International Association Of Lighthouse Authorities Research Articles

Integrity Concept for Maritime Autonomous Surface Ships' Position Sensors.

The primary means for electronic position fixing currently in use in majority of contemporary merchant ships are shipborne GPS (Global Positioning System) receivers or DGPS (Differential GPS) and IALA (International Association of Lighthouse Authorities) radio beacon receivers. More advanced GNSS (Global Navigation Satellite System) receivers able to process signals from GPS, Russian GLONASS, Chinese Beidou, European Galileo, Indian IRNSS, Japan QZSS, and satellite-based augmentation systems (SBAS), are still relatively rare in maritime domain. However, it is expected that such combined or multi-system receivers will soon become more common in maritime transport and integrated with gyro, inertial, radar, laser, and optical sensors, and they will become indispensable onboard maritime autonomous surface ships (MASS). To be prepared for a malfunction of any position sensors, their state-of-the-art integrity monitoring should be developed and standardized, taking into account the specificity of MASS and e-navigation safety. The issues of existing requirements, performance standards, and future concepts of integrity monitoring for maritime position sensors are discussed and presented in this paper.

Design and Establishment of Database on the AtoN Properties for AtoN Simulator

This study investigated the design and establishment of AtoN(Aids to Navigation) in the AtoN Simulator. In recent years, IALA(International Association of Lighthouse Authorities) has raised the need of a system which could verify whether AtoN is appropriate for the design of AtoN and placement planning. An AtoN Simulator provides simulation circumstances, including the topographical and environmental characteristics of a primary harbor and the characteristics of a navigating ship and the maritime traffic. In the present study, we have developed an AtoN simulator system, including the integrated system design and the construction of an AtoN database. The AtoN Manager was developed as a virtual AtoN to manage the AtoN simulation. However, the data and materials are difficult to manage. Hence, an AtoN Manager and an AtoN simulation system have been needed for an effective managing of the AtoN properties database data. For the database structure design, we have analyzed the database design methodology. The AtoN properties have been analyzed for the effective data management. The AtoN properties designed in the present paper were classified into 19 categories. The status and properties database of AtoN were installed in 14 major ports, those were applied to the AtoN Manager. Designing the AtoN properties database was defined to reduce confusion of the use of English terms and abbreviations. The terms and acronyms have been defined in the AtoN properties and designed to the properties database structure for each AtoN. Before structuring the database for the AtoN Manager, the data of the AtoN properties for each harbor have been organized in accordance with the Excel system. The regulated data were converted into the AtoN properties database in use for the AtoN Manager. The database based on the AtoN properties table structure to each AtoN was designed. The AtoN simulator was implemented by the AtoN Manager applied to the AtoN properties database.

S3 (Secure Ship-to-Ship) Information Sharing Scheme using Ship Authentication in the e-Navigation

Recently, the e-Navigation is main flow of worldwide maritime communications. The eNavigation suggested by the International Maritime Organization (IMO) and International Association of Lighthouse Authorities (IALA) is about collecting/integrating/expressing /analyzing/exchanging the marine data between ships and the land in harmony through the electronic method for protecting marine environment, keeping safe navigation, and maintaining marine safety/security [2]. However, the e-Navigation is concentrated only the maritime service and a common data structure to share maritime information, so security considerations especially when ship starts to communicate other ships is insufficient. In this paper, we analyze the e-Navigation Maritime Service Portfolios (MSPs) and ship-to-ship information sharing protocol. We propose security requirements of MSPs and secure ship-to-ship information sharing scheme to provide reliable communication between ships based on the analysis results. Our proposed scheme has 3 steps to authenticate each other using the each ship’s Maritime Mobile Sevice Identify (MMSI) is a unique key of each ship and increases the security of reliable ship-to-ship communication.

Mobile middleware platform for secure vessel traffic system in IoT service environment

AbstractThe Inter‐VTS Data Exchange Format (IVEF) service is the draft standard designed for exchange of information on sea traffic between the vessel traffic systems and between the vessels. Standardization of this service is under way as a part of the next‐generation navigation system, called e‐Navigation. The International Association of Lighthouse Authorities suggests, on its recommendation V‐145, the IVEF service model and the protocol for provisioning of this service. But the detailed configuration of this service must be designed by the users. IVEF service is aimed at establishing a common framework to ensure exchange of ship information between vessel traffic service (VTS) centers gained via automatic ship identification device, closed‐circuit television, radar system and other devices. Robust exchange of marine traffic information between VTS centers through IVEF service will enable related authorities to identify location of domestic and international ships in the coastal waters real‐time and predict expected sea route, thus ensure effective sea route control and pre‐emptive response to potential disasters or accidents. This paper suggests, based on the basic service model and protocol provided in the recommendation V‐145, the implementation of the Jeju‐VTS middleware, which will facilitate exchange of information on sea traffic. This paper developed a system enabling IVEF service simulation under an Internet of Things environment made possible by improving IVEF software development kit, which is an open source. For this, a mobile phone loaded with Android platform and desk top PC has been used for emulation of a ship on voyage and VTS center. Copyright © 2014 John Wiley & Sons, Ltd.

효율적인 IVEF 서비스를 위한 모바일 VTS 미들웨어 설계 및 구현

IVEF 서비스는 해상교통관제시스템 상호간, 선박 상호간에 해상교통정보를 교환하기 위한 표준안으로서 e-Navigation이라 불리는 차세대 선박항법체계의 일환으로 표준화가 진행 중에 있다. 국제항로표지협회 IALA는 V-145 권고안을 통해 IVEF 서비스 모델과 서비스 제공을 위한 프로토콜을 제시하고 있으나 구체적인 구성은 이를 이용하는 사용자가 설계하여야 한다. 본 논문에서는 V-145 권고안의 기본 서비스 모델과 프로토콜을 토대로 해상교통정보의 교환을 편리하게 해주는 J-VTS 미들웨어를 설계하고 구현하였다. J-VTS 미들웨어는 IVEF 서비스를 제공하기 위한 다양한 컴포넌트들과 IVEF 메시지 프로토콜을 처리하기 위한 컴포넌트들로 구성된다. 상위 애플리케이션에 해당하는 해상교통관제시스템과 선박들은 J-VTS 미들웨어에서 제공하는 함수들만을 이용하여 편리하게 IVEF 서비스를 이용할 수 있도록 설계 되었으며, 접속자의 보안등급에 따라 서비스가 단계적으로 제공되게 된다. The IVEF service is the draft standard designed for exchange of information on sea traffic between the vessel traffic systems and between the vessels. Standardization of this service is under way as a part of the next-generation navigation system, called e-Navigation. The International Association of Lighthouse Authorities (IALA) suggests, on its recommendation V-145, the IVEF service model and the protocol for provisioning of this service. But the detailed configuration of this service must be designed by the users. This study suggests, based on the basic service model and protocol provided in the recommendation V-145, the implementation of the J-VTS middleware which will facilitate exchange of information on sea traffic. The J-VTS middleware consists of various components for providing the IVEF service and for processing the IVEF message protocols. The vessel traffic systems and the vessels corresponding to upper-layer applications may use the IVEF service with the functions provided by the J-VTS middleware, and the services are designed to be accessed according to the security level of users.

Performance Improvement Based Authentication Protocol for Intervessel Traffic Service Data Exchange Format Protocol Based on U-Navigation System in WoT Environment

International Association of Lighthouse Authorities (IALA) is developing the standard intersystem VTS exchange format (IVEF) protocol for exchange of navigation and vessel information between VTS systems and between VTS and vessels. VTS (vessel traffic system) is an important marine traffic monitoring system which is designed to improve the safety and efficiency of navigation and the protection of the marine environment. And the demand of Inter-VTS networking has been increased for realization of e-Navigation as shore side collaboration for maritime safety. And IVEF (inter-VTS data exchange format) for inter-VTS network has become a hot research topic of VTS system. Currently, the IVEF developed by the International Association of Lighthouse Authorities (IALA) does not include any highly trusted certification technology for the connectors. The output of standardization is distributed as the IALA recommendation V-145, and the protocol is implemented with an open source. The IVEF open source, however, is the code used to check the functions of standard protocols. It is too slow to be used in the field and requires a large memory. And the vessel traffic information requires high security since it is highly protected by the countries. Therefore, this paper suggests the authentication protocol to increase the security of the VTS systems using the main certification server and IVEF.

Integrated Data as backbone of e-Navigation

e-Navigation, a theme introduced by International Maritime Organization (IMO) to improve safety of navigation at sea, is starting to gain traction in various organizations. As the concept develops, the importance of data, both static as well as dynamic, is more and more realized. International Association of Lighthouse Authorities (IALA) and International Hydrographic Organization (IHO), in their efforts to help making e-Navigation a reality, have agreed to propose the IHO GI Register (often known as S-100 Register) as the conceptual basis for the Common Maritime Data Structure (CMDS). Utilizing this common understanding of key players in e-Navigation arena, the IMO e-Navigation Correspondence Group has firmed up the overarching architecture, enabling a series to test beds proving the concept of integration of various data streams to enable improved communication between the stakeholders on shore or at sea. The integration of pre-composed, expert generated navigational data with real time and semi real-time data like Virtual Aids to Navigation (AtoNs), Tide Gages Data or Maritime Safety Information (MSI) transmission from Vessel Traffic Services (VTS) into a single e-Navigation display, if correctly developed, implemented and executed, will be the enabler of increased situational awareness.

Application of S-100 Standard in the field of e-Navigation

In order to improve the existing S-57 standard, International Hydrographic Organization(IHO) has developed S-100 standard, a Universal Hydrographic Data Model(UHDM) expanded from ISO 19100 series standard to hydrographic area, and is in the process of its implementation. International Maritime Organization(IMO) has established CMDS based on e-Navigation strategy data standard as International Association of Lighthouse Authorities(IALA) established IHDM based on aids to navigation data standard and each data standard is linked with the S-100 standard. Fundamental concept and core principles of S-100 standard is suitable not only for the development of a wide range of hydrographic data and service production standard, including the next generation ENC, but also the development of product specification of non-hydrographic area. This study has examined the operation principle of S-100 standard and analyzed its implementation process as e-Navigation data in relation with ENC. It also noted the utilization of S-100 standard based e-Navigation and its potential effect via examining the development cases of S-100 standard-based product specification, such as nautical publication, ship reporting and pilot request, digital routing guide, tide and water level transmission and other important data cases of e-Navigation field.

네트워크 기반 AIS 기준국 시스템 설계

본 논문에서는 국제해사기구(IMO), 국제항로표지협회(IALA) 등 국제기구의 DGNSS 서비스 요구성능 증가에 기술적으로 대처하고, 해상교통안전 증대를 위하여 선박자동식별시스템(AIS)의 기지국 시스템에서 DGPS 기준국 기능을 수행할 수 있는 효과적인 방안을 제안한다. 본 논문에서 제안하는 방식은 DGPS 기준국에서 제공하는 보정 정보를 네트워크를 통하여 AIS 기지국에서 수신하고, 수신된 보정정보를 단순히 해상 선박의 AIS 단말기에 중계하는 방법이 아니라 AIS 기지국에서 커버리지 내의 선박에 최적화된 보정정보를 생성하여 전송하는 방법이다. 이를 구현하기 위하여, 본 논문에서는 먼저 DGPS 기준국과 네트워크를 통해 연결되는 AIS 기준국을 설계하고, AIS 기준국에서 보정정보를 생성하기 위한 알고리즘을 제안한다. 그리고 DGPS 기준국 보정정보의 실측 데이터를 기반으로 제안한 알고리즘의 성능평가를 수행하고 그 결과를 제시한다. 마지막으로 제안한 시스템의 효율적 적용 방안에 대해 논의한다. In order to prepare for increasing performance requirement for Differential Global Navigation Satellite System (DGNSS) services of International Maritime Organization (IMO) and International Association of Lighthouse Authorities (IALA), this paper focuses on design of network-based Automatic Identification System (AIS) reference station system that can perform the functionality of Differential Global Positioning System (DGPS) reference station in an AIS base station system. AIS base station receives the differential corrections from the DGPS reference station, and it is not a method for transmitting the received differential corrections to onboard AIS units, but it is a method for generating the optimized differential corrections for onboard AIS units in AIS coverage. Therefore this paper proposes an algorithm for generating the differential corrections at AIS reference station, and performs the performance assessment of the proposed algorithm based on DGPS correction data measured from a DGPS reference station. Finally this paper discusses the test results and efficiency of the proposed system.

Maritime DGPS: Ensuring the Best Availability and Continuity

This paper was first presented at GNSS 2002 – European Navigation Conference – held in Copenhagen, 28th to 30th May, 2002. At the 5th GNSS Symposium, held in Seville in 2001, the authors presented a paper entitled ‘The Portuguese DGPS network’, which began by addressing the current need for a DGPS service, given the removal of Selective Availability (Moore et al., 2001). In that paper, the benefits of DGPS for mariners, namely in terms of accuracy and integrity, were discussed and presented, in order to show that the option to embrace DGPS was, and is, still valid because it can provide the best accuracy and integrity at sea. However, the accuracy advantage afforded and the integrity check performed by DGPS are only useful if the DGPS service reaches very high standards of availability and continuity. It would be almost useless to have a DGPS service with low availability and continuity, because it could mean a ship losing the differential corrections in restricted waters, where the service is most needed. In summary, the level of benefit gained from DGPS is directly proportional to the user availability of the service and to its continuity. Having discussed accuracy and integrity last year, this paper covers issues related to availability and continuity (continuity replaced the previously used concept of reliability). The availability and continuity requirements recently adopted by the International Maritime Organization (IMO) and the International Association of Lighthouse Authorities (IALA) are presented, as well as the ways by which DGPS services can meet the very high requirements for the harbour entrance and approach phase of navigation. The concepts used in the Portuguese DGPS network to minimize downtime and ensure the highest reliability and availability, are presented as an example.

Iceland's Network of Differential GPS Radiobeacons

A medium frequency (MF) radio system is being developed worldwide for the broadcast of differential corrections to users of GPS. These DGPS radiobeacons use groundwave propagation to carry the DGPS corrections to well beyond the radio horizon where the DGPS data is still valid. The International Association of Lighthouse Authorities (IALA) has established an international standard for the DGPS radiobeacon signal. Member countries have been extremely active in the development and installation of working systems. In particular, Iceland has just completed a nationwide DGPS service based on these radiobeacons and the IALA standard. This paper details the Icelandic goals and objectives for DGPS. It describes the resulting system architecture, including reference stations, integrity monitors, communications, and system control. It also predicts system performance in terms of coverage and availability. The paper then describes the validation effort, including sea, airborne, and overland trials. Finally, it provides a summary and conclusions.

Navigation and International Cooperation

The content of this paper is based on my own experience of international cooperation in the field of navigation. For this reason, the presentation is divided into three parts and these are related to the International Association of Lighthouse Authorities (IALA) and to the International Association of Institutes of Navigation (IAIN).

XIth IALA Conference

The International Association of Lighthouse Authorities held its eleventh five-yearly conference in Brighton in April 1985, attended by the lighting and buoyage authorities of some 60 countries and by observers from twelve international organizations. The International Association of Institutes of Navigation was represented by its President M. W. Richey and E. R. Hargreaves.

The Luminous Intensity and Range of Lights

In this paper, M. Blaise, Chairman of a committee of the International Association of Lighthouse Authorities, and the General Secretary of the Association, M. Pétry, comment on certain changes impending in the notation of luminous intensity and the range of marine lights. They conclude that the changes will be of benefit to navigators at sea and engineers.In November 1925 the International Hydrographic Review published a report under the title ‘Observations of Visibility Lighthouses’. Since then notable progress has been made towards a standardization of methods. Relatively recently (1966), the International Association of Lighthouse Authorities (I.A.L.A.) published a recommendation for the notation of the luminous intensity and range of lights.