential tool for effective contract management.
4. An on-going risk for AtoN authorities when outsourcing is the potential for a reduction in the
number and/or skills base of contractor resources.
5. There is a narrow market for AtoN maintenance services. Outsourcing these services carries
a high risk of an incumbent contractor gaining a significant competitive advantage over time.
Tendering strategies can help to counter this impact and ensure competitive pricing.
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19.4 e‐‐Navigation Starts with e‐‐Voyage Planning

Mr Geir L. Olsen, Jeppesen, Norway

Abstract
The world of navigation is getting more and more complex and the need for intelligent solutions to
handle the workflow processes both on-board, for ship-ship and shore-ship collaboration, are in
high demand. This includes all tasks, from the information collection in the voyage planning and
optimization process, to reporting regimes and berth-to-berth safe navigation based on up to date
and real time situation awareness.
It was emphasised that the need not only to provide more data to mariners, who are making
navigational and other operational decisions, but also to enhance co-operation or ‘co-navigation’
happening between other ships and shore side support, from VTS and SAR to dedicated routing
service, are presented as Intelligent Integrated Information. One of the main hazard to (e)-
Navigation is the availability of good data that is presented and compiled in an ‘unintelligent’ way.
The same goes for the workflow of the operators. The process from Planning, Optimising and
Reporting, to berth to berth navigation is only as good as the weakest link of all the marine
operators; be it the VTS or SAR operator, pilot, master or lookout. Without integrated tools to
handle this workflow, the risk of misunderstanding, fatigue and human error is very apparent.
The presentation highlighted three central challenges in the voyage towards e-Navigation:
• more optimized and safer navigation based upon closer ship-ship and ship-shore
collaboration;
• a concept for voyage planning, optimization, collaboration and reporting processes;
• the impact of e-Navigation on Polar Navigation.
The presentation indicated the current status from different test beds, as well as IMO and industry
alignment, to ensure that the harmonization and enhancement set forward in the e-Navigation
visions are being realised. Mr Geir Olsen author stressed the need for good solutions that take
into account intelligent information exchange between all marine stakeholders, from the on-board
navigators, shore side VTS and SAR operators and the ship operators.
1. Voyage Planning and exchange.
2. VTS – Ship collaboration.
3. e-Navigation and test beds.
4. S100 sea trials.
5. Polar Navigation.
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19.5 Real‐‐time risk assessment for aids to navigation using fuzzy‐‐FSA

Author: Ms Tingting Chen, Shanghai Maritime University, China.

Co-authors: Prof Chen Jinbiao, Shanghai Maritime University, China, Dr Guojun Peng, Marine
Navigation & Pilot Technology Research Centre of Jimei University, China.
Presenter: Ke Ranxuan, Jimei University, China.
Abstract
In order to appreciate the risk level to the Aids to Navigation (AtoN) in a navigation channel and to
provide some decision-making suggestions for the AtoN Maintenance and Management
Department, a risk assessment index system of the AtoN was built, taking into consideration the
advanced experience of IALA. The quantitative standard of each factor was presented and the
weight of each factor determined by means of combining experts’ consultation with an analytic
hierarchy process (AHP) method. Under the Formal Safety Assessment (FSA) framework, taking
advantage of the fuzzy comprehensive evaluation method, the fuzzy-FSA model of risk
assessment for aids to navigation was established. The data needed for the model was classified
into three types, which are basic facts, real-time and external. The data source of each type of
data was determined. The model was implemented for the assessment of AtoN in the Shanghai
area. The real-time data were extracted from the existing information system of AtoN in the
chosen channel and their real-time risk assessment was performed on a platform of a three-
dimensional simulation system of AtoN, with the risk assessment software. Specifically, taking the
deep-water channel of the Yangtze River estuary as an example to illustrate the general
assessment procedure, related risk assessment results and risk control suggestions were given.
The method proposed presents practical significance and application prospect on the maintenance
and management of the AtoN.
1. Introduction.
2. Index system for AtoN risk assessment.
3. Fuzzy-FSA model.
4. Real-time risk assessment for aids to navigation using fuzzy-FSA on the platform of Aids to
Navigation Three-dimensional Simulation System.
5. Example of real-time risk assessment for aids to navigation in Yangtze estuary deep-water
channel.
Questions
The Chairman advised that questions could not be answered by the presenter but that any
questions could be addressed to the author, Ms Chen Tingting via luckytting@163.com
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19.6 Risk assessment of new danger wreck marking

Mr Yongqiang Lu. Donghai Navigation Safety Administration, China.

Abstract
A new dangerous wreck, which often has critical characteristics, poses a great threat to ships.
IMO approved IALA Recommendation O-133 in November, 2006, which introduces a new
emergency wreck marking buoy (EWMB). The latest revised IALA Maritime Buoyage System
(MBS) includes the EWMB and stipulates that marking a new danger using appropriate marks such
as Lateral, Cardinal, Isolated Danger marks or use of the EWMB. The presentation introduced the
actual situation on new dangerous wreck marking worldwide since 2006, including the use of
virtual AIS AtoN. It indicated the use of risk assessment for marking new dangerous wrecks
including typical cases. Finally, in order to ensure safety of navigation and the prevention of
pollution of sea, the presentation suggested how to better mark new dangerous wrecks in future.
1. IMO and IALA’s regulations on New Dangerous Wreck Marking.
2. Application of EWMB around the world.
3. Analyses of typical cases.
4. Risk Assessment and Risk Management on the new dangerous wreck marking.
5. Summary and Recommendations.
Questions
It was reported that Trinity House has been very successful when using the EWMB. However,
there is a concern about the integrity of the position of the wreck when use of a Virtual AtoN
(VAtoN) is being considered, as the position of the wreck may need to be surveyed before a VAtoN
can be transmitted. Mr Yongqiang Lu agreed with the concern, saying that the precise position of
a wreck is normally established but that, if necessary a VAtoN would be deployed and the wreck
position surveyed.
It was observed from the floor that redundancy of transmission of VAtoN is also an important
consideration when using VAtoN..
20 Technical Session 4.4 – Best Practice

Chair: Mr Eric Vassor, CEREMA, France.
In order to increase the participation of technicians in the IALA 2014 Conference, a best practice
initiative was included as a way of sharing with the IALA family, organisations’ experiences that
solve a specific technical problem and in some cases can save significant resources (economic,
human, time, service). While the intention is to publish all submitted experiences as a Knowledge
Database, 10 selected experiences were presented in this session of the Conference.
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20.1 Improving daytime conspicuity of buoys in Santander Port.

Author: Mr. Luis ALVAREZ Alvarez, Santander Port Authority, Spain.
Co-author and presenter: Mr. Carlos Calvo Gomez: Santander Port Authority, Spain
Objective: Improve daymark conspicuity.
Problem to be solved: The day mark conspicuity of some buoys was inadequate because their
central body was narrow.
Action taken: Standard polyethylene plates 2x1 metres square and 10 mm thick, available in local
shops, were cut to fit buoy. The green colour RAL factor was 3020, while the red colour RAL factor
was 6024. The prototype was tested in the workshop, but production plates were outsourced. The
plates were attached to the central body of the buoy using small rectangular steel plates, placing
them on four sides.
Results: The result was a marked increase and improved daytime conspicuity of those maritime
signals modified, as a consequence of having increased the size of the day mark and given it a
triangle shape.
Equipment or services involved technicians in the Aids to Navigation mechanical workshop were
involved.
Knowledge acquired: The solution showed that some times it is convenient to use small low-
cost interventions in order to improve the performance of our maritime signals
Resource implications: The solution was really low cost due to the use of standard, readily
available steel plating.
20.2 Inter VTS Exchange Format (IVEF) implementation in a National

Maritime Safety System
Author: and presenter Mr. Artur Baranowski, Sprint S.A., Poland.

Co-authors: Michal Burka, Sprint S.A., Mr Jan Mlotkowski, Maritime Office, Gdynia, Poland.
Objective: Interconnection between VTS's in Poland (Gulf of Gdansk VTS, Szczecin-
Swinoujscie VTMS, Stupska Bank VTS) and MarSSIES as a National Maritime Safety System
master application.
Problem to be solved: Interfacing various manufacturer maritime related application;
interoperability between existing master application and new systems.
Equipment or services involved: VTS, VTMS, MarSSIES (Maritime Safety and Security
Information Exchange System.
Action taken: Design and test implementation of the IVEF 0.8.3 to establish communication
between MarSSIES (Sprint S.A.) and VTS (Indra Sistemas S.A.)
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Results: Positive test results, proper interconnection established between VTS and MarSSIES.
Knowledge acquired: Practice in IVEF implementation and IVEF SDK (Software Development
Kit) use
20.3 Use of LED light sources in old lenses

Author: Mr. Yves-Marie Blanchard, CEREMA, France.

Presenter: Mr Michel Cousquer, CEREMA, France.
Objective: Replace filament lamps used in traditional Fresnel lenses by LED lightsources.
Problem to be solved: Develop, industrialise and deploy an innovative product that meets
an identified need.
Equipment or services involved: Light sources / traditional glass lenses, preservation and
economy.
Action taken: The procedure employed the following steps:
• write the need, feasibility, economy of the project;
• write specifications;
• conception/prototypes;
• qualification, measurements;
• estimations of performances in various optical apparatus;
• planning of deployment;
• industrialisation;
• deployment.
Results: Definition of a range of 3 LED light sources, with initial deployment of 2 completed
and the final deployment planned for 2014.
Knowledge acquired: Development in the use of LED light sources.
Questions
It was asked if there is a requirement for overvoltage and lighting protection. Speaker responded
that it was a requirement for the supplier of the LEDs to cater for overvoltage situation.
It was asked whether his organisation had any experience in the degradation of intensity of LEDs
over time. The trial started 4 years ago and is still running 24/7 in the laboratory and the speaker
was quite confident that 10 year life will be reached. The problem may be more the driver of the
LED rather than the light source itself.
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20.4 Handbook for nautical studies

Author and presenter: Mr. Ernst Bolt, The Netherlands Ministry of Infrastructure and the
Environment, Netherlands.
Objective: To develop a standardized model or methodology to assess the effects on ship traffic
safety and efficiency of policy measure s and infrastructure changes
Problem to be solved: For Waterway authorities to decide whether an intended change to
infrastructure or vessel traffic is acceptable and what mitigating measures should be in stalled.
Also to create a standardised 'state of practice' with respect to the assessment of infrastructure
investments that makes the decision making process more transparent and legally robust.
Equipment or services involved: Typically, a consulting firm will undertake the research. A
number of checklists and a functional description of available assessment tools support
the process.
Action taken: A top-down approach is used to make clear what questions have to be
answered and what type of answers would suffice. Descending from the highest level,
details added in several loops involving communication with the problem owner.
Results: The problem solving process is standardized and transparent. Importantly, it may
be avoided that a laborious assessment tool is applied which, although available, will not be
able to produce the type of answers that is needed. The handbook will be regularly updated,
gathering experience from each application of the Handbook.
The Handbook provides guidance for approaching questions on the design and use of
nautical infrastructure. The check lists help to assure that nothing will be overlooked, and
the description of tools helps in appropriate application of those tools.
Knowledge acquired: Avoiding research which would lead to a useless answer may yield major
savings. Moreover, the Handbook assists in a clear and efficient breakdown of the questions to
be answered; the selection of capable tools and possibly adjusting expected answers. By
providing a transparent decision making process, political procedures become more efficient.
Differences in insight are avoided by using the Handbook agreed upon by the main
stakeholders.
20.5 How to prevent Vessel Traffic Services (VTS) operators' bad habits
Author and presenter: Mr Carlos Fernández Salinas, Spanish National Agency for Maritime
Safety and Rescue, Spain.
Objective: As applicable, all operators are trained in accordance with IALA Recommendation V-
103.
Problem to be solved: To show the need of applying the required criteria established in IALA
recommendation V-103. The daily routine carried out by a VTS operator can led him/her to
acquire certain bad habits that may affect the service efficiency.
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Equipment or services involved: Vessel Traffic Services, Radar/AIS observation and VHF
Communication.
Action taken: By means of different designed exercises on the VTS simulator the future
operators realize the need of preventing a number of bad habits that directly might influence
on the service. All the exercises are based on real cases.
Results: Those future VTS operators who attend the course pay more attention to different
aspects such as: VHF communication exchanges with vessels within the VTS area, proper use
of message markers, early detection of troublesome situations and the role of VTS operator in
collision avoidance.
Thanks to the proper training of the VTS operators in terms of their professional skills, the
number of possible accidents and hence use of resources is likely to be reduced.
Knowledge acquired: he need of developing VTS operators’ professional skills by means of
simulation exercises and discussion of real cases.
Questions
Bad habits can lead to grounding or collision. Experience of bad habits of VTS operators leads to
near miss dangerous situations which can result in accidents. Is it possible for investigators to find
the VTS operator guilty under Spanish legislation? The speaker affirmed saying that everything is
recorded in the VTS Centre so tracking is possible. It would therefore not be difficult investigate
and individuals could be subject to legal sanction.
A question was then asked about pilots using PPUs. The speaker said that approaching speed is
also very important. In the discussion it was acknowledged that PPUs are very valid and useful in
close conditions. One of the unique features of the dynamic UKC management system is that it is
also being monitored by the VTS centre providing the pilot with a backup. The chart overlays allow
the pilot to see quickly where any errors are in his passage plan e.g. if he is falling behind or the
tide is changing differently to the predicted state, the shore station can provide information to allow
the pilot to update his passage plan. PPUs are not a replacement for core navigation by pilots.
A contribution from the floor agreeing with the presenter regarding bad habits of VTS operators
suggested mariners are also guilty of this. Many mariners contribute to operator errors with
statements such as “passing red to red” or “green to green” instead of “port to port”.
20.6 AtoN remote monitoring and AtoN remote control with AIS messages with a
dedicated low cost coastal Station
Author: Pierre-Yves Martin, CEREMA, France.

Presenters: Mr Michel Cousquer, CEREMA & Mr Patrick Moelo, CEREMA, France.
Experience objective: Have a low cost device which performs the routing and the centralisation of
AIS messages of a remote control and monitoring system.
Problem to be solved: Fill the radio coverage gaps of a AIS Base Station Network used to collect
the messages transmitted by a remote and control monitoring system based on AIS.
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Equipment or services involved: Aids to Navigation, AIS AtoN Station (transponders), and
Supervisory Control and Data Acquisition (SCADA).
Action taken: The procedure employed the following steps:
• design and specify the device in compliance with recommendations of ITU, OMI,
IALA, IEC;
• call for tender to prototype the device;
• trials for the validation of the concept and acceptance of the device.
Results: Improvement of the firmware of the AIS AtoN remote monitoring station to allow it to work
as a Shore Station.
Reception of message 21 and message 6 dedicated for AtoN Monitoring (DAC=235, FI=10), and
routing to the SCADA
Transmission of messages 6 dedicated for remote control of AtoN.
Knowledge acquired: AIS Standard communication.
Questions
It was stated that the project is to replace a 20 year old system. The system specification requires
access via web browser. Software is a Java application.
The AIS shore station is used as a device for receiving and sending remote monitoring messages.
AIS shore station is a low cost device which can replace an AIS Base station.
20.7 Dynamic Chart Overlays to maximise the safety of navigation and assist
in contingency planning.
Author and presenter: Capt. Jonathon Pearce, OMC International, Australia.

Objective: To maximise the safety of navigation through a unique chart overlay system on the
vessel during transit in real-time.
Problem to be solved: To deliver real-time information to the pilot on a vessel to ensure
safety of navigation within a tidal channel and to improve contingency planning in the event
of an unforeseen incident.
Equipment or services involved: OMC Dynamic Underkeel Clearance technology delivered to
Navicom Dynamic PPU laptops via Qastor QPS Connect server.
Action taken: Creation of a real-time dynamic chart overlay showing the predicted under-keel
clearances throughout the passage in a format that is easily understandable, and able to be
adjusted, for the pilot.
The overlay to be updated at frequent intervals (1 minute) accounting for environmental changes.
Had to allow for account channel changes (regular surveying). Can be used to assist in
contingency planning to ensure multiple vessel/s safely transit. The system to allow for maximise
water column efficiency through maximum drafts and longer tidal windows and also optimize
sailing rotation to increase productivity.
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Creation of a communications system to transit the overlays to the pilot through 3G networks, and
for the PPU laptop to be able to display the overlays without excessive overheads or negative
impact on the primary navigation software. Integrated and continuous mutual sharing/adaptation of
transit plan between pilot and VTS/Port Control/HM.
Results: System installed and operational at Port Hedland 2013.
Improved productivity/throughput of vessels/cargo through the optimization of vessels sailing on a
tide.
VTS/Port Control/HM and Pilots able to see the predicted UKC for the whole transit (30 nautical
miles) and plan/optimize the sailing plan.
Overlays made available to the pilot’s PPU laptop, and updated continuously, and the transit can
be altered if required by pilot or shore.
Enhanced contingency planning as the pilot can assess exactly how much time/ vessel speed
profile is required before the conditions become critical and can effect contingency measures to
avoid a vessel grounding.
There are significant savings in capital dredging costs through the optimisation of the existing
tidal water column. Maintenance dredging optimised to ensure channel remains at sufficient
depth to ensure maximum productivity.
Knowledge acquired: Dynamic Under-keel Clearance system updated to V5 with sophisticated
environmental monitoring systems.
Qastor QPS Connect server systems and the transmission of mission critical chart overlays to
remote PPU laptops.
Navicom Dynamic and the pilots’ involvement of ensuring overlays were acceptable and did not
impact on the navigation system and were easily adjusted when required. Improved understanding
of the port channels, its limitations and control points.
Questions
It was asked that, given technology for running this system is already available on-board in ECDIS,
why are the overlays being run on a shore side server. The speaker was asked to elaborate on
experience with shore side technology and advise what are the risks to running system on ECDIS.
Speaker responded that one needs to understand that dynamic vessel motion depends on
dynamic data and to actually process data of the local conditions e.g. tidal data requires huge
processing power. The Malacca Straits system is not dynamic. Further, the presenter said he
understood that ECDIS is a very standalone system and doesn’t communicate with other systems.
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A chart overlay system does not require anything to be taken on board e.g. PPU but if ECDIS was
capable of receiving this sort of data then on-board presentation would potentially be feasible.
20.8 Handling of echoes using VoIP technology in case of multiple shore

reception of maritime communications
Author: Mr. Romain Gallen, CEREMA, France.
Co-authors: Mr. François Bajard-Jacobs; Mr. Patrick Doaré; Mr. Thierry Le Poder, CEREMA,
France.
Presenter: Capt. Jean-Charles Cornillou, CEREMAR, France.
Objective: To connect all Very High Frequency (VHF) and Medium Frequency (MF) shore stations
on a MPLS network and to use Voice on IP to transport maritime communications to the five
MRCCs in France.
Problem to be solved: Reduce the echo perceived by operators in MRCCs when receiving a
given maritime communication from multiple VHF or MF shore stations because the delay for voice
transportation from these stations varies.
Suppress the voice feedback when a message is emitted from one shore station of the MRCC and
is subsequently received by neighbouring shore stations.
Equipment or services involved: VHF and MF radio equipment, routers and VoIP gateways,
central processing system.
CETMEF Technical services, in MRCCs, in the telecommunications services companies.
Action taken: The project employed the following steps:
• transfer all existing classical voice transportation links to MPLS network;
• elaborate the complete routing scheme of shore radio stations linked to a given
MRCC;
• distribute IP addresses to all the elements interconnected in this network;
• use RTCP protocol in order to gather statistics for connections (transmitted octet
and packet counts, lost packet counts, jitter and round-trip delay time);
• use this information to control and adjust quality of service (by limiting the flow or
using a different codec);
• estimate in real time the latencies in the different parts of the network in order to
align the voice communications on a same reference and limit troublesome echo
effects.
Results: By connecting all routing and radio communication systems, the supervision of the
working state of these elements and of the transportation links is greatly improved.
It is possible to gather all these information in a unique supervisor console for operators and
technical services to be aware in real time of their capabilities to send or receive maritime radio
communications.
By using the statistics extracted from RTCP frames used in VoIP technology, it is possible to nullify
the echo generated when multiple radio shore stations receive a message.
It is also possible to suppress the echo generated when a message is emitted on simplex channels
by a Maritime Rescue Co-ordination Centre (MRCC) using a given coastal radio station and that
neighbouring stations receive this same message and carry it back to the MRCC.
Depending on the telecommunication operator, the renting of SDSL links with Quality of Service
(QoS) for voice transportation can be very low as compared with old technologies such as RNIS,
Transfix, LS.
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In the best cases the renting of these links can be divided by three. Of course, in other cases an
investment may be necessary to finance the initial cost for the telecommunication operator to link
distant sites to its network.
Knowledge acquired: VoIP technologies and protocols.
In addition, it was learned that:
• that there are fine-tuning parameters that need to be requested from telecommunications
services companies when ordering links dedicated to the transportation of maritime
communications;
• how to extract and to use all statistics hidden in the different protocols of the world of VoIP
and we adapted them to the specific issues linked to multiple receptions of a given
message from different radio stations;
• how to discriminate failures from the voice transportation link from equipment failures and
how to picture them to the operators;
• how the quality of voice transportation in degraded situations could be adapted.
20.9 The use of AIS in mixed areas (Coastal Waters, Ports and Inland Waters)
Author & presenter: Mr Jeffrey van Gils, Ministry of Infrastructure and the Environment, The
Netherlands.
Objective: Setting up an Automatic Identification System (AIS) environment within an area
under responsibility of various competent authorities with diverging responsibilities.
Problem to be solved: The Netherlands is a small country with many waterway authorities and it
is neighbouring with countries having their own interests, administrative systems of responsibilities
and tasks.
The shipping density in these waters (coastal waters, harbour approaches, port areas and inland
waterways) is very high and shows a combination of sea-going and inland vessels. The use of AIS
therefore already at present is meeting a number of problems to be solved. One of these is the fact
that the Netherlands has a rather flat surface, which has impact on the potential use of AIS due to
propagation and interference reasons.
It is therefore of most importance that in order to ensure an optimal operation of AIS services by so
many users, both ship-borne and ashore a coherent national policy framework will be developed
and implemented on short term.
In the future the VHF Data Exchange System (VDES) may resolve some off the problems,
enforced by the ITU decision (WRC 2012) to add extra frequency capacity to the VHF band. In
order to secure the optimum benefits of this decision and to prevent that the primary functionalities
of AIS will be jeopardised, the VHF Data Link (VDL) of AIS must be protected.
On an average day approximately 6000 AIS targets in the Netherlands are detected of which 1500
are sailing through or passing the Netherlands.
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Every target is transmitting the standard AIS messages. An increasing number of AIS users, both
ashore and ship borne, have identified - due to the capabilities of the AIS system – more potential
applications in using AIS and even started to develop or use them already, mainly under the flag of
e-Navigation or the European Inland Waters project River Information Services (RIS).
As a result the transmission of a large variety of data using AIS is growing quite rapidly. In most
cases this data is contained into so-called Application Specific Messages (ASM), although
sometimes even safety messages are used for this purpose.
The further development of future applications, the implementation and operational use of AIS
requires a coordinated central approach and a (legislative or policy) framework. Close collaboration
with users, authorities (including those responsible for frequency management) is considered to be
essential for the assignment of the provision of ASM and AIS-slots.
Equipment or services involved: Automatic Identification System (AIS) shore based
infrastructure (networks) Vessel Traffic Services (VTS) systems and Search and Rescue
(SAR) and on-board ship equipment.
Action taken: The following actions were taken:
• making national and international parties aware of the shared challenges and seek
collaboration in order to come to common accepted solutions for the establishment of a
transnational good operational AIS system;
• one has to start at the national level and extend the process at the proper moment with
neighbouring countries;
• the process and all substantial results, such as agreements, assignments, criteria and
conditions for operational use should be incorporated into a common accepted policy
document.
Results: In recent years the knowledge of AIS and possible problems became clearer to waterway
authorities and other users. This was emphasized by the publications of relevant IMO and IALA
documents.
During the introduction of AIS for inland shipping (in short time an increase of approximately
12.000 mobile stations) and the realization of the shore based networks it was noticed that
especially the shore based networks encountered problems such as ‘jumping ships’ (icon jumps)
and a decrease of the coverage area.
In order to resolve these problems and to restore a further reliable coverage of the areas of
responsibility and interest huge investments would be needed.
The Netherlands Ministry of Infrastructure and the Environment, responsible for the implementation
and operation of the AIS, initiated the development of a policy on the use and operational
exploitation of the networks, including the appointment of a central point of contact for advice and
guidance. During this process all relevant stakeholders were involved.
IMO and ITU have developed a number of Application Specific Messages with the aim for global
standardization, uniform in every country. This action resulted in the avoidance of creating new
ASM (with almost the same information) and as such prevented an unnecessary overload of the
VHF Datalink (VDL).
In parallel IALA has produced a Recommendation on the delivery of an Application Specific
Message (ASM) and also realised a collection of globally used ASM, which is accessible via the
worldwide web.
Waterway authorities and service providers, as well as any other party licenced by the appropriate
administrative body (may differ from country to country) with the possibility to register their ASMs in
this collection. This offers other countries the re-use of these ASMs.
An extra benefit of this approach is the minimization of investments in shore based and ship borne
systems.
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Optimal use of, scarce frequency spectrum, investments in infrastructure (shore) and equipment
(ship), re-use of similar information without extra effort, standardization leading to reduction of
development investment.
Knowledge acquired: Understanding AIS, expertise on radio propagation, management of
frequency use and the development and use of ASM.
20.10 Rejuvenation of Navigation Aid Structures with Ultra-High Performance

Fibre-Reinforced Concrete (UHPFRC)
Author: Mr. Nicholas Fady, CEREMA, France.
Co-author: Mr. Emanuel Denarié, Ecole Polytechnique Fédérale de Lausanne – ENAC/IIC/MCS,
Switzerland.
Presenter: Mr Michel Cousquer, CEREMA, France.
Objective: Test implementation of cast-in place UHPFRC around an existing turret to stop
concrete degradation and reinforce the structure.
Problem to be solved: Tailor the UHPFRC for cast-in place application on Navigation Aid turrets
(minimization of autogenous shrinkage, self-compacting and strain hardening response under
tension). Pour 4 m3 UHPFRC by helicopter.
Equipment or services involved: Local Administration of Lighthouses Authorities, Lafarge R&D
and MCS/EPFL.
Action taken: Preliminary tests on small-scale models to optimize the UHPFRC recipes.
Manufacturing a formwork around the turret to cast a 60 mm thick UHPFRC shell. UHPFRC
casting on the turret by helicopter.
Results: Validation of the ‘cast in place’ application of UHPFRC in maritime structures. Opening of
the way to the ‘cast in place’ reinforcement of heritage lighthouses at sea.
Test the implementation of UHPFRC in vertical protective layers to stop the moisture and salts
ingress into offshore structures.
Knowledge acquired: The implementation constraints of UHPFRC and the organization of a
maritime work yard when involving the use of a helicopter.
Questions
The speaker was asked if the reinforcing in the concrete is stainless steel? The Chair advised that
a metallic fibre was used. The project was aimed at obtaining a waterproof sustainable repair of a
masonry structure 70 years old using a UHP Fibre Reinforced Concrete layer application. The
method has extremely low permeability (totally impervious to oil and gas) and has outstanding
mechanical properties
Page 106 of 160

21 Technical Session 5 – Heritage

Chair: Mr Bob McIntosh, Northern Lighthouse Board, UK.
Vice Chair: Ms Susana Roel, Port Authority of A Coruna, Spain.
21.1 Heritage Preservation, the Chilean Experience in its 175th Anniversary

Cdr James Crawford, Directorate General of the Maritime Territory and Merchant Marine, Chile.
Abstract
The history of lighthouses in Chile has been linked with this nation from its beginnings. In fact, only
19 years after the establishment of Chile as a sovereign republic, the first lighthouse keepers
appeared with the commissioning of the lighthouse Valparaiso, in the bay of the same name.
Considering that the spirit and direction of every organization are founded upon and reflected in its
historic heritage, the Chilean Aids to Navigation Service carried out a number of activities for its
175th anniversary, celebrated two years ago, in order to preserve the history of Chilean lighthouse
keepers for future generations.
1. In the context of the instant global communication and the displacements of people from one
place to another, there is the risk of a standardized culture.
2. Each person needs to be witness to their daily lives, express their creativity and preserve the
traces of its history, which can only be achieved through cultural heritage.
3. The preservation of history is important and it depends on each organization to develop
initiatives or activities that tend to this end.
4. The history of lighthouses in Chile has been linked with this nation from its beginnings.
5. The Chilean Aids to Navigation Service has assigned a priority to this issue, generating a
series of activities, which along with protect the historical heritage of lighthouse specialty, has
favoured the diffusion towards social groups that have no connection to this activity.
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21.2 Design and set up of a website about lighthouses of the Balearic Islands
Mr Jorge Martín Jiménez, Port Authority of Balearic Islands, Spain.

Abstract
In 2011 the Port Authority of Balearic Islands opened a website on the lighthouses of the Balearic
Islands, with the aim of publishing the current status of their lighthouses along the islands coasts,
as well as showing to lighthouses lovers their relevance as part of the cultural heritage in the
archipelago. In this website 360º photos can be found for every one of the 34 lighthouses currently
operating, some video interviews on the life of the former lighthouses keepers (now retired) and
their relatives, and fun teaching materials for scholars in relation with the world of lighthouses. In
this website the opportunity is also offered to take a virtual tour through the Maritime Aids Museum
located in Portopí lighthouse. Besides the technical data on all of these historical maritime signals,
a large amount of information from the historic documentation generated by our lighthouses can be
found.
Additionally, there are placed outside the restricted areas of lighthouses, information panels from
which to access the web by QR codes using electronic devices.
1. Exposure.
2. Museum.
3. Web page.
4. Social network.
21.3 “Lighthouse Integrated value” Indicator

Mr Juan Francisco Rebollo, Puertos del Estado, Spain.
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Abstract
The aim of this project was to establish a model that would allow the assignment to each
lighthouse of an indicator representing its INTEGRATED VALUE, taking into account four basic
aspects or criteria: history, architecture, surroundings and nautical value.
Each one of these basic criteria has up to 22 sub-criteria, and each sub-criterion includes a series
of up to 85 evaluation elements. Each element was assigned a score of between 1 and 10 and a
weighting of between 1 and 5 was assigned to each criterion. These scores were obtained after
conducting a Delphi process, which included people from different backgrounds.
1. Tool to enable classification of lighthouses;
2. The indicator is not fully objective, but is the result of a working group with different
sensibilities.
3. The roll of the leader of the Delpi consultation group is very important and can focus the
results to some criteria.
4. This is a good tool for relative classification of lighthouses.
5. IALA could considerer this type of approach to lighthouse classification in the Heritage
Group.
21.4 The Use of Otter Shutters in the Northwest Coast of Spain and the National
Plan and Study of the Characteristics and Inventory for Preservation of
Historic Lighthouses
Ms Marisa Marco Breva, Vilagarcia Port Authority, Spain.

Abstract
Most actions in the preservation of historic lighthouses are aimed at the conservation of the
buildings, towers, environment, civil works in general, while the optical rotation mechanisms and
other technical elements of significant historical value, don´t receive the same attention.
The Vilagarcia Port Authority commitment is to keep using all feasible optics and foundations,
adapting to new sources of light and energy, so as to achieve the current service requirements,
while retaining most of the existing historic equipment.
Three years ago, Puertos del Estado (State Ports) developed a project that has, as one of its main
targets, checking the status of optical luminance of the lighthouses.
Another aspect of this project was the cataloguing of historical or unique equipment. As an
example some uniqueness was found in several lighthouses in the North Coast of Spain. Within
these equipment, the complexity and uniqueness of the lighthouses at Punta Insua, Corrubedo and
Sálvora are remarkable.
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1. Heritage.
2. Preservation.
3. Otter Shutters.
4. Unique equipment;
5. Lighthouses in Galicia.
21.5 "Torre de Hercules" Management Plan

Mr Juan Mario Crecente Maseda, Crecente Asociados, Spain.

Abstract
The Management Plan of the Tower of Hercules and its environment has been promoted by the
Council of A Coruña. The plan has been drawn up by a multidisciplinary team, including experts in
the areas of: archaeology, architecture, history, engineering, tourism, lighthouses, etc. It takes into
account the standards and regulations on the World Heritage Convention, with special attention to
the five "C"s: Credibility, Conservation, Capacity, Communication, Community, and most recently
with the addition of Creativity, and has been coordinated with state and regional policies. The plan
presents the up-to-date situation, based on the best knowledge available and the latest research
concerning the monument including; presenting important new aspects of it, such as its age,
functioning as a lighthouse, uses as a fortification, and details of construction.
It is organized into three main areas:
1. Knowledge of the monument and the environment with the description of the methodology,
analysis, and diagnosis.
2. Management of the Tower, in terms of Conservation, Intervention, Musealization,
Distribution, Promotion, Management, and future aspirations.
3. Resources towards the phased plan, financial support to ensure the development and the
implementation programme.
The plan also seeks to embrace the wider concept and vision of the impact of the lighthouses’
territorial phenomenon that goes beyond the physical fact of the Tower and its platform, and that
explains the Cultural Landscape Portum Artabrorum Magnus, this influence extends as far as the
light reaches from the Tower.
1. Lighthouse.
2. World Heritage Site.
3. Management.
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4. Heritage.
5. Tourism.
21.6 Gap Identification to Implementation Methodology of Complementary Use in

Lighthouses of the Ferrol Port Authority
Mr Gervasio Dopico, Port Authority of Ferrol-San Cibrao.

Abstract
Lighthouses are often found in environments of high natural and landscape value and are a
strategic element that will enhance the image of the institutions responsible for their management,
given their wide social acceptance.
A SWOT analysis is used to assess the initial situation, highlighting not only the strengths and
weaknesses of all the AtoN, but also the threats and opportunities facing them. Subsequent
analysis shows that whilst the service rate is high, conservation status is much lower and
lighthouses incur heavy losses, since costs are much higher than the revenues they generate.
Establishing a plan that enables complementary uses, without neglecting their basic function, can
alleviate the budget deficit, so it will be necessary to establish a catalogue of possible uses that will
be individualised for each lighthouse, since it will not generate the same value for the managing
authority as for society.
1. Analysis (SWOT) Opportunities.
2. Plan for additional lighthouse uses and catalogue for possible alternative uses.
3. Value of use.
4. Assessment (criteria and rank).
5. Coherence and profile actions.
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21.7 Lighthouses and their link to their Immediate Environment

Mr Eduardo Blanco Gallego, Port Authority of A Coruña, Spain.

Abstract
Marine signals have fulfilled a key safety function in maritime navigation ever since the old days.
The technology and the equipment installed in lighthouses has greatly improved during the last few
years, becoming ever more efficient.
On the other hand, the buildings housing these signals have rarely changed since the day they
were built. Consequently, such buildings have become real symbols for their neighbouring
communities, which have incorporated them as a part of their culture, since they attract activities
linked to the tourist and catering sectors, thus becoming a key element for the development of the
area.
Among the marine signals managed by the Port Authority of A Coruña there are two premises that
are perfect examples of this situation: the Vilan Lighthouse located in the Council of Camariñas
and the Finisterre Lighthouse located in the Council area sharing its name with the lighthouse.
This presentation dealt with this particular feature of marine signals, which have become
increasingly relevant in the course of their historical evolution, with a growing demand from their
neighbouring communities to use these buildings for purposes other than aids to navigation.
1. In some cases, lighthouses go beyond their proper role as marine signals.
2. Lighthouses have become distinctive symbols of their nearby community.
3. Lighthouses arise a sense of property in their neighbouring villages.
4. Lighthouses must adapt to new technologies and new demands for their use that arise from
their surrounding environment.
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21.8 Issues and Innovation in Remediation of Concrete AtoN structures ‐

including Case Studies for Hydrographers Passage AtoN structures and
historic Cape Don Lighthouse
Author: Mr Greg Hansen, Australian Maritime Safety Authority, Australia.

Presenter: Mr David Jeffkins, Australian Maritime Safety Authority, Australia.
Abstract
AMSA utilises concrete structures in a variety of ways and locations within its aids to navigation
(AtoN) network with some structures dating back to the late 19th century.
Examples include concrete lighthouses, beacons, platforms and supporting columns, foundations,
helipads and blockhouses surmounted by lanterns.
The paper provided a detailed discussion of concrete issues within AMSA's AtoN network and
innovation in repair methods. Aspects covered will include the evaluation of observed mechanisms
of decay and the impact of patch repairs over time. There were two case studies on larger
remediation projects: Hydrographers Passage AtoN structures and historic Cape Don Lighthouse.
Both projects were significant in terms of size, innovation achieved, complexity and cost. The
paper discussed the failure mechanism and testing process, repairs undertaken and outcome
achieved. Numerous images were included to clearly demonstrate the issues and solutions
achieved.
1. Concrete is widely used in the Australian AtoN network.
2. The concrete deterioration is now becoming apparent as the infrastructure is ageing.
3. Maintenance considerations and remoteness of sites has an effect on the suitable repair
solutions.
4. Concrete remediation options are becoming more advanced with new technologies being
utilized.
5. Expectations are now that concrete structures with serious defects can be successfully
repaired to prolong the life of the asset. ‘Mapping our Maritime heritage’ - A method for the
Documentation and Presentation of Maritime Heritage, reaching it's audience through
Phones, Pads and PC/Mac's.
Page 113 of 160

21.9 Mapping our maritime heritage - A method for the documentation and
presentation of maritime heritage, reaching it's audience through phones,
pads and PC/Mac's
Author: Mr Jo van der Eynden, Lindesnes lighthouse museum, Norway.

Presenter: Mrs Kirsti Slotsvik, Norwegian Coastal Administration, Norway.
Abstract
The project ‘Coastlight.net’ has been developed for the documentation and presentation of
maritime heritage in general, and the maritime cultural landscape and lighthouse history in
particular. By using a digital map, information in the form of text, photo and film is "tagged" to
specific geographical positions, thereby making it possible for tourists, students and the general
audience to take part in the history and the many stories embedded in the landscape.
The pilot-project is focusing on the nearby landscape around Lindesnes lighthouse, but the project
is now being developed within a national perspective, through the cooperation between the coastal
administration and several maritime museums around the coast. Through the IALA-network, we
have now also started to expand the project internationally, starting with two lighthouses in France.
But we hope for a much wider engagement, so that ‘Coastlight.net’ can become a worldwide
service, showing the global network of lighthouses, and presenting the lighthouse heritage as a
common world heritage for the benefit of the general public.
1. Documentation and presentation of maritime heritage / historic lighthouses.
2. Geo-tagging information on digital maps.
3. Presentation of the maritime cultural landscape (seascape).
4. Global access to information on lighthouse heritage.
5. An invitation to international cooperation, and cooperation between coastal administrations
and museums.
Page 114 of 160

21.10 Analysis on Protection of Historical Lighthouses in China

Author; Mr Shan-lei Xu, Shanghai Maritime Safety Administration, China.

Co-author: Mr Ming Xu, Donghai Navigation Safety Administration, China.
Co-author: Mr Fangshun Zhang, Donghai Navigation Safety Administration, China.
Presenter: Mr Yongqiang Lu, Donghai Navigation Safety Administration, China.
Abstract
Some protective measures on historical lighthouses were summarized by the description on the
evolution and value of China’s historical lighthouses. Some suggestions on a number of practical
problems and how to improve the protective regulation were proposed.
1. The Overview of China’s historic lighthouse.
2. The value of the historic lighthouses.
3. Experience on China’s historic lighthouse.
4. Encountered problem on China’s historic lighthouse preservation.
5. Recommendations on the historic lighthouse preservation.
21.11 Discussion
A general question was asked about the subject of real and physical visit – how access to the
technical rooms is managed.
The access to working lighthouses is very difficult problem due to the hazards associated with
general public access. It was noted that IALA has provided guidance in the past to assist with
improving public access. In some cases access may not be possible due to space and safety
aspects. Some suggestions included the use of web cams in areas where the public cannot
access.
In Australia a number of lighthouses are open to the public for tour access. Tours are arranged
with local authorities who run the tours and generally only allow 10 people in the lighthouse at a
time with a guide. Only allow certain access in the lantern rooms is allowed with no access to the
upper catwalks. Visitors generally can get on the balcony.
Relating to the tour of the Torre de Hercules, some people look for a lift, but there is no place to
install a lift. The need is to preserve first with limited number of people gaining access at any time.
Other options include a camera for those who cannot climb while another part of the master plan is
to have the ‘tower’ in all parts of the city through old equipment, images, part of the original stone
aspects and maps in the library.
Page 115 of 160

There was an announcement of the IALA WWA. They will develop a draft model course on the
preservation of historic lighthouses, which will be presented to ENG 1. Anyone who would like to
provide input was requested to do so through Stephen Bennett, IALA WWA.
The personal contribution of the Session Chair, Mr Bob McIntosh, in the preservation of
lighthouses was noted.
It was noted that there are many parts of the world with museums and open lighthouses while
there are other parts of the world that do not. There is a world maritime day, a seafarer day, is
there a national lighthouse day? The proposal was appreciated; some attendees will know that for
the last number of years an international day for aids to navigation, not only lighthouses, was
promoted. It has been said in the IALA Council time and time again. Following this people should
work towards this international day for aids to navigation / lighthouses. Lighthouses are part of
society and should be honoured at least once a year in the newspapers and on television.
Balearic Island is the third oldest lighthouse in the world and a limited number of people visit on
Thursdays. It is good have one emblemanic lighthouse. Similarly there are many events related to
the Torre de Hercules.
There was a proposal that the next 27th June will celebrate the Torre of Hercules as a world
heritage site. It was suggested that the 27th June could be the day for world lighthouse day.
The Chair said that, as far as he is aware, there is a world lighthouse day. He was sure the he had
seen some indications of lighthouse day from various organisations around the world. He
suggested that attendees could come together and as a forum try to encourage members to
identify and celebrate a lighthouse day.
In a further comment it was suggested that in Malaysia a week could be used and there could be
co-operation with the radio amateurs every third week of August.
India stated that there is a lighthouse day in India, the day the lighthouse act was passed 21st
September. There are two lighthouse museums in India with more than 4,000 visitors each day.
But they would like to have a central lighthouse museum in India.
Page 116 of 160

ANNEX C Industrial Members’ Exhibition
23 Industrial Members
The Industrial Members’ Exhibition was opened at 1630 on Monday 26th May by Mr Koji Sekimizu,
Secretary General of IMO and Mr Jose Llorca, President of Puertos del Estado. Fifty (50)
Industrial Members exhibited their products and services.
Names of the exhibitors and their products are given below:
Booth
Name of exhibitor Products
Number
Specialist in the design, supply and installation of
52/53 Almarin
AtoNs.
Management and integration of maritime projects
Australian Maritime
28/29 including VTS and the supply, installation and
Systems Ltd
commissioning of aids to navigation.
Beijing Catonglobal Provider of AtoN solutions and services,
18
Technology Co Ltd preventative maintenance on VTS systems
Manufacturer of grade 1 to 3 marine accessories,
Chaohu Yinhuan anchor chain, buoy chain, marine outfitting
80
Navigation Aids Ltd products, beacons, mooring floating, LED beacon
light production.
Provider of innovative maritime surveillance and
25 Denbridge Marine Ltd
port management solutions
AIS for monitoring and identifying maritime traffic.
73 Elman Products include GMDSS, VHF and UHF radio;
GPS receivers and NAVTEX.
A subsidiary of COM DEV of Canada. Deals with
36 exactEarth Ltd capture of large amounts of AIS data of value to
coastal surveillance and SAR authorities.
Buoys for dredging, for surface and deep-water
applications. Pioneers of the application of plastic
5 Floatex
rotomoulding technology for aids to navigation
manufacture.
Page 117 of 160

Booth
Number
Provider of products and solutions for maritime
21 GateHouse
surveillance and monitoring systems.
Design and manufacture of aids to navigation
67/68 GISMAN equipment; racons, mooring systems, project
management, maintenance and training.
Provider of solutions in aeronautics, banking and
Grupo Mecanica Del Vuelo finance, space, defence, health, security,
40
Sistemas Sau transportation, telecommunications and
information technology.
Providers of technological solutions in the sectors
iDeal Teknoloji Bilisim of electronics, information technologies,
37
Cozumleri A.S. telecommunications, energy and control
automation
Provider of solutions for the implementation of
19 Indra
Vessel Traffic Services for maritime
Radar manufacturer and supplier of Vessel Traffic
10/11 Japan Radio Co Ltd
Systems
Designer and manufacturer of products in the
81 JFC Manufacturing Co Ltd
rotational moulding industry.
Manufacturer of critical civil and military
2 Jotron AS communication equipment for air traffic control
and maritime applications.
Marine navigation and surveillance systems
66 Kelvin Hughes Ltd including radar sensors; VDRs; ENCs and
integrated bridge systems.
Kongsberg Norcontrol IT Developer, designer, and installer of maritime
6/7
AS domain awareness solutions.
La Maquinista Valenciana
27/34 Supplier of AtoN and equipment.
SA
Provides a complete service for design,
43/44/5 Mediterraneo Senales installation and commissioning of marine aids to
6/57 Maritimas SLL navigation. Undertakes R & D and use of
renewable energy.
1 Meritaito Ltd
Mooring devices and buoys; dredging pipe floats;
4748/49 Mobilis SA
design of lights and electronic equipment.
Developer and maintainer of situational
20 Navielektro awareness, surveillance and communication
systems for civilian and military purposes.
Specialist in ship motion analysis, Under Keel
9 OMC International
Clearance systems and channel design.
38 Orolia SAS
Pharos Marine Automatic Provider of AtoN solutions, AtoN monitoring
12/13
Power software.
Page 118 of 160

Booth
Number
Developer of traffic engineering products, AtoN
14 Pintsch Aben BV equipment, safety equipment for air traffic,
including buoys, LED lanterns, rotating beacons
Product portfolio includes AIS, VTS, VTMIS and
Saab TransponderTech
82/83 coastal surveillance systems. Display includes
AB
the Trimble marine DGPS.
45/46/5 Solar and LED technology; advanced optics; low
Sabik Oy
4/55 maintenance marine lanterns.
Schnoor Developer of tailored communication system
62/63/6
Industrieelektronik GmbH solutions with a focus on maritime, transport,
4/65
& Co KG public safety and industrial applications.
60/61/6 Latest advances in LED technology; a new 10nm
Sealite Pty Ltd
9/70 LED lantern; a 2.2m buoy commissioned in 2009.
17 Selex ES Integrated Vessel Traffic Services
Shandong Buoy & Pipe Manufacturer of ultra high molecular weight
26
Industry Co Ltd polyethylene navigational aids.
Supplier of AtoN products including: buoys,
Shanghai Rokem Industrial lanterns, light towers, solar panels, racon and
3/4
Co Ltd remote monitoring systems. Producer of
rotationally-moulded PE buoys.
Specialist in marine traffic control and
22/23/2
Signalis coordination, harbour security, port management,
4
maritime and land border surveillance system.
Development of advanced technologies, products
8 SRT System Solutions and systems in the maritime domain awareness
arena.
Sea surveillance radar systems; radar for VTS
31 Terma AS Sensor technology for VTS and coastal
surveillance radars.
58/59/7 Full range of marine aids to navigation; racons;
Tideland Signal
1/72 LEDs; remote monitoring systems.
Providers of systems for advanced avionics,
39 Tokyo Keiki Inc navigational equipment, maritime traffic systems,
offshore transportation management.
Developer and supplier of high technology
Transas Marine
15/16 solutions for transport, oil and gas industry,
International
security, and defence industry.
Providers of design, installation, and maintenance
41 Trimble
of large geodetic networks.
Lighted aids to navigation; optical, electronic and
32/33 Vega Industries Ltd electro-mechanical instruments; photometric
testing.
30 Wealth Marine Pte Ltd Marine aids to navigation products; barriers. Also
operates a testing and research centre. Radar
Page 119 of 160

Booth
Number
beacons.
Manufacturer and supplier of marine AtoN
50/51 Woori Marine Co Ltd
equipment and products.
A wide range of fixed and floating aids; AIS
35/42 Zenilite Buoy Co Ltd products for providing navigation, meteorological
and hydrological data; LED technology.
Page 120 of 160

ANNEX D Other meetings
24 General Assembly Session
24.1 IALA General Assembly

During the Conference, IALA held a General Assembly over two sessions. The first General
Assembly was to provide an update on the work of the IALA Council, including a Financial Report,
a report from the IALA Strategy Group and a report from the LAP re the change of status of IALA.
The goal of the second part of the General Assembly was the election of 21 members of the new
IALA Council for the period 2014 - 2018. The remaining three members of the Council are
automatically elected. A copy of the report from the General Assembly is available on the IALA
web site.
24.2 Invitation to the 19th IALA Conference, 2018

Dr. Hyundong Kong, Director, Ministry of Oceans and Fisheries, Republic of Korea invited
delegates to the 19th IALA Conference, to be held in the Republic of Korea. All IALA members
were invited to participate in the Conference, the IALA General Assembly and the Industrial
Members' Exhibition in 2018.
The text of Dr Kong’s address is at ANNEX M.
24.3 Invitation to VTS2016

Captain Ahmad Bin Othman, Light Dues Board Peninsular Malaysia, introduced Kuala Lumpur as
the venue for the 13th international VTS Symposium - VTS2016, between 8 – 12 August 2016. The
theme will be “Sustainable Safe Navigation”. Noting that Malaysia has been a member of IALA
since 1962 and has been involved with and hosted many IALA events, he provided a description of
maritime activities in Malaysia using videos and the facilities available to support the Symposium.
On behalf of the organising committee, he cordially invited all IALA Members to the 2016 VTS
Symposium which will be held from 8 to 12 August 2016 at the Kuala Lumpur International
Convention Centre (KLCC), Kuala Lumpur, Malaysia. He looked forward to welcoming everyone to
Malaysia in 2016.
25 Ancillary meetings
A number of additional meetings were held during the Conference including the IALA Council, the
Iberio group of Spanish speaking countries, , the group of French speaking countries, VTS2016
Steering Committee and the IALA Industrial Members Committee (IMC).
26 Pre-Conference Seminar
A one day pre-Conference seminar on the Training and Certification of Aids to Navigation (AtoN)
and Vessel Traffic Services (VTS) Personnel was held in the Arao Auditorium of the PALEXO
Conference Centre A Coruña on Saturday 24 May 2014.
Page 121 of 160

The superb organization provided by Puertos del Estado ensured that this seminar was conducted
faultlessly. It was delivered by the IALA World-Wide Academy and hosted by Puertos del Estado
and was attended by 61 participants from 26 countries. The objective of the seminar was to
provide participants with an overview and update on the latest developments relating to training
and certification of AtoN and VTS personnel. Academy staff and IALA-endorsed experts delivered
presentations during the first five Sessions. Practical examples of both Aids to Navigation (AtoN)
and Vessel Traffic Service (VTS) training and accreditation processes were presented by seven of
these countries during Session 6. The seminar was considered to have met its objectives in full.
Two recommendations were adopted by participants. These were:
• The establishment of accredited national and regional training organizations should be
considered and Competent Authorities are encouraged to implement training consistent
with IALA Recommendations E-141; V-103 and associated Model Courses;
• A framework for the mandatory training of VTS personnel in a manner similar to the
provisions for navigating officers provided in STCW Convention should be considered.
27 Social Events
27.1 Welcome Reception

On May 25th delegates were welcomed with a reception in the PALEXCO.
27.2 Official Conference Dinner

On May 26th an official Conference dinner was held in the Pazo de Santa Cruz de Mondoi, a
typical Galician palace from the 16th century which was originally a home of the rural aristocracy.
Following the dinner delegates were entertained by two Galician witches concocting a flaming
brew.
27.3 Industrial Members’ Evening

The Industrial Members hosted a regional cultural diversity dinner on 28th May in the Marina
Coruna. Typical Spanish fiesta with cuisine from the four regions of Spain, Galicia, Castille,
Mediterranean and Andalusia was presented in a bright and relaxed environment. Attendees were
entertained by music from each region – Celtic bagpipes from Galicia, Gregorian chant from
Castille, mixed themes from Mediterranean and pasodoble from Andalusia. The evening concluded
with a spectacular fireworks display. The event was a huge success.
27.4 Formal Closing Dinner

The Farewell Dinner was held in the Hesperia Finisterre Hotel in A Coruña on the night of 31st May.
The Gala Dinner commemorated the 500th anniversary of the foundation of the charter of the
Corporation of Trinity House.
Delegates and accompanying persons, staff of Puertos del Estado, the IALA Secretariat and
guests were treated to an excellent dinner representing the best of Spanish cuisine.
Page 122 of 160

The Secretary General of IALA, Mr Gary Prosser, announced the newly-elected IALA President, Mr
Juan-Francisco Rebollo (Spain), and Vice-President, Dr Hyundong Kong (Korea). He thanked all
Spanish authorities for a fantastic week. He thanked the outgoing President and Council for a four
year period of big achievements and welcomed the new Council, he invited all to set sail for Korea
in 2018.
Thanking him for his leadership over the past four years, Councillors from Finland and Norway
made a presentation to Mr David Gordon, outgoing President of IALA.
The incoming IALA President, Mr Juan-Francisco Rebollo, thanked all involved for their support
and cooperation before and during the Conference and expressed a wish that attendees should
return again to A Coruna in the future.
The President of the Port Authority of A Coruna, Mr Enrique Losada Rodríguez was pleased to
host the IALA 18th Conference at A Coruna, saying that the event was a most important milestone
in the history of the town. He thanked the members of the Port Authority of A Coruna and Juan-
Francisco Rebollo for a job well done. He concluded wishing that the light of IALA will continue to
shine for many years for the safety of all.
The Deputy Mayor of A Coruna, Mr Martín Fernández Prado, expressed that wish that all
attendees had felt as though they were with friends in A Coruna, as no one is a stranger in the
region. Noting the great week with a perfect Conference and the football team of A Coruna moving
into first division, he invited attendees to come again to A Coruna.
The floating trophy was handed by the President of Puertos del Estado Mr José Llorca to Mr
Hyundong Kong from the Republic of Korea, whose authority, the Ministry of Oceans and
Fisheries, will host the 19th IALA Conference. Mr Kong responding hoping that he would see all
attendees in Seoul in 2018.
Noting that the 18th IALA Conference was an unqualified success, the President of Puertos del
Estado, Mr José Llorca. recalled the attendance statistics for the 18th Conference with the
expectation that the 19th Conference will be even better. He thanked IALA for holding the 18th
Conference in Spain and Trinity House for sharing its celebration of its 500th anniversary. He
thanked the IMC, the Sponsors, the Organising Team, Mr Juan-Francisco Rebollo and all the staff
of Puertos del Estado for an excellent Conference. He concluded wishing that IALA continue to
lead in safe navigation.
Page 123 of 160

ANNEX E Acknowledgments
The Conference expressed its appreciation to Puertos del Estado and their sponsors for their
invaluable support for the 18th IALA Conference. It wished particularly to acknowledge:
Puertos del Estado, Spain;
Xunta de Galicia;
Ayuntamiento de A Coruna;
Autoridad Portuaria A Coruna;
Salvamento Maritimo;
Instituto Hidrografico de la Marina;
Zeni Lite Buoy Company (Gold Sponsor);
Indra (Silver Sponsor);
Cabreiroa (Bronze Sponsor);
The Industrial Members Committee donated to provision of electronic tablets for all Conference
delegates to enable the Conference to be run as a paperless meeting instead of using paper
documents.
Appreciation was also expressed to the Industrial Members Committee who generously sponsored
the full cost of participation at the 18th IALA Conference by delegates from Angola, The Republic
of Cuba, Gabon, Sri Lanka and Trinidad and Tobago.
IALA acknowledges the following organisations without which the Conference would not have been
possible:
Orzan Congres, S.L.., Serglo, Chelo Belmonte, Viajes Orzan, Palexco, Josmaga, Tesec, Azaga,
Carpas CK, Verdemar, Grupo 76.
The reporting of the technical sessions and the compilation of the report was undertaken by:
Seamus Doyle
Dr Mike Hadley
Wim van der Heijden
Jillian Carson-Jackson
Mahesh Alimchandani
Gerry Brine
David Jeffkins
Thanks are also extended to those who contributed to the drafting of the Conclusions.
Photographs of the Conference were taken by Interbanco Fotografico
Page 124 of 160

ANNEX F List of Delegates
Country Name (Family / Given) Title Organisation E-Mail
Office Nationale De Benabedhocine@hotmail.com.

Algeria Benabed Hocine Director
Signalisation Maritime
Instituto
Hidrografico E De Instituto Hidrografico
narciso.narc@yahoo.com.br.
Angola Narciso Manuel Sinalização E De Sinalização
Maritima De Maritima De Angola
Angola
Head of Australian Maritime mxa@amsa.gov.au.

Australia Alimchandani Mahesh
Navigation Safety Authority
jillian.carson-
Carson- Australian Maritime
Australia Jillian jackson@amsa.gov.au.
Jackson Safety Authority
Australian Maritime mzm@amsa.gov.au.

Australia Groves Brad General Manager
Safety Authority
AtoN Asset Australian Maritime David.jeffkins@amsa.gov.au.

Australia Jeffkins David
Manager Safety Authority
Manager Aids to Australian Maritime gerry.brine@amsa.gov.au.

Australia Brine Gerry
Navigation Safety Authority
Business
admin@omcinternational.com.
Australia Pearce Jonathon Development Omc International
Manager
Australian Maritime
Australia Johnson Brian
Systems
Managing Australian Maritime jrs@marsys.com.au.

Australia Sugarman John
Director Systems
Chris.procter@sealuite.com.au.
Australia Procter Chris Sales Director Sealite Pty Ltd
Australia Walker Michael Sealite Pty Ltd j.quinn@sealite.com.
Austria Gruber Florian Product Manager Frequentis Ag tamara.blaschek@frequentis.com.
Gerd.Palmetzhofer@frequentis.com
Sales & Business
Austria Palmetzhofer Gerd Frequentis Ag .
Development
.
Middle East
Navigation
Bahrain Abdulla Hasan Jaafar Navigation Aids jaffer@menas.com.bh.
Service Manager
Services (Menas)
Deputy Middle East

mahdi@menas.com.bh.
Bahrain Almosawi Mahdi Navigation Navigation Aids
Service Manager Services (Menas)
alain.goddyn@cofelyfabricom-
Senior Project
Belgium Goddyn Alain Cofely Fabricom gdfsuez.com.
Engineer
nick.goethals@mow.vlaanderen.be.
Belgium Nick Goethals Engineer Flemish Government
Brazilian Lighthouse
Piovesana Captain Ret. - piovesana@camr.mar.mil.br.
Brazil Alberto Authority - Brazilian
Júnior Adviser
Navy
Augusto Brazilian Lighthouse

a.nav-brazil@camr.mar.mil.br.
Brazil Chaves Leal Carlos Director Authority - Brazilian
Silva Navy
Page 125 of 160

Bulgarian Ports r.arabadzhiev@bgports.bg.

Bulgaria Arabadzhiev Rumen Director
Infrastrukture
National Port Nadine.epara@yahoo.com.

Cameroun Nadine Epara
Authority
National Port
Cameroun Youmba Josue Director General
Authority
National Port Tsangambawillie@yahoo.com.

Cameroun Tsanga Mba Willie
Authority
Carmanah
Canada Drabit Mimi
Technologies
Nicole.Schill@exactearth.com.
Canada Martin David Exactearth Ltd
Managing Go Deep International david.cassidy@godeepintl.ca.

Canada Cassidy David
Director Inc.
Go Deep International david.cassidy@godeepintl.ca.

Canada Snodgrass Tom
Inc.
Carmanah
Canada Simmons John
Technologies
Carmanah
Canada Horstsing Damien
Technologies
Nicole.Schill@exactearth.com.
Canada Browning Peggy Exactearth Ltd
Chile Crawford James Directemar
Cccc Shanghai
Waterway
zhouhai@shiw.com.cn.
China Zhou Hai General Manager Engineering Design
And Consulting Co.,
Ltd.
Cccc Shanghai
Waterway
yangjianyun@shiw.com.cn.
China Yang Jianyun Senior Engineer Engineering Design
And Consulting Co.,
Ltd.
Director,
Department of China Maritime wangbaohong@msa.gov.cn.
China Zeng Hui
Aids to Safety Administration
Navigation
China Maritime luyongqiang@shmsa.gov.cn.

China Lu Yongqiang senior engineer
Safety Administration
China Maritime pscxiehui@hotmail.com.

China Xie Hui Director
China Maritime xiehui@msa.gov.cn.

China Chen Aiping Director General
China Zhan Taiyang China MSA
China Wang Jiagao China MSA
Electrical And
slee@emsd.gov.hk.
China Lee Shek Senior Engineer Mechanical Services
Department
Electrical And
Electronics Mechanical Services felixkong@emsd.gov.hk.
China Kong Ho Felix
Engineer Department,
Government Of The
Page 126 of 160

Hong Kong Special

Administrative Region
Beijing Catonglobal vts@catonglobal.cc.

China Lin Hua President
Technology Co.,Ltd
Chaohu Yinhuan ellie876@sina.com.

China Renjie Tang
Navigation Aids;Ltd
Shandong Buoy&Pipe
China Li Jianhua
Industry Co.,Ltd
Shanghai Rokem robertliu@rokem.com.

China Liu Robert Manager
Industrial Co Ltd
Shanghai Rokem
China Wu Prof.
Industrial Co Ltd
China Peng Guo Jun Ji Mei University
Chaohu Yinhuan info@yhmlhb.com.

China Xu Yujun General Manager
Navigation Aids;Ltd.
Secretary- fb@cirm.org.
CIRM Baskerville Frances Cirm
General
Administrador de
Bermúdez Cristhian Dirección General cbermudez@dimar.mil.co.
Colombia Comunicaciones
Vergara David Marítima
Marítimas
Durán Director General Dirección General director@dimar.mil.co.

Colombia Ernesto
González Marítimo Marítima
comandante ARC Dirección General saninalejandro@gmail.com.

Colombia Sanín Acevedo Alejandro
Gorgona Marítima
Jefe de Grupo de
Sierra Operaciones de Grupo Empresarial anav@geocuba.cu.
Cuba Julio Fidel
Almaguer Ayuda a la Geocuba
Navegación
Hydrography And
Regalado Candido hg@unicom.co.cu.
Cuba Chief Geodesy National
Gomez Alfredo
Office
Admiral Danish Fleet boss@mil.dk..

Denmark Brandt Jorgen Manager
Hq./Great Belt Vts
Director, Visual
Danish Maritime jat@dma.dk.
Denmark Thorn Jan Aids to
Authority
Navigation
Marine Danish Maritime cjb@dma.dk.

Denmark Bang Jakob
Superintendent Authority
Deputy Director Danish Maritime fza@dma.dk.

Denmark Zachariae Francis
General Authority
Senior Engineer
Danish Maritime jrp@dma.dk.
Denmark Royal Petersen Jørgen Steen Aids to
Authority
Navigation
Director, Maritime Danish Maritime ofe@dma.dk.

Denmark Eriksson Omar Frits
Technology Authority
Danish Maritime thc@dma.dk.

Denmark Christensen Thomas Project Manager
Authority
Danish Maritime msk@dma.dk.

Denmark Skov Michael Head of Division
Authority
Denmark Steenberg Cathrine M. Head of Force Technology cms@force.dk.
Page 127 of 160

Department
Denmark Lehn-Schiøler Tue Senior consultant Ramboll tuel@ramboll.dk.
Denmark Hoy-Petersen Ulrik Gatehouse
Denmark Pannerup Ole Terma A/S BNN@terma.com.
Honorary
Denmark Kruuse Torsten torsten.kruuse@gmail.com.
Member
Danish Amritime jga@dma.dk.

Denmark Gabrielsen Jan Chief Counsellor
Authority
deputy head on
tech. matters of Estonian Maritime leo.kaarmann@vta.ee.
Estonia Käärmann Leo
Hydrography and Administration
AtoN division
Deputy director
general, head of Estonian Maritime taivo.kivimae@vta.ee.
Estonia Kivimäe Taivo
Hydrography and Administration
AtoN division
MSc (EE),
Finnish Transport sami.lasma@fta.fi.
Finland Lasma Sami Waterways
Agency
Technology
Senior Technical Finnish Transport kaisu.heikonen@fta.fi.

Finland Heikonen Kaisu
Advisor Agency
Deputy Director Finnish Transport tiina.tuurnala@fta.fi.

Finland Tuurnala Tiina
General Agency
Head of Vessel Finnish Transport thomas.erlund@fta.fi.

Finland Erlund Thomas
Traffic Services Agency
Mikko Finnish Transport

Finland Klang
Christian Agency
Finnish Transport
Finland Patrakka Jouni Juhani
Agency
Business
antti.kukkonen@furuno.fi.
Finland Kukkonen Antti Planning Furuno Finland Oy
Manager
Marita.koivisto@navielektro.fi.
Finland Koivisto Marita Navielektro
Director Project Seppo.virtanen@seahow.fi.

Finland Virtanen Seppo Meritaito Ltd. Seahow
sales
General
Finland Koivisto Asser Navielektro
Manager
Finland Berg Jens Sabik Oy Sales@sabik.com.
sales@sabik.com.
Finland Mansner Lars Sabik Oy
France Cornillou Jean-Charles expert Cerema jean-charles.cornillou@cerema.fr.
chef du
département
France Vassor Eric Cerema eric.vassor@cerema.fr.
sécurité maritime
et fluvialeu
Chef de La
France Cousquer Michel Division Aides A Cerema/Dtecemf michel.cousquer@cerema.fr.
La Navigation
Page 128 of 160

Deputy Head Of vincent.denamur@developpement-

Directorate For
France Denamur Vincent Maritime Safety durable.gouv.fr.
Maritime Affairs
Division
Gouvernement De La
Nouvelle-
Responsable claude.babin@gouv.nc.
France Babin Claude Calédonie/Service
exploitation
Des Phares Et
Balises
France Roget Vincent Sales Manager Gisman
Jean- contact@gisman.fr.
France Mielcarek Gisman
François
mobilis@mobilis-sa.com.
France Juniet François Mobilis
France Ozannat Michel Mobilis
France Moelo Patrick Orolia Sas
franck.friedlander@signalis.com.
France Götze J. Signalis
Honorary cville@wanadoo.fr.
France Ville Christiane Iala
Member
Honorary Retraité Service Des jeanmarie.calbet@neuf.fr.

France Calbet Jean-Marie
Member Phares Et Balises
pierrejean.jannin@numericable.f.
France Jannin Pierre-Jean CEO Wms
r
Head, Maritime Gfabritius@cls.fr.

France Fabritius Gaëtan Cls
Surveillance
Maritime pdebusschere@cls.fr.
France Debusschere Pierre Cls
Surveillance
Service National De
onhil70@yahoo.fr.
Gabon One Hillarion Chef Service La Signalisation
Maritime
birgit.suhr@dlr.de.
Germany Suhr Birgit Projektleader Dlr
Federal Ministry Of
Assistant Head of gabriele.boettcher@bmvi.bund.de.
Germany Gabriele Boettcher Transport And Digital
Devision
Infrastructure
Federal Waterways
Program wilfried.niehaus@wsv.bund.de.
Germany Niehaus Wilfried And Shipping
Manager SMV
Administration
Federal Waterways dirk.eckhoff@wsv.bund.de.

Germany Eckhoff Dirk System Engineer
And Shipping Agency
Federal Waterways
Senior Master And Shipping Agency hartmut.hilmer@wsv.bund.de.
Germany Hartmut Harold Hilmer
Mariner Germany; Northn
Region Office North
Radio
stefan.bober@wsv.bund.de.
Germany Stefan Bober Technologies Fvt
NAV/VTS/RIS
Generaldirektion
Head Maritime A- Christian.Forst@wsv.bund.de.
Germany Forst Christian Wasserstrassen Und
to-N Service
Schifffahrt
Head of German Aerospace thoralf.noack@dlr.de.

Germany Noack Thoralf
Department Center
Page 129 of 160

German Federal
Jan-
Deputy Head of Waterways And
Germany Oltmann Jan-Hendrik Hendrik.Oltmann@wsv.bund.de.
Division Shipping
Administration
German Federal
Systems Waterways And sascha.heesch@wsv.bund.de.
Germany Heesch Sascha
Engineer Shipping
Administration
German Federal
Waterways And
Michael.Hoppe@wsv.bund.de.
Germany Hoppe Michael System Engineer Shipping
Administration, Traffic
Technologies Centre
engineer, system
support for German Waterways
peter.schneider@wsv.bund.de.
Germany Schneider Peter floating and fixed And Shipping
visual aids to Administration
navigation
German Waterways
Head of Traffic
And Shipping rainer.strenge@wsv.bund.de.
Germany Rainer Strenge Technologies
Administration, Traffic
Centre
Technologies Centre
Germany Aillerie Mathieu. Signalis Mathieu.Aillerie@Signalis.com.
Water- And Shipping gerhard.mueller-

Germany Gerhard Müller-Hagen Manager of VTS
Administration hagen@wsv.bund.de.
heinz.park@wsv.bund.de.
Germany Park Heinz System Engineer Wsa Wilhelmshaven
Schnoor
Germany Stichnothe Michael
Industrieelektronik
Schnoor
Germany Thimm Felix
Industrieelektronik
Director Maritime
Michael.bergmann@jeppesen.com.
Germany Bergmann Michael Industry-Affairs Jeppesen GmbH
and Services
Innovative Navigation
Germany Schmid Berthold
Gmbh
IALA World-Wide
jacques.manchard@iala-aism.org.
IALA Manchard Jacques Academy Senior Iala
Adviser
Committee wim.vdh@iala-aism.org.
IALA Van der Heijden Wim Iala
Secretary
Secretary- secgen@iala-aism.org.
IALA Prosser Gary Iala
General
Deputy
michael.card@iala-aism.org.
IALA Card Michael Secretary- Iala
General
Dean, IALA
IALA Leclair Jean-Charles World-Wide Iala jean-charles.leclair@iala-aism.org.
Academy
Administration Marie-helene.grillet@iala-aism.org.
IALA Grillet Marie Hélène Iala
Manager
Membership and lorraine.mbong@iala-aism.org.

IALA Mbong Lorraine Iala
Finance Officer
Conference advnav@btinternet.com.
IALA Hadley Mike Iala
Rapporteur
Page 130 of 160

Membership and
christine.philip@iala-aism.org.
IALA Philip Christine Finance Iala
Executive Officer
Committee seamus.doyle@iala-aism.org.
IALA Doyle Seamus Iala
Secretary
Mary.Dean@amsa.gov.au.
IALA Dean Mary Seconded officer Iala
IALA World-Wide
Academy stephen.bennett@iala-aism.org.
IALA Bennett Stephen Iala
Programme
Manager
ggs@vegagerdin.is.
Iceland Sigurdsson Greipur Gisli Vegagerdin
Secretary
IMO Sekimizu Koji IMO
General
International Maritime office@impahq.org.

IMPA Pelletier Simon President
Pilot´S Association
International Maritime
IMPA Paz Silva Jose Manuel Representative
Pilots' Association
Imso - International
esteban.pacha@imso.org.
IMSO Pacha Vicente Esteban Director General Mobile Satellite
Organization
Directorate General
dgllnoida@gmail.com.
India Surej A. M. Director General Of Lighthouses &
Lightships
Bagus Puguh bagus@multiintegra.co.id.

Indonesia Cadika Division Manager Pt Multiintegra
Hengga
Commissioners Of yvonne.shields@cil.ie.
Ireland Shields Yvonne Chief Executive
Irish Lights
Jfc Manufacturing Co colincon@jfc.ie.

Ireland Concannon Colin
Ltd
Director of
Commissioners Of robert.mccabe@cil.ie.
Ireland Mccabe Robert Operations &
Irish Lights
Navigation
Commissioners Of John.burke@cil.ie.
Ireland Burke John Director of TDS
Irish Lights
piero.pellizzari@mit.gov.it.
Italy Pellizzari Piero Rear Admiral Italian Coast Guard
Italy Scancarello Mario Selex Es
Francesco.frau@selex-es.com.
Italy Frau Francesco Selex Es
Italy Tonelli Giovanni Selex Es
Italy Deschner Enrico Elman
f.borghese@elmansrl.it.
Italy Borghese Francesco Elman
sale@floatex.com.
Italy Zuurbier Rudy Floatex
Michele.fiorini@selex-es.com.
Italy Fiorini Michele Selex Es
Page 131 of 160

Italy Scervo Rino Selex Es
Italy Gelli Stefano Selex Es
Italy Baglietto Pierpaolo Cipi
Chef de Port Autonome kassoum.traore@paa.ci.

Ivory Coast Kassoum Traore
department Abidjan
Port Autonome kouahopeingni@yahoo.fr.

Ivory Coast Peingni Kouaho
Abidjan
Yao
Port Autonome eycoffi@yahoo.fr.
Ivory Coast Coffi Emmanuel Harbour Master
Abidjan
Désiré
Port Autonome biseri.kalo@paa.ci.

Ivory Coast Bi Seri Kalo
Abidjan
General
Furuno Electric Co., takuo.kashiwa@furuno.co.jp.
Japan Kashiwa Takuo Department
Ltd.
Manager
Executive ikeda_t@jana.or.jp.
Japan Ikeda Tamotsu Jana
Director
Director General
Japan Nagamatsu Kenji Maritime Traffic Japan Coast Guard
Department
Director for Jcghkotsukikaku7-

Japan Noguchi Hideki Coordination of Japan Coast Guard 6r9i@kaiho.mlit.go.jp.
International
International
Japan Okubo Shin Japan Coast Guard
Section
Sena And Vans satot@s-vans.com.

Japan Sato Tatsuo Director
Co.,Ltd.
Sena And Vans morik@s-vans.com.

Japan Mori Katsumi Chairman
Co.,Ltd.
koichi_nishimura@y5.dion.ne.jp.
Japan Nishimura Koichi Staff Manager Tokyo Keiki Inc.
ishihara.hiroyuki@jrc.co.jp.
Japan Ishihara Hiroyuki Japan Radio Co. Ltd.
ishihara.hiroyuki@jrc.co.jp.
Japan Inoue Shuichi Japan Radio Co. Ltd.
Japan Terasaki Yoshitaka Tokyo Keiki Inc.
Zenilite Buoy
Japan Takeyasu Mitsuru
Company Limited
Zenilite Buoy
Japan Oji Nobuo
Company Limited
Maritime
Chairman of the janis.krastins@lja.lv.
Latvia Krastins Janis Administration Of
Board
Latvia
Head of Maritime
aigars.gailis@lhd.lv.
Latvia Gailis Aigars Hydrographic Administration Of
Service Latvia
zul@greenfinder.asia.
Malaysia Ariffin Zulkifly Director Greenfinder Sb
ezmil@greenfinder.asia.
Malaysia Sahrani Ezmil Director Greenfinder Sb
Page 132 of 160

Johor Port Authority

Raja Ahmad zuhairi.othman@gmail.com.
Malaysia Raja Othman VTMS Officer (Light Dues
Zuhairi
Peninsular Malaysia)
Johor Port Authority

Norzie norzie@lpj.gov.my.
Malaysia Ramlan Marine Manager (Light Dues
Hasnira
Peninsular Malaysia)
Safety Navigation Light Dues Board rossid@marine.gov.my.

Malaysia Musa Rossid
Director Peninsular Malaysia
Aid To Navigation
Mohamad Light Dues Board halim@marine.gov.my.
Malaysia Ahmed Principal
Halim Peninsular Malaysia
Assistant Director
Light Dues Board hairizam@marine.gov.my.

Malaysia Albukhari Hairizam Board Secretary
Peninsular Malaysia
Light Dues Board general@masa.org.my.

Malaysia Kassim Mohd Noor Board Member
Peninsular Malaysia
Light Dues Board ahmad@marine.gov.my.

Malaysia Othman Ahmad Chairman
Peninsular Malaysia
Light Dues Board layhua.yap@treasury.gov.my.

Malaysia Yap Lay Hua Member
Peninsular Malaysia
Abdullah Light Dues Board abdullah@mot.gov.my.

Malaysia Basiron Member
Yusoff Peninsular Malaysia
Light Dues Board zaaim_hassan@yahoo.com.my.

Malaysia Hassan Zaaim Member
Peninsular Malaysia
Dirección General cgurreav@sct.gob.mx.

México Gurrea Claudio
Marina Mercante
International
INFO@IHB.MC
Monaco Ward Robert President Hydrographic
Organisation
Aids to National Institute Of

lchirindja@yahoo.com.br.
Mozambique Chirindja Laura Navigation Hydrography And
Manager Navigation - Inahina
Directeur adjoint
de la direction
des
New infrastructures de Gouvernement De La jean.laurent@gouv.nc.
Laurent Jean
Caledonia la topographie et Nouvelle-Calédonie
des transports
terrestres
(DITTT)
Alistair.Taylor@vega.co.nz.
New Zealand Taylor Alistair Vega Industries
New Zealand Taylor Tony Vega Industries
Norway Olsen Geir Product Manager Jeppesen Norway As geir.olsen@jeppesen.com.
Norway Schuett Todd Kongsberg Norcontrol
stig.erik.christiansen@kongsberg.co
GNSS Product
Norway Christiansen Stig Erik Kongsberg Seatex m.
Manager
Head of Norwegian Coastal jon.leon.ervik@kystverket.no.

Norway Ervik Jon Leon
Department Administration
Norwegian Coastal kirsti.slotsvik@kystverket.no.

Norway Slotsvik Kirsti Lovise Director General
Administration
Norway Tomren Guttorm Head of AtoN Norwegian Coastal guttorm.tomren@kystverket.no.
Page 133 of 160

section Administration
Norway Gjersoe Morten Jotron As Morten.gjersoe@jotron.com.
Norway Bong Jae Kongsberg Norcontrol
Norway Schimtz Wiebe Kongsberg Norcontrol
Norwegian Coastal john.erik.hagen@kystverket.no.

Norway Hagen John Erik
Administration
Arabian Maritime & yasser.alyahmadi@amnas-

Yasser Technical Service
Oman Al Yahmadi Navigation Aids oman.com.
Hamood Manager
Services
Arabian Maritime &

Procurement procurement@amnas-oman.com.
Oman Al Siyabi Badar Amur Navigation Aids
Officer
Services
Manager
Papua New National Maritime dthomas@nmsa.gov.pg.
Thomas Dii Navigation Safety
Guinea Safety Authority
Services
Papua New Compliance ahay@nawae.com.pg.

Hay Adam Nawae Construction
Guinea Manager
Chief of Staff,
Mssc/
Maritime Safety
Commanding charity_1211@yahoo.com.
Philippines Copiaco Charity Services Command,
Officer, Vessel
Coast Guard
Safety
Enforcement Unit
Vice
Philippine Coast valeriebnzn@yahoo.com.
Philippines Chen Cecil Commandant for
Guard
Administration
Software
Engineering michal.burka@sprint.pl.
Poland Burka Michal Sprint S.A.
Department
Director
R&D Department artur.baranowski@sprint.pl.

Poland Baranowski Artur Sprint S.A.
Director
Director for Aids Urzad Morski W jan.mlotkowski@umgdy.gov.pl.

Poland Mlotkowski Jan
to Navigation Gdyni
Navigation
Poland Ledochowski Marek Urzad Morski w Gdyni marek.ledochowski@umgdy.gov.pl.
Manager
Portugal Silva José Deputy Director Direção de Faróis maria.silva@marinha.pt.
Portugal Teles Jorge Head of division Direção De Faróis santos.teles@marinha.pt.
Portugal Santos Manuel Head of division Direcção De Faróis manuel.santos@marinha.pt.
Maritime Safety & jacinto.desousa@signalis.com.

Portugal De Sousa Jacinto Signalis
Security Advisor
Republic of
Yun Horyeol Manager Daekee Marine Corp horyun@empal.com.
Korea
Republic of ykbang@daekee.co.kr.
Bang Young CEO Daekee Marine Corp.
Korea
Republic of daekee@daekee.co.kr.
Kim Donggeun Consultant Daekee Marine Corp.
Korea
Page 134 of 160

Electronics And
Republic of Senior bdkim@etri.re.kr.
Kim Byungdoo Telecomunications
Korea Researcher
Reserarch Insitute
Electronics And
Republic of Principle bglee@etri.re.kr.
Lee Byung-Gil Telecomunications
Korea Engineer
Reserarch Insitute
Republic of Secondment clicker2000@korea.kr.

Cho Yong Hun Iala
Korea Officer
Kimft Belonging To
Republic of sirius46@daum.net.
Jang Eunkyu Brian Director Mof Of Republic Of
Korea
Korea
Republic of Chief of Korea Association Of seok6968@hanmail.net.

Seok Youngguk
Korea Headquarter Aids To Navigation
Republic of Director of Aton Korea Association Of atonlsj@hanmail.net.

Lee Seungjae
Korea Inspection Office Aids To Navigation
Chief of
Republic of Korea Association Of minsuids@hanmail.net.
Jeon Minsu International
Korea Aids To Navigation
Affairs Division
Republic of Korea Maritime And cooksg@kmou.ac.kr.

Gug Seung Gi Professor
Korea Ocean University
Republic of Ministry Of Oceans ankwang@gmail.com.

An Kwang Deputy Director
Korea And Fisheries
Republic of Ministry Of Oceans hdkong1022@korea.kr.

Kong Hyun Dong Director
Korea And Fisheries
Republic of Ministry Of Oceans aton6@daum.net.

Bae Yong Chan Assistant Director
Korea And Fisheries
Republic of Assistant Mokpo Maritime smileseong@mmu.ac.kr.

Seong Yuchang
Korea Professor University
Republic of Director of Ocean Newmarine inkwan01@naver.com.

Kim Inkwan
Korea Energy Institute Engineering Co., Ltd.
Republic of Newmarine skko@newmarine.co.kr.

Ko Sung-Kwang CEO
Korea Engineering Co., Ltd.
Republic of Assistant jiwon.seo@yonsei.ac.kr.

Seo Jiwon Yonsei University
Korea Professor
Republic of
Kang Sungbok Woori Marine Co.,Ltd.
Korea
Republic of Jl.lee@woorimarine.com.
Lee Yong-jae President Woori Marine Co.,Ltd.
Korea
Republic of jnhyo@yonsei.ac.kr.
Rhee Joon Hyo Graduate Student Yonsei University
Korea
The Head of North-Western Basin

S.Rostopshin@spb.rosmorport.ru.
Russia Sergei Rostopshin Saint-Petersburg Branch Of Fsue
VTS «Rosmorport».
Department Of
Russia Travin Sergey Chief Navigation And
Oceanography
Chief of the Department Of Unio_main@mil.ru.

Russia Sobolev Vadim
International Navigation And
Page 135 of 160

Section Oceanography
Department Of
Chief of the
Russia Bukhov Denis Navigation And
Repair Plant
Oceanography
Directeur des Port Autonome De makhouzin@yahoo.fr.

Senegal Amadou Ndiaye
Phares et Balises Dakar
Maritime And Port Thai_low_Ying-

Senior Assistant
Singapore Thai Low Ying-Huang Authority Of Huang@mpa.gov.sg.
Hydrographer
Singapore
Director (Port Maritime And Port

Parry_S_L_OEI@mpa.gov.sg.
Singapore Oei Parry Services) / Chief Authority Of
Hydrographer Singapore
Controller The Maritime And

lim_cheng_hai@mpa.gov.sg.
Singapore Lim Cheng Hai (Vessel Traffic Port Authority Of
Management) Singapore
Managing Wealth Marine Pte sales@wealthmarine.com.sg.

Singapore Lee Adrian
Director Ltd
Managing Marine Data steven@marinedata.co.za.

South Africa Nell Steve J.
Director Solutions
Executive Head:
South African
Centre for Sea kotto@samsa.org.za.
South Africa Otto Karl Maritime Safety
Watch &
Authority
Response
Regional Tnpa Lighthouse And siva.moodley@transnet.net.

South Africa Moodley Siva
Manager Navigational Systems
Senior Manager:
Transnet National david.gordon@transnet.net.
South Africa Gordon David Lighthouse and
Ports Authority
Navigational
Commercial Transnet National bheki.mhlongo@transnet.net.

South Africa Mhlongo Bheki
Manager Ports Authority
Technical
Transnet National kribashin.coopoo@transnet.net.
South Africa Coopoo Kiru Services
Ports Authority
Manager
Snr. Manager: South African

jcollocott@samsa.org.za.
South Africa Collocott James Aids to Maritime Safety
Navigation Authority
Senior Research ywkim@gmtc.kr.

South Korea Kim Yongwon Gmt Co., Ltd.
Engineer
Principal
Soon_Jong_Kim@gmtc.kr.
South Korea Kim Soon Jong Research Gmt Co., Ltd.
Engineer
Research Seoul National yunho3@snu.ac.kr.

South Korea Yun Ho
Associate University
Seoul National gksejrghk@snu.ac.kr.

South Korea Han Deokhwa Ph.D. Candidate
University
info@almarin.es
Spain Cuero César Almarin
Spain Rodríguez Libardo Almarin
Jefe de la Unidad
Autoridad Portuaria orlandog@puertoaviles.com.
Spain García Sánchez Orlando de Ayudas a la
De Avilés
Navegación
Page 136 of 160

Responsable de
Arenas Autoridad Portuaria jarenas@portsdebalears.com.
Spain Jaime mantenimiento
Bartolomé De Baleares
(AtoN)
Monzonís Autoridad Portuaria jmonzonis@portcastello.com.

Spain Juan José Presidente
Martínez De Castellón
Jefe de
Departamento de
Dopico Autoridad Portuaria gdopico@apfsc.es.
Spain Gervasio Mantenimiento y
Martínez De Ferrol- San Cibrao
Señales
Marítimas
Aids to
Navigation Autoridad Portuaria calvo@puertosantander.com.
Spain Calvo Carlos
Systems De Santander
Technician
Técnico de
Heredero Sistemas de Autoridad Portuaria fars@porttarragona.cat.
Spain Juan José
Bermejo Ayuda a la De Tarragona
Navegación
Jefa de
Autoridad Portuaria marisa.marco@portovilagarcia.es.
Spain Marco Marisa Infraestructuras y
De Vilagarcia
Planificación
Responsables
antonio.cebrian@portdebarcelona.c
Cebrián del Servicio de
Spain Antonio Port De Barcelona at.
González Ayudas a la
Navegación
Quevedo Sener Ingeniería Y elena.quevedo@sener.es.

Spain Elena Engineer
Baquerizo Sistemas, S.A.
CEO - Smalle hmartin@smalletec.com.

Spain Martín Héctor Spanish Delegation
Technologies, Sl
patrick@almarin.es.
Spain Lindley Patrick Director Almarin
Spain Vasconcelos Luis Almarin
López Grupo Mecánica Del bcordoves@gmv.com.

Spain Marcos
Cabeceira Vuelo Sistemas Sau
Sanandres eccabezas@indra.es.
Spain Cristina Indra
Paniagua
Director de La Maquinista Enrique.bernabeu@lmvsa.com.

Spain Bernabéu Dolz Enrique
Producto Valencia
Mediterraneo Señales
Spain Martínez Antonio
Marítimas
Mediterraneo Señales comercial@mesemar.com.

Spain Romero Fernando
Marítimas
Mediterraneo Señales comercial@mesemar.com.

Spain Rodríguez Ignacio
Marítimas
Mediterráneo Señales mesemar@mesemar.com.

Spain Haro Pilar
Marítimas
Jefe De Calidad Autoridad Portuaria jmartin@portsdebalears.com.

Spain Martín Jiménez Jorge
E Innovación De Baleares
Autoridad Portuaria arzo@portcastello.com.

Spain Arzo Cubero Roberto José Director General
De Castellón
Fernández carlosfsalinas@centrojovellanos.co
Spain Carlos Jefe de área VTS Salvamento Marítimo
Salinas m.
Page 137 of 160

Maceiras Director de diroper@sasemar.es.

Spain Joaquín Salvamento Marítimo
Saborido operaciones
Rodríguez Director de lcc@sasemar.es.

Spain Sergio Salvamento Marítimo
Carbonell operaciones
Jefe Depart.
Autoridad Portuaria eblanco@puertocoruna.com.
Spain Blanco Gallego Eduardo Pesca y
A Coruña
Patrimonio
Jefe División
González Autoridad Portuaria jgonzalez@puertocoruna.com.
Spain Jorge Mantenimiento y
Martínez A Coruña
SAN
Jefe Área Autoridad Portuaria A direccion@puertocoruna.com.

Spain Roel Cabal Susana
Explotación Coruña
Jefe División
Castro Autoridad Portuaria A rcastro@puertocoruna.com.
Spain Ramón Comunicación y
González Coruña
RREE
jose.ignacio.villar.garcia@xunta.es.
Spain Villar García José Ignacio Director Portos De Galicia
Spain Morales Elena Puertos Del Estado
Spain Negreira Souto Carlos
Spain Cid Maria Luisa
Rodriguez
Spain Rafael
Valero
Spain Juárez Casado Jesús
Spain Martinez Calvo Manuel
Asesora
Corporativa y
Spain Miquel Subías Eva Puertos Del Estado
Comunicación de
Puertos del
Director Técnico
Rodríguez arodriguez@puertos.es.
Spain Álvaro de Puertos del Puertos Del Estado
Dapena
Estado
Martín jmsd@puertos.es.
Spain Javier Puertos Del Estado
Santodomingo
Jefe de Área de
Juan Ayudas a la jfrebollo@puertos.es.
Spain Rebollo Lledó Puertos Del Estado
Francisco Navegación
Marítima de
jc.diez@puertos.es.
Spain Díez José Carlos Puertos Del Estado
etortosa@puertos.es.
Spain Tortosa Enrique Puertos Del Estado
sebas@puertos.es.
Spain Espinar Sebastián Puertos Del Estado
Jefe
Gaitón Departamento ngaiton@puertos.es.
Spain Nuria Puertos Del Estado
Redondo Relaciones
Internacionales
Page 138 of 160

de Pu
Jefe de Dpto. de
Protocolo y
Spain Lerín Del Abril Angustias Puertos Del Estado
Eventos
Corporativos
Manzano
Spain Laura Puertos Del Estado
Torres
Subdirector
mgomez@puertos.es.
Spain Gómez Martín Manuel Servicios al Puertos Del Estado
Cliente
Spain Gómez Emilio Puertos Del Estado
Dpto. Relaciones ryubero@puertos.es.

Spain Yubero Sierra Rosa María Puertos Del Estado
Internacionales
Fernández De
Comandante / jrfmesa@oc.mde.es.
Spain Mesa José Ramón Armada Española
Director
Temboury
Losada Autoridad Portuaria A presidencia@puertocoruna.com.

Spain Enrique Presidente
Rodríguez Coruña
Presidente y
miembro del
Spain Durán Hermida José Juan Portos De Galicia
comité
organizador
Spain Llorca José Presidente Puertos Del Estado
Pedrosa jlpf@sasemar.es.
Spain Juan Luis Director Sasemar
Fernández
julioeq29@hotmail.com.
Spain Quintana León Julio Eduardo Intern Smalle Technologies
Crecente Director Crecente Mario@crecenteasociados.com.

Spain Juan Mario Crecente Asociados
Maseda asociados
Jefe De Servicio jmldiaz@centrojovellanos.com.

Spain Diaz Perez Jose Manuel Sasemar
De Formacion
Coordinador de jordi.puig@abertistelecom.com.
Spain Puig Orobitg Jordi Abertis Telecom
Proyectos
jose.manuel.platas@abertistelecom.
Coordinador
Spain Platas Casais José Manuel Abertis Telecom com.
proyectos
Encargado Autoridad Portuaria azea@apalmeria.com.

Spain Zea Gandolfo Antonio Jose
S.A.N. De Almeria
Responsable
SAN (Sistemas Autoridad Portuaria jlgandolfo@apc.es.
Spain Gandolfo Pretel Jose Luis
de Ayuda a la De Cartagena
Navegación)
Servicio de
Autoridad Portuaria jtorres@puertohuelva.com.
Spain Torres Torrres Juan Antonio Ayudas a la
De Huelva
Navegación
Jefe De Unidad Autoridad Portuaria

nbenitez@apba.es.
Spain Fillol Andreu Angel De Señales De La Bahia De
Maritimas Algeciras
Director de
Pascual Autoridad Portuaria ipascual@valenciaport.com.
Spain Ignacio Gestión de
Navarro De Valencia
Infraestructuras
Page 139 of 160

NOTAM service European Satellite Pilar.Azcarraga@essp-sas.eu.

Spain Morán Jorge
Expert Services Provider
Jefe de
eduardo.gonzalez@portdebarcelona
González Conservación y
Spain Eduardo Port De Barcelona .cat.
Sánchez Ayudas a la
Navegación
Pasamontes Portel Servicios epasamontes@portel.es.

Spain Eduardo Preventa
Medrano Telemáticos S.A.
Service
European Satellite Pilar.Azcarraga@essp-sas.eu.
Spain Álvarez Jose Manuel development
Services Provider
Manager
Portel Servicios cristinap@portel.es.

Spain Peña Cristina Jefa de Proyecto
Telemáticos S.A.
Castiñeira Gestor de acastineira@gmail.com.

Spain Antonio Sice
Redondo Proyectos
Senior Deputy Sri Lanka Ports athulahewa@slpa.lk.

Sri Lanka Hewavitharana Athula
Harbour Master Authority
Saab
Sweden Griesheimer Anton
Transpondertech AB
Saab
Sweden Jonker Richard
Transpondertech AB
Swedish Maritime jesper.backstedt@sjofartsverket.se.

Sweden Baeckstedt Jesper Project Manager
Administration
Senior Technical Swedish Maritime rolf.zetterberg@sjofartsverket.se.

Sweden Zetterberg Rolf
Adviser Administration
Swedish Maritime
Sweden Karlsson Fredrik
Administration
Swedish Maritime ulf.siwe@sjofartsverket.se.

Sweden Svedberg Ulf
Administration
Swedish Maritime
Sweden Eriksson Ove
Administration
monica.sundklev@transportstyrelse
Swedish Transport
Sweden Sundklev Monica Nautical Adviser n.se.
Agency
Saab
Sweden Bergljung Peter
Transpondertech AB
Swedish Maritime anders.brodje@sjofartsverket.se.

Sweden Brödje Anders
Administration
Transas Marine
Sweden Baldacchino Simon
International
Transas Marine
Sweden Rostopshin Dmitry
International
Taiwan,
Senior Sales Alltek Marine lukaswang@alltekmarine.com.
Province of Wang Lukas
Manager Electronics Corp
China
Hydrographic
Vice Admiral witoon.t@navy.mi.th.
Thailand Tantigun Director General Department, Royal
Witoon
Thai Navy
Head of Aids to
Hydrographic
Navigation chaiyoth33@gmail.com.
Thailand Kongkwan Chaiyoth Department, Royal
Division,
Thai Navy
Navigational
Page 140 of 160

Supporting
Center
The VTS Training c.stedehouder@marin.nl.

Cees Stedehouder Marin/Mscn
Netherlands Manager
Ministry Infrastructure
The And The jeffrey.van.gils@rws.nl.
Van Gils Jeffrey Senior Advisor
Netherlands Environment,
Rijkswaterstaat
The And The ernst.bolt@rws.nl.
Bolt Ernst Senior Adviser
Rijkswaterstaat
Educational
The And The Gerardine.delanoye@rws.nl.
Delanoye Gerardine Coordinator VTS
River Scheldt
Rijkswaterstaat
The And The peter.hooijmans@rws.nl.
Hooijmans Peter Senior Adviser
Rijkswaterstaat
The Director for And The Brigit.gijsbers@miniem.nl.
Gijsbers Brigit
Netherlands Maritime Affairs Environment,
Rijkswaterstaat
Senior Advisor
Maritime Netherlands Ministry
The International, Of Infrastructure And pieter.paap@rws.nl.
Paap Pieter
Netherlands national The Environment,
coordinator IALA Rijkswaterstaat WVL
Affairs
The Dutch VTS lbiber@nnvo.nl.

Biber Lilian Director
Netherlands Foundation
The Senior Advisor m.ramos@portofrotterdam.com.

Rohner Ben Port Of Rotterdam
Netherlands (VTS)
RWP.Seignette@portofrotterdam.co
The Program
Seignette Raymond Port Of Rotterdam m.
Netherlands Manager
Rijkswaterstaat,
The Ministry Of rob.langen@rws.nl.
Langen Rob Senior Advisor
Netherlands Infrastructure And
The Environment
The padje@stc-r.nl.
Van T Padje Wim H. M. Manager Stc B.V.
Netherlands
System Manager
The The Netherlands ernesto.wijnands@kustwacht.nl.
Wijnands Ernesto Communication
Netherlands Coast Guard
Systems
Head of Aids to
The khaled.jaber@pintschaben.com.
Jaber Khaled Navigation Pintsch Aben B.V.
Netherlands
Department
The r.Hogendoorn@hitt.nl.
Hogendoorn Rene Saab SBS
Netherlands
Trinidad and
Boland Ralph
Tobago
Turkey Cehreli Tuncay supervisor Directorate General tcehreli@kegm.gov.tr.
Page 141 of 160

Of Coastal Safety
Directorate General hasan@denizcilik.gen.tr.

Turkey Terzi Hasan VTS Supervisor
Of Coastal Safety
Directorate General levent.kalfa@kegm.gov.tr.

Turkey Kalfa Levent Manager
Of Coastal Safety
Captain / Vts Directorate General ugurkarabay@hotmail.com.

Turkey Karabay Ugur
Supervisor Of Coastal Safety
Mustafa Directorate General mcelalettinuysal@gmail.com.

Turkey Uysal Head of Dept.
Celalettin Of Coastal Safety
Taner.Akndeniz@idealteknoloji.com
Ideal Teknoloji Bilisim
Turkey Akdeniz Taner .
Cozumleri A.S.
Head of
State Hydrographic miagkova@yahoo.com.
Ukraine Miagkova Alla International
Service Of Ukraine
Relations
United Arab Dubai Maritime City imane.himmi@dmca.ae.

Woldghamail Khamis
Emirates Authority
United Arab Dubai Maritime City imane.himmi@dmca.ae.

Ewidah Mahmoud Director IT
Emirates Authority
United Her Royal Highness, The The Corporation of

Master
Kingdom Princess Royal, Princess Anne Trinity Housed
United Northern Lighthouse bobm@nlb.org.uk.

Mcintosh Robert Civil Engineer
Kingdom Board
United Northern Lighthouse veronica@nlb.org.uk.

Bullock Mike Chief Executive
Kingdom Board
United Navigation Northern Lighthouse PeterD@nlb.org.uk.

Douglas Peter
Kingdom Manager Board
United Director of Northern Lighthouse MorayW@nlb.org.uk.

Waddell Moray
Kingdom Engineering Board
Business dave.kelleher@babcockinternational
United Babcock International
Kelleher David Development .com.
Kingdom Group
Manager
United Research General Lighthouse lynn.yaxley@gla-rrnav.org.

Ward Nicholas
Kingdom Director Authorities
United R&Rnav General Lighthouse martin.bransby@gla-rrnav.org.

Bransby Martin
Kingdom Manager Authorities
United Accseas Project General Lighthouse alwyn.williams@gla-rrnav.org.

Williams Alwyn
Kingdom Manager Authorities
United Principal General Lighthouse malcolm.nicholson@gla-rrnav.org.

Nicholson Malcolm
Kingdom Engineer Authorities
United Principal General Lighthouse alan.grant@gla-rrnav.org.

Grant Alan
Kingdom Engineer Authorities
Director of
United Northern Lighthouse phild@nlb.org.uk.
Day Phillip Marine
Kingdom Board
Operations
United Pharos Marine adrianwilkins@talk21.com.

Wilkins Adrian
Kingdom Automatic Power
Page 142 of 160

United Director of roger.barker@thls.org.

Barker Roger Trinity House
Kingdom Navigation
United Director of jim.scorer@thls.org.

Scorer Jim Trinity House
Kingdom Operations
United Executive julia.king@thls.org.

Mcnaught Ian Trinity House
Kingdom Chairman
United Senior Manager simon.millyard@thls.org.

Millyard Simon Trinity House
Kingdom Operations
United Engagement Uk Hydrographic edward.hosken@ukho.gov.uk.

Hosken Edward
Kingdom Manager Office
joe.cummings@denbridgemarine.co
United
Lee Simon Denbridge Marine Ltd m.
Kingdom
Paul.critcheley@kelvinhughes.co.u
United
Critchley Paul Kelvin Hughes Ltd k.
Kingdom
United Managing Pharos Marine sales@pharosmarine.com.

James Owen
Kingdom Director Automatic Power
United louise.coates@softwarerad.com.
Davies Mark Srt System Solutions
Kingdom
United Director of djp@nautinst.org.

Patraiko David The Nautical Institute
Kingdom Projects
Assistant R&R
United General Lighthouse link.powell@gla-rrnav.org.
Powell Link Development
Kingdom Authorities
Engineer
Director AIS george@mysix.com.

USA Best George Orbcomm
Sales
judy@shinemicro.com.
USA Johnson Mark CEO Shine Micro, Inc.
Paulf.muller@tidelandsignal.com.
USA Mueller Paul Tideland Signal
USA Cairns William U. S. Coast Guard William.R.Cairns@uscg.mil
USA Smith Scott Deputy Director U. S. Coast Guard Scott.J.Smith2@uscg.mil
USA Arroyo Jorge Program Analyst U. S. Coast Guard Jorge.Arroyo@uscg.mil
USA Detweiler George U. S. Coast Guard George.H.Detweiler@uscg.mil
USA Kautz William U. S. Coast Guard william.d.kautz@uscg.mil
Vice President of
Business
USA Vargas Ivan Automatic Power ivargas@automaticpower.com
Development,
Marketing
cwq@tidelandsignal.com.
USA Quickenden Clive Tideland Signal
USA Parker Anthony Tideland Signal
USA Jedrejcic Goran Trimble
USA Sollosi Mike Chief, office of U. S. Coast Guard Mike.M.Sollosi@uscg.mil.
Page 143 of 160

Navigation
Systems
Director de
Ochina - Ministerio
Manuel De Servicios de dirsan.ochina@gmail.com.
Venezuela Segredo Alayón Del Poder Popular
Los Reyes Ayudas a la
Para La Defensa
Navegación
Adjunto Dirección
Ochina - Ministerio
Cañizales de Servicios de freddyjcg@gmail.com.
Venezuela Freddy José Del Poder Popular
Graterol Ayudas a la
Para La Defensa
Navegación
Servicio De
Lorenzo Técnico lorenzolopez444@gmail.com.
Venezuela López Herrera Hidrografía Y
Antonio Hidrógrafo
Navegación
Servicio De
Carlos Auxiliar de ccarlosd84@hotmail.com.
Venezuela Castillo Díaz Hidrografía Y
Oswaldo Hidrografía
Navegación
Contreras Pablo marineparts31@hotmail.com.

Venezuela Tideland Signal
Navarrete Antonio
Southern Vietnam
longvmss@gmail.com.
Vietnam Pham Van Quang Maritime Safety
Corperation
Deputy Chief of
Southern Vietnam
International trantieulong2001@yahoo.com.
Vietnam Tran Tieu Long Maritime Safety
Cooperation
Corperation
Department
Vietnam Maritime
Chairman of sea_river8x@yahoo.com.
Vietnam Bui The Hung Safety - North
Members Council
Corporation
Director of VIETNAM MARITIME

nguyenkhachoanghp1988@gmail.c.
Vietnam Le Danh Hai Maritime Safety SAFETY - NORTH
om
Division - Central CORPORATION
Page 144 of 160

ANNEX G Key Note Address by Mr. Koji Sekimizu, IMO Secretary

General
IALA is a non-profit international technical association among marine aids to navigation authorities,
manufacturers, consultants and scientific and training institutions to make exchange of experience
and achievements to harmonize Aids to Navigation (AtoN) Services worldwide. Their activities and
contributions to the work of IMO has always been appreciated and IMO has been enjoying an
excellent record of cooperation with IALA in the field of Aids to Navigation.
This week, I attended the opening session of the 18th IALA Conference held in A Coruña, Spain,
with Minister of Public Works of Spain, Ana Pastor, and President of Puertos del Estado, José
Llorca, the host of this Conference.
At the opening Keynote speech, I spoke about my initiative for the Review and Reform process
which produced the Study Report on long-term financial sustainability of IMO, a transparent budget
formation process, revised structure of sub-committees, new human resources management
policies, new technical cooperation based on the country profiles and national maritime policy
formation and strengthened outreach activities through social media. Review and Reform is my
main avenue of management aiming at an efficient, creative, forward-looking UN Agency in the 21st
century.
I also stated that I am speaking about the objectives of activities of IMO at various public speaking
opportunities and conferences. I touched upon my vision for the Accident Zero Campaign,
reduction of maritime casualties by half, eradication of marine piracy, implementation of the Ballast
Water Management Convention, the concept of the Sustainable Maritime Transportation System,
IMO as the global organization for policy coordination among various sectors acting as the
Institutional Framework for the Sustainable Maritime Transportation System.
I also touched upon the worrying state of safety of domestic passenger ships which counted 2,932
casualties over just two and a half years and repeated my statement at MSC 93 that the time has
come to make a further step forward to improve safety of passenger ships regardless of the nature
of navigation, either international or domestic. The general public should enjoy the same level of
minimum safety standards of passenger ships.
Then I remarked on the status of development on e-Navigation at IMO.
I stated that, after eight years of serious discussion at the NAV and COMSAR Sub-Committees, I
could not see a clear output coming from the long debate at IMO at the practical level.
IMO is a technical body and we need outputs in the format of technical guidelines, standards,
recommendations for the industry and manufactures. For example, the decade of discussion
produced the Goal Based Standard for new ship construction; MARPOL’s new Annex on air
pollution prevention, GMDSS, passenger ship revised safety standards and so on.
On e-Navigation, yes, the strategy towards e-Navigation was established and the draft Strategy
Implementation Plan is under development but we have not yet produced tangible technical
guidelines, standards or recommendations for the industry and manufacturers. I raised a question
to the audience of the IALA Conference as to whether IMO has provided a beacon for the AtoN
community and manufacturers and whether they are satisfied with the output from eight years of
discussions over e‑Navigation at IMO.
As my concluding remarks, I stated that the discussion on e-Navigation should not become a
continuous task at IMO without producing technical outputs and I encouraged IALA and their
associated members to take a leadership role in the discussion at the newly formed Sub-
Committee on Navigation, Communications and Search and Rescue (NCSR) towards producing
tangible practical and technical outputs.
This mission to the IALA Conference was a useful opportunity for me to meet members of IALA
and discuss contemporary issues surrounding AtoN worldwide and I appreciate the invitation from
President, José Llorca, and the Secretary General of IALA, Gary Prosser.
Page 145 of 160

It was a good opportunity for the three Heads of Organizations, IMO, IHO and IALA, to reconfirm
our strong cooperation in the fields of Aids to Navigation. I am pleased with the support voiced by
members of the IALA Council to the Accident Zero Campaign in the field of VTS and enthusiastic
comments on the future of our cooperation.
This conference was held in A Coruña where the Tower of Hercules Lighthouse, World Heritage
Site of UNESCO, has been sending beacons for seafarers for nearly 2,000 years from the Roman
ages. I was introduced to the Tower by the Deputy Mayor, Dna. Maria Luisa, after the meeting with
the City Mayor, Snr. D. Carlos Negreira Souto, at the most beautiful City Hall. It is difficult to
imagine a more appropriate setting for the IALA Conference and I expressed my heartfelt gratitude
to the City Mayor for the support of the City inviting the IALA Conference this year.
Page 146 of 160

ANNEX H Address by Mr Carlos Negreira Souto, Mayor of A Coruna

Ladies and gentlemen .
From the first century of our era to today, the port of A Coruña has called millions of seafarers to its
docks. All have been helped in their journey by the world's oldest operating lighthouse, the Torre
de Hercules. So I cannot think of a better place than this city to host a major conference of IALA .
I welcome you to a city that was born, raised and always developed its sheltered harbour and
lighthouse. From today until next Saturday, the harbour and the lighthouse convenes 450
participants from 54 countries. Our city, open to the world and cultivated since the first century, is
once more apparent.
I thank IALA for choosing to host this plenary conference at A Coruña, the first European city to
host it since 1998. I have no doubt that this general conference will serve to project the image of A
Coruña internationally, and its association with a monument of our city that symbolizes values such
as respect for our history, passion for sailing and maritime safety .
2014 is also a very special year for the whole city because very soon, on June 27th, will be the fifth
anniversary of the declaration of the Torre de Hercules as a World Heritage Site. Civil society was
the main driver of this distinction, but the support of international institutions such as IALA was
decisive for our bid to come to fruition and the Torre de Hercules became the first lighthouse in the
world declared as World Heritage Site by UNESCO.
According to recent research, our lighthouse was built in the first century, probably during the reign
of the Roman Emperor Claudius, at a time when Rome was just embarking on the conquest of
Britannia and creating a maritime route linking Sevilla ( Hispalis then) with what is now Britain. In
this route, established primarily for the transportation of oil, A Coruña was the port of support
before making the leap to the islands.
The conquest of Britannia is contained in the real origin of the lighthouse. And interestingly,
another conquest, Ireland, is the basis of one of the most popular legends associated with the
Torre, one that says that Ith, son of Breogán'son, saw Ireland from the top of our beacon and set
out to conquer it.
The lighthouse brought wealth and growth, paved the way for thousands of sailors who brought
prosperity, but also brought hostile visitors. In the V century the Normans invaded us and managed
to leave the city empty, then called Brigantia, leaving only one inhabitant, the Torre de Hercules.
So in later chronicles, Brigantia happens to be named as "The City of Faro".
After that forced migration, the whole city would return to the side of the tower, which over time
was deteriorating. So in the seventeenth century, King Carlos III ordered its restoration. I
encourage you to visit the lighthouse and climb the 234 steps to enjoy a magnificent restoration
that was praised by UNESCO.
It was during this restoration the tower was coated externally with granite , as we know it today.
This was also known by the great Picasso, who spent five years living in A Coruña and renamed it
the ‘Tower of Candy’, because of the colour of granite. Of course, Picasso painted and drew the
Tower. He is one of the hundreds of people from the world of culture that were inspired by the
lighthouse, which also included the Nobel laureate, Camilo José Cela .
Our lighthouse symbolises our past and our future. Transportation experts argue that the XXI
century will be an era of shipping. In fact, this is happening. Shipping is the backbone of
international trade and the global economy: about 80 % of world trade by volume and 70% by
value is transported by sea and passes through ports around the world, according the latest report
from the United Nations Conference on Trade and Development. In this report, it is highlighted that
international seaborne trade recorded an increase of 4.3% in volume in 2012, the last audited year.
A Coruña does not want to miss out on that transatlantic progress. Therefore, it has been added to
the economic and commercial trend with a gorgeous outer harbour, and will be one of the main
areas of future growth.
Page 147 of 160

But we are well aware that the progress of navigation must be matched by growth in maritime
safety. This much we know because we have suffered oil slicks even at the foot of the lighthouse.
Hence it is important for us to host the general conference of IALA, which has been working since
1957 to coordinate shipping and maritime safety.
Today, two thousand years after the wood fire was lit up for the first time at the top of the Torre de
Hercules, our beacon receives you with its electric eye winking from 59 metres high every 20
seconds, launching four flashes which are visible at 24 miles. It is our friendly business card to the
world, because the sea has shaped the character of this city, and made it open and tolerant.
I hope you enjoy your stay and that this meeting is very helpful and show us all future horizons.
Welcome to the City of Faro.
Thank you very much.
[English translation]
Page 148 of 160

ANNEX I Address by Mr Jose Llorca, President of Puertos del

Estado (Opening Session)
Distinguished Minister of Public Work and Transport, distinguished Mayor of the city of Coruña,
distinguished delegate of the Spanish government in Galicia, distinguished Regional Minister for
Agriculture, Rural Development and Maritime Affairs, distinguished General Secretary of the
International Maritime Organization, Mr. President of the International Association of Lighthouse
Authorities, Mr. President of the Port Authority of Coruña, Mr. General Secretary of IALA,
distinguished authorities, ladies and gentlemen, madame et monsieurs, señoras y señores.
Dear colleages, queridos amigos
It’s a privilege and a great honour to participate in this opening ceremony of the 18th conference of
the International Association sf Lighthouse Authorities as President of Ports Of Spain, a public
body depending on the Ministry of Public Works and Transport, responsible for the regulation and
control of the aids to navigation service in Spain.
And I do it as president of the organizing committee of this conference as well.
First of all, let me thank you for the confidence of your association in Spain, and particularly in the
body ports of Spain, for the organization of this conference, whose application was submitted in the
distant 2003 to the former Secretary General of IALA, Mr Torsten Kruuse, during the opening
ceremony of the important exhibition on lighthouses and other aids to navigation which took place
at the maritime museum of the city of Barcelona. This exhibition, for the first time in Spain, allowed
the collection and cataloguing of an important part of our historical and technological heritage in
the field of aids to navigation and made it known to society. A society that considers aids to
navigation and particulary ligthouses, part of their environment and their emotional landscape.
I also want to acknowledge the presence of the distinguished authorities who have joined us for
their support to the holding of this conference, which demonstrates its commitment as critical to the
safety of sea transport element as are the navigation aids.
And of course I thank all of you, the participants in the conference, delegates and accompanying
persons, their presence here in Spain and in the city of A Coruña has made its lighthouse, Torre de
Hercules, the symbol of the city as part of his coat of arms. We could not have found a better
venue in Spain to celebrate this 18th conference for his close relationship with the sea and
lighthouses.
And I can not finish without congratulating and thanking the team over these last two years that
has worked hard to make all this ready for the reunion of what you call IALA family. And I
especially want to thank the great collaboration within the organizing committee of the
representatives of the Port Authority and the municipality of La Coruña, with the Mayor in front,
without whose enthusiasm and collaboration would have been very difficult to organize this
conference. Thank you very much to all.
As you all know, this picture of the conference is an interpretation of the Torre de Hercules, Roman
lighthouse base, unique in the world heritage site declared by UNESCO. And this gives us insight
into the theme of the conference linking the past with the future of aid navigation in continuous
technological evolution, without breaking with elements that continue in service and remain
essential for marine navigation as headlights. The slogan adopted: from the Torre de Hercules to
the Electronic Navigation and Beyond perfectly reflects the spirit and content of the conference in
which the exchange of innovative experiences is its essential part .
I'm sure the 90 papers submitted by 152 authors, which will be presented by representatives from
24 countries, will respond to this innovative vision of navigation aids, and will represent new
technological developments in this field which have been industrially developed and placed on the
market and presented in the industrial exhibition which takes place in the framework of the
conference. I am convinced that the presence of 46 companies around the world presenting their
technological advances will be an item of great interest to you all.
Page 149 of 160

I thank them all. Despite the difficult international economic situation, we can congratulate
ourselves at this conference having reached record numbers of delegates, exhibitors, companies
and stands. Undoubtedly, A Coruña this week will be the centre of the world in this field.
I am convinced that the exchanged experiences, new industrial developments presented and the
conclusions of the conference which we will see next Saturday , are going to mark the lines of work
for the future of the authorities responsible for the administration of the navigation aids at all the
world , like the one I have the honour to preside over, helping us to become centres of excellence
in this area, based on a solid technical authority and a strong innovative capacity to meet the
challenges and developments in international maritime transport.
To be a centre of excellence we can not forget the formative aspects of latest equipment. In Spain
we are making progress in developing a model consistent with the educational structure of the
global academy IALA and model courses , hoping to become one of the most active collaborative
partners with IALA in this general area and especially for the promoting the use of the Spanish
language within the association.
In this regard, we inform you that, thanks to the presence of delegations from countries of the
Spanish language, we intend to formalize the constitution of the Ibero-American forum on Aids to
Marine Navigation, one of whose objectives is the exchange of experiences and the promotion of
the use Spanish in IALA, with concrete actions such as Spanish translations of the most relevant
technical recommendations and making available of these through the website of IALA and port
status.
For our part, from the organizing committee of the conference, we wanted to contribute to this
innovative spirit with two performances .
On the one hand to organize a paperless conference for the first time, which combines the
application of new technologies with a drive towards sustainability and environmental conservation.
I hope the outcome is positive and can perfectly follow the development of the Conference and
especially the technical sessions with the mobile tablet device, which is included in " the delegate
bag."
Furthermore we have devoted a technical session to the concept of ‘best practices’ to integrate into
the conference the more practical aspects, often developed in the technical field, which usually do
not have much space to present their experiences in a conference and certainly are contributing
significantly to the improvement of marine marking services.
I do not want to end my speech without inviting you to visit the exhibition this afternoon which will
be inaugurated in the exhibition hall of the Caixa Galicia Foundation under the theme ‘headlights -
the light should never be turned off’. I'm sure it will be of interest. We wanted to engage all
Coruñesa society in our conference and we felt that nothing better than open to society the
knowledge of what aids to navigation represents from the past into the future and meet some of
our important historical heritage in this field. Do not hesitate to visit the Torre de Hercules, since
largely it is why we are here today.
These are times of austerity and this has guided the organising committee throughout. But we are
sure that all will go as we hope and as planned by the organizing committee who have worked, and
continue to work, to ensure everything will work properly, providing happy memories of this
conference in the future. And we hope, of course, that you take to your countries of origin the
memory of this old European nation that is Spain and this Galician land located in European
Finisterre, which receives you with open arms, as it has always done since the Middle Ages with
pilgrims traveling to Santiago.
I do not want to say anything more.
I want to thank the AISM for trusting us with the organization of this conference and all of you for
coming here to the city of Coruña. And of course has the authorities that are with us today in this
inauguration ceremony for their presence and support.
Nothing more.
Page 150 of 160

Thanks again to the International Association of Lighthouses for their trust for organising this
conference and all of you for being here, and also our distinguished authorities who have sustained
us in this ceremony by their presence and support.
And thanks especially to you, Minister, for your presence here today and also for your commitment
and support to the celebration of the IALA Conference in Spain and generally everything related
with marine navigation aids . Our commitment to you as a public service responsible marine
marker of our country is to continue working for the Spanish excellence in this field .
Thanks of your attention, merci pour votre attention, thank you very much to all.
Page 151 of 160

ANNEX K Address by Dna Rosa Quintana, Regional Minister for

Agriculture, Rural Development and Maritime Affairs
Ms. Minister of Development, • Mayor of A Coruña, Government Delegate, • President of IALA,
President of the State Ports, President of the AP of A Coruña, Mr. Secretary of IALA, Mr. Secretary
General of the Committee of Industrial Members, Authorities and institutional and business
representatives, Speakers and attendees at the IALA Conference XVIII.
I want to convey the apologies of the President of the Xunta de Galicia, Alberto Núñez Feijoo who,
for reasons of inescapable agenda cannot share with you all this Opening Day, as had been his
desire.
On his behalf and on my own behalf I give our warmest welcome to all participants Galicia in the
18th Conference of the International Association of Marine Aids to Navigation and Lighthouse
Authorities (IALA ) and express our most sincere congratulations to the representatives of the
State Ports Authority and Port our hosts, promoters and organizers of this conference and thank
the IALA assessment of the proposal made in 2003 for a Coruña, Galicia, Spain as this
international meeting now begins.
We welcome you to a land with great awareness of the importance of marine safety, as sailors and
navigators who sailed seas and oceans from 5 continents since time immemorial, and suffered in
their own flesh the pain of shipwrecks, to the extent of its coastline baptized with the name of the
Coast of Death.
Perhaps that conscience, stirred by the bravery of its waters, the autonomous Galicia is now the
community of Spain with the highest number of navigation signals: 30 and 456 fog light signals,
day beacons and sound, located on land and sea over 1,700 kilometres of coastline.
They are the ideal setting for this Conference. This week we turn to the city of A Coruña as the
world capital of maritime safety. Not surprisingly, official representatives of 50 countries and
navigation experts have gathered at this meeting.
The unbreakable bond between Galicia and sea throughout history has left its mark in the form of
maritime signals , which for centuries guided navigation along the Atlantic coast.
The Torre de Hercules, built by the Roman Empire 2,000 years ago, is the epitome of this
statement, being the oldest operating lighthouse that exists and the only one in the world that has
been declared a UNESCO World Heritage Site.
A Symbol of the city of A Coruña, this lighthouse has for centuries guided sailors who sailed the
dangerous route between the Mediterranean and the North Atlantic lighthouse. Today, it
illuminates a city and a port that maintain the essence of their seafaring tradition, incorporating the
latest technological and social advances to remain a leader in the safe navigation.
And in this goal to improve maritime safety every day, there are signals along the coasts of Galicia
operated by administrations through five port state authorities , such as A Coruña, Ferrol -San
Cibrao, Vilagarcía Marín, Pontevedra and Vigo, and 122 ports of regional ownership.
The nearly 500 beacon signals for navigation make Galicia the great Atlantic lighthouse, which
oversees the safety of more than 40,000 vessels per year transit the corridor Finisterre.
To ensure safety such as this has constantly motivated the interest of the regional government to
introduce the latest in navigation signals, to the point that today Galicia is a pioneer in the
installation of light emitting diodes, LED, as a light source. An autonomous AtoN system is driven
by solar energy and is equipped with the latest technology backed by IALA. A total of 222
autonomous lanterns punctuate our shores.
Navigation safety has always been a priority for the regional government in maritime matters. And
the efforts in this direction will allow an increase in the chances of Galicia as a strategic base for
international maritime traffic, from the new scenario that opens with the future commissioning of
the works of the Panama Canal.
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The megastructure will draw a new map of world trade in this autonomous community which has
European centrality. In this framework, to ensure the highest levels of safety in navigation will be
key to placing Galicia in the first line of the continental maritime field stations.
Our goal is to provide a safe area, so that the new traffic found in the peninsular northwest is a
powerhouse of navigation. Considering that 90 % of freight traffic to world trade is carried by sea, it
is clear that our coast can become an economic generator of the first magnitude, with a new
opportunity for the creation of wealth and employment, which will join the existing one, from fishing,
shell fishing, aquaculture and the current trade.
I'm convinced that the results of this IALA Conference, the first to be held in Spain and Galicia, will
contribute decisively to improving the safety of navigation.
I reiterate my welcome and I would urge you, to the extent that your work at this meeting allows,
enjoy the beauty, heritage, gastronomy and reception of A Coruña and Galicia.
Thank you.
Page 153 of 160

ANNEX L Address by Dna Ana Pastor, Minister of Public Works and

Transport
Mr Carlos Negreira, Mayor of A Coruña, Mrs. Rosa Quintana, Regional Minister for Agriculture,
Rural Development and Maritime Affairs, Mr José Llorca, President of Puertos del Estado, Mr. Koji
Sekimizu, Secretary General of the International Maritime Organisation, Mr. David Gordon,
Chairman of IALA, Mr. Enrique Losada, President of the Port Authority of A Coruña, Authorities,
Ladies and gentlemen.
Good Afternoon to you all.
It’s a great pleasure to see you here today, in the marvellous city of A Coruña, a special place
surrounded by the sea. Its ports and the people way of live denote the maritime tradition of this
historic city. Welcome to all of you.
We are now ten years beyond Puertos del Estado submitted its candidacy to host the 18th IALA
Conference.
The declaration of the magnificent ‘Tower of Hercules’, as a World Heritage Site, marked an
important milestone in the decision to hold this Conference in A Coruña. Today the Tower of
Hercules is the only lighthouse in the World Heritage List.
I would like to thank the IALA Council to support Puertos del Estado for the organization of this
important event, and also extend my thanks to all those people and organizations that have made
possible this Conference today.
I am well aware that most of you know first-hand the history of the International Association of
Marine Aids to Navigation and Lighthouse Authorities, but never hurts to spend a few seconds to
remember the origin and evolution of it.
Initially formed in 1957 by 20 members, now has 270 members from Europe, Asia, Africa, America
and Oceania.
IALA is an integrated national International Association members, who are the responsible official
bodies in the field of marine aids to navigation; associate members, who are the technical entities
linked to the field of maritime navigation aids, industrial members, who are the manufacturers of
the equipment or service providers and honorary members, defined as those who have excelled in
a relevant way by their work in the Association. In short, it is a global association with members
from 57 countries.
As you know, every four years, coinciding with the celebration of the General Assembly IALA is
holding a conference where the results of the research, development and innovation all about this
subject are presented in order, thanks to the participation of leading specialists worldwide, to
contribute to the progress and development of maritime transport.
Held also and simultaneously is an industrial exhibition by the Industrial Committee Members, to
that we can say that for a week this event becomes the world showcase the latest advances in
navigational aids.
Spain is a member of IALA since 1977, with the State Ports agency holds such representation and
being SASEMAR (State Company for Maritime Safety ) is an associate member.
I will not deny them that it gives me special pleasure it is under my leadership this conference is
being held in Spain for the first time since South Africa with the next in South Korea.
And not only in Spain but in Galicia, my land, and with so many ties binding me for so long. That is
why I hope you enjoy it, you live it, and feel the event as yours. With the risk that entails, because
once ‘felt’ it will cost you to discard it. Be warned!
To continue, I provide the latest figures available to me from the successful registration of
participants this year until a few hours ago:
1. 56 participants at the Pre-conference Seminar from 26 countries.
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2. 358 delegates.
3. 139 Exhibitors.
4. 47 companies represented.
5. 51 attendees from far away.
548 attendees in total from 57 countries with the following nations having the largest number of
representatives:
Spain (90 ), United Kingdom (40 ), France (31) Germany (28), Japan (27), China (26), Australia
(25), Korea (25) USA (23) and Italy (20) .
Also, in order to promote awareness of the aids to navigation and its importance, State Ports has
organized an exhibition that traces the history of maritime signals in Spain, from the Torre de
Hercules to today to coincide with the conference, a sample that contains a careful selection of
historical and technical Spanish maritime heritage signage and markings.
An exhibition with the title ‘Headlights: the light that should never go out’, will remain in the coming
months at Novacaixagalicia Foundation and I strongly encourage you to visit it this afternoon.
Before proceeding with the more remarkable work carried out Spain, along with many other
countries, in respect of lighthouses, beacons and aids to marine navigation in general, I very
sincerely express my satisfaction about the visit that HRH Princess Anne of England will perform
next Friday to this city and this conference coinciding with the 500th anniversary of Trinity House,
the authority of aids to navigation in England.
The aids to marine navigation, facilitating knowledge and confirming the position of ships in
navigation, have evolved throughout history, innovating and adapting to changing times.
Clearly, nothing shows this more than the Torre de Hercules, built by the Romans in the first
century to guide their vessels which has been updated with modern systems today for use by
commercial vessels and recreational and sports boats.
Today, the boats are getting bigger, faster and more substantial, and therefore, in addition to
traditional aids, other tools require more related fields such as communications or information
technology.
I speak, for example, of automatic identification systems of vessels, known as AIS.
The innovation in this area and the introduction of new technologies that allow us to provide aids to
maritime navigation are now more than the signal lights.
In Spain the exclusive competence of the State since 1847 is enshrined in our Constitution.
The IALA International Conferences have a big impact on shipping, as the proposals and
recommendations that arise from them directly affect aids to navigation, and makes shipping most
efficient and environmentally friendly.
In Spain, for our geographical location, and the more than 8,000 km of coastline that we have,
these contributions are very considered. Remember that more than 130,000 Spanish vessels
calling at the commercial ports annually.
In addition, traffic separation systems are the responsibility Spanish maritime traffic, as Finisterre
and the Strait of Gibraltar controlled about 35,000 and 85,000 vessels per year, respectively,
without forgetting that Spain is one of the main tourist destinations in nautical sports and the
recreational world.
At first, before 1842, there were no more than 20 lighthouses in Spain. They came from the Roman
times, such as the Torre de Hercules, or the Middle Ages, as Portopí Lighthouse in Mallorca,
where lighthouses were under the control of individuals or sailors associations. On that date the
Lighthouse Commission was created, becoming a state service. And it remains so today. The
Lighthouse Commission is an advisory body of the State Ports, given the importance of their role
and implications of international maritime traffic.
Page 155 of 160

In addition to helping more reliable navigation, new marine signal lights projects began in the mid-
nineteenth century and also improved attention to boats in trouble, as the lighthouse keepers, in a
way, maintained a watch.
It should be remembered that modern maritime rescue services have their origin in the lighthouses
and in fact the Lighthouse Commission developed standards based on this.
This historical background is the origin of the 187 lighthouses that are currently in Spain. A concern
for the lighthouses started in places like the Galician coast, the North Sea or the English Channel
and later spread worldwide.
Initially, as the traffic was mainly coastal, each country begun to develop their own system of
maritime signalling. But when vessel traffic became globalised, it became necessary to have a
unified signalling system worldwide.
This was achieved not long ago, in 1980. It has been a success and it is fair to recognize and
applaud achievements of this Association.
Shipping cannot and must not be operated without harmonised systems of aids to navigation,
regulated worldwide and with equivalent benefits in different countries.
In the future, the work of this conference will ensure that aids to maritime navigation will evolve
according to the requirements of international shipping. They will evolve with the changing times,
technological innovations, and always try to improve the service provided to the navigation.
This is for all mariners, both those who are only able to see the lights and those carrying
sophisticated navigation equipment.
The combination of old and new technology systems will enable all kinds of signals, including
virtual and digital, including those that work on demand from ships, so that upon detecting the
presence of a vessel through its AIS device specific support for that ship is activated.
And I should not proceed without highlighting the enormous effort and exceptional quality of the
Spanish industry in this regard. Many Spanish industrialists contribute their work, design and good
work in this area and it would do justice in this scenario to give them the recognition they deserve.
In any case, only from coordination between countries from harmonization and from joint
technology development can we go forward and play a crucial role in IALA’s technical committees.
The aids to navigation must respond to the improvement of shipping traffic which supports new and
existing ships.
I do wish to show the deepest of respect for the work that you carry out. People who strive to
ensure that maritime transport, a driver of the economy and the development of peoples, will
perform be reliably coordinated in an increasingly globalized world , through the Recommendations
and other technical documents that are evidence of their ability and professionalism.
You will understand, therefore, that Spain has much relevance to this conference. We have
become the main port hub in southern Europe, moving more than 460 MT and 29 M passenger;
four Spanish ports are among the top 100 in the world in container handling. The port of Algeciras
Bay leads the Mediterranean in this section and is 5th in European total port traffic, and Barcelona
is the fourth port in the world in motion cruisers.
All of you already know the importance and weight of the Galician ports in the Spanish economy.
Of the 28 Port Authorities, 5 are Galician. Galicia has many ports, directly related to the productive
economy, particularly in the fisheries sector. Vigo and A Coruña are the two ports with more
volume in Spain and Europe, in both fresh and frozen fish, moving just over 128,000 tonnes of
fresh fish .
Thus, the Galician port authorities annually move more than 31 million tonnes, with the ports of
Vigo and A Coruña also very relevant in the cruising industry.
Page 156 of 160

In addition, I am pleased to share with you some great news a few hours ago and I is that we
already have the approval of the European Commission on the Autopista del Mar Vigo- Nantes in
the Marco Polo Programme. Great news, no doubt, to Galicia and Spain, which will improve the
logistics capacity and therefore the competitiveness of the Galician economy.
Let us, then, deal with issues more directly linked to the conference.
Besides dealing with technical issues and discussing the future of aids to navigation through
knowledge and innovation, as given in the theme of the conference, there will also be a session on
the historical and technical heritage represented, especially the lighthouses. A session that will
value as heritage lighthouses open to tourism and culture, and therefore to society. A line of action
which, no doubt, is shared through the project 'Beacons of Spain'.
Therefore, the Ministry of Development, through State Ports and the whole of Port Authorities, has
launched this project which we have called 'Beacons of Spain'. We intend to put them to use for
tourism. Specifically, for hotel use, without losing their status as maritime signals (following the
experience of similar projects carried out in the UK, Croatia, Denmark and Germany, among other
countries). 23 of the 187 existing lighthouses in Spain are located on the coast of Galicia, and just
seven of them in La Coruna.
In addition to the technical sessions to be held during the Conference, there will be the twelfth
General Assembly of the Association, which will deal with an issue that can be critical to the future
of IALA. This is the start of a possible change of status, becoming an international organization
such as the International Maritime Organization, the Secretary General joins us today and he has
supported this initiative.
And if I may, I would not end this speech without referring to all professionals in the sea. Men and
women working hard and with absolute professionalism dealing with everything that is related to
the sea and with the difficulties involved, major users of navigation aids .
It is our duty, no doubt, it is a duty of all governments to work closely and indefatigably - as they do
- in order to improve training and in order that working conditions are the most optimal possible not
only for all that they bring to the society and the economic revitalization of the area where they
work as usual, but also by the conditions of their business. It is well deserved and necessary that
they devote the same effort.
Page 157 of 160

ANNEX M Address by Dr. Hyundong KONG, Director, Ministry of

Oceans and Fisheries, Republic of Korea
I thank you for your generosity in providing me time to speak at this Conference.
I would like to begin by expressing that we are deeply saddened by the tragic sinking of the RO-
RO Ferry Sewol off the southern coast of Korea. Our collective hearts are heavy with sympathy.
On behalf of the Ministry of Oceans and Fisheries, Republic of Korea, I would like to express our
deep appreciation to our host, Mr. Jose Llorca Otega, President of Puertos del Estado, the national
authority on marine aids to navigation in Spain as well as to his able team members for their
tireless efforts in organizing the Conference to be as successful as it is.
Also, I would like to extend my thanks to all speakers and participants for their contribution to this
Conference. Over the course of this Conference, I am happy to note that significant progress on
developing a new vision for IALA has been made as well as strategies formulated to work more
effectively.
In particular, the in-depth discussions on matters promoting sustainable development in Aids to
Navigation technologies and our responsibility for maritime safety and shipping efficiency of the
world were very timely.
Based on the outcomes of this Conference, Republic of Korea as the Host of Next IALA
conference will do its best to ensure that the 19th IALA Conference in 2018 achieves the greatest
success.
Korea will continue to support IALA activities in a collective effort to narrow the technical gap that
exists among IALA members in order to enhance international cooperation for the maritime safety.
Honourable Chairman and my dear IALA colleagues!
At present, Korea is actively engaged in technical development through international collaboration
to open a new paradigm of Aids to Navigation Systems.
SMART-Navigation is Korean initiative for future e-Navigation to improve the safety of navigation
and efficiency of sea logistics through harmonization of navigation systems and supporting shore
services.
Honourable IALA delegates, colleagues, ladies and gentlemen!
I believe that Korea was selected to host the 19th IALA conference 2018 in order to have the
opportunity to further strengthen cooperation between IALA members and Korea and to enhance
Korea’s role in IALA.
I would like to invite all of you, my IALA family, to the 19th IALA Conference in Korea. I look forward
to seeing you in Korea in 2018.
Finally, I would like to conclude my remarks by showing you a presentation on SMART-Navigation
and a Video by the Ministry of Oceans and Fisheries, Republic of Korea.
Thank you very much!
Page 158 of 160

ANNEX N Address by Mr Jose Llorca, President of Puertos del

Estado (Trinity House Anniversary Session)
Your Royal Highness,
As President of Puertos del Estado, the Spanish State Port Authority responsible for the aids to
navigation in this country, and on behalf of the Spanish Government, I express our profound
gratitude for your highness’s generous presence despite your commitments and responsibilities.
It’s a true privilege for us to welcome the Master of Trinity House in the five hundredth (500th)
anniversary of the establishment of the Corporation that constitutes an eminent example for our
sector.
World prosperity depends to a very considerable degree on maritime transport. Over eighty per
cent (80%) of international trade in goods is carried by sea, and in the case of developing
countries, this percentage is even higher.
There would be no world economic growth without transportation by sea. Maritime transport and
port activity are crucial drivers for growth and jobs for the global economy.
Proactive maritime safety measures and activities aimed at improving ship safety, safeguarding
human life at sea and protecting the marine environment are vital in this context. The
consequences of accidents at sea extend beyond the wrecked ships themselves and affect on all
coastal activities.
Thus, the contribution of the institutions and organizations that are working today to ensure safety
of navigation and to reduce risks and threats to the maritime world must be emphasised.
Spain and the United Kingdom have an exceptional maritime dimension; both are closely linked to
the sea and their extensive coastal areas. Clearly, they are countries with a very long maritime
tradition, and historically they have an intensive maritime commercial activity. As indicative data, in
2013 port traffic between British and Spanish ports reached more than 10,5 million tonnes.
The provision of the aids to navigation service in Spain is carried out by taking three scenarios into
account: the Coastal Network, port signalling and the marking of other facilities.
Hence, within the scope of the Coastal Network, the General Administration of the State is the
provider of the service through the 28 Spanish Port Authorities.
In Spain, aids to navigation are the responsibility of the State since 1847, when a Lighthouse
Commission was created. It now has more than 150 years of public service for the benefit of safety
and navigation by making the traffic in our waters safer every day.
Indeed, regarding the very broad implications of a safety maritime traffic at international level, and
the important role it plays towards enhancing safety navigation, the Spanish Lighthouse
Commission continues operating today as an advisory body of Puertos del Estado.
Co-ordination among countries is the best tool to achieve a safer maritime traffic system for people
and goods, helping ships to reach our ports, and boosting world commerce and economies.
The International Association of Marine Aids to Navigation and Lighthouse Authorities serves as an
excellent and unique forum to share knowledge and experiences to the benefit of the sector. About
400 delegates and exhibitors are participating in this Conference, a number that denotes the
concerns and the involvement of the British people in this important sector.
Spain is very proud to host this event in the welcoming Galicia Region, in the City of A Coruña, site
of the magnificent “Tower of Hercules”, the only lighthouse in the UNESCO World Heritage List
which Her Royal Highness will have the opportunity to visit tomorrow.
I would like to express once again our pride in your highness’s kindness in supporting the
Eighteenth Conference of the International Association of Marine Aids to Navigation and
Lighthouse Authorities.
Page 159 of 160

The honourable presence of Your Highness reflects your recognition of the role of this International
Association in the maritime world.
Thank you very much.
****
Page 160 of 160

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International Association of Marine Aids to

Navigation and Lighthouse Authorities

18th IALA Conference

Aids to Navigation Knowledge and Innovations

From the Torre de Hercules to e-Navigation

25 -31 May 2014

TABLE OF CONTENTS ............................................................................................................................................ 3

4 REPORTS OF IALA EVENTS................................................................................................................. 13

ANNEXES TO THE REPORT ............................................................................................................................... 28

ANNEX A CONFERENCE OPENING .......................................................................................................... 28

5 OPENING CEREMONY ............................................................................................................................ 28

5.8 Address by Mr Gary Prosser, Secretary General of IALA. .......................................... 30

ANNEX B TECHNICAL SESSIONS ............................................................................................................. 32

6 TECHNICAL SESSION 1.1 – AIDS TO NAVIGATION PROVISION 1...................................... 32

8 TECHNICAL SESSION 1.3 – AIDS TO NAVIGATION PROVISION 3...................................... 41

9 TECHNICAL SESSION 2.1 – E‐‐NAVIGATION & BEYOND 1 ..................................................... 46

9.6 IALA role in IMO SIP implementation .............................................................................. 51

10 TECHNICAL SESSION 2.2 – E‐‐NAVIGATION & BEYOND 2 ..................................................... 51

11 TECHNICAL SESSION 2.3 – E‐‐NAVIGATION & BEYOND (3) .................................................. 55

12 TECHNICAL SESSION 2.4 – E‐‐NAVIGATION & BEYOND (4) .................................................. 60

13 TECHNICAL SESSION 3.1 – GLOBAL NAVIGATION (1) ........................................................... 65

14 TECHNICAL SESSION 3.2 – GLOBAL NAVIGATION (2) ........................................................... 68

15 TECHNICAL SESSION 3.3 – GLOBAL NAVIGATION (3) ........................................................... 73

16 TECHNICAL SESSION 3.4 – GLOBAL NAVIGATION (4) ........................................................... 77

17 TECHNICAL SESSION 4.1 – MANAGEMENT (1) ........................................................................... 82

18 TECHNICAL SESSION 4.2 – MANAGEMENT (2) ........................................................................... 87

18.3 Development, Maintenance and provision of Services for Aids to Navigation –

19 TECHNICAL SESSION 4.3 – MANAGEMENT (3) ........................................................................... 91

20 TECHNICAL SESSION 4.4 – BEST PRACTICE .............................................................................. 96

21 TECHNICAL SESSION 5 – HERITAGE ........................................................................................... 107

21.8 Issues and Innovation in Remediation of Concrete AtoN structures ‐ including

ANNEX C INDUSTRIAL MEMBERS’ EXHIBITION .............................................................................. 117

23 INDUSTRIAL MEMBERS ...................................................................................................................... 117

ANNEX D OTHER MEETINGS .................................................................................................................... 121

24 GENERAL ASSEMBLY SESSION..................................................................................................... 121

25 ANCILLARY MEETINGS ....................................................................................................................... 121

26 PRE-CONFERENCE SEMINAR .......................................................................................................... 121

27 SOCIAL EVENTS ..................................................................................................................................... 122

ANNEX E ACKNOWLEDGMENTS............................................................................................................ 124

ANNEX F LIST OF DELEGATES .............................................................................................................. 125

ANNEX H ADDRESS BY MR CARLOS NEGREIRA SOUTO, MAYOR OF A CORUNA ....... 147

ANNEX I ADDRESS BY MR JOSE LLORCA, PRESIDENT OF PUERTOS DEL ESTADO

ANNEX K ADDRESS BY DNA ROSA QUINTANA, REGIONAL MINISTER FOR

ANNEX L ADDRESS BY DNA ANA PASTOR, MINISTER OF PUBLIC WORKS AND

ANNEX M ADDRESS BY DR. HYUNDONG KONG, DIRECTOR, MINISTRY OF OCEANS

ANNEX N ADDRESS BY MR JOSE LLORCA, PRESIDENT OF PUERTOS DEL ESTADO

18th IALA Conference

A list of participants is included at ANNEX F.

18th IALA Conference – Overall Programme

Exhibition Technical Technical

Welcome Conference Gala

Reports of IALA Activities

4 Reports of IALA Events

4.1 Technical Activities Reports

• Guideline 1066 on Design of Floating Aids to Navigation Moorings;

• L2.2.3 Photovoltaic (Solar Panel) systems and maintenance

New / revised documents

4.2 IMO/ ITU and other international organisations Report – Mr

4.3 Legal Advisory Panel (LAP) Report – Mr Francis Zachariae,