Virtual Aids To Navigation

Virtual Reality? Exploring virtual aids to navigation. Virtual aids to navigation can be used in situations where it is not practical to use physical aids to navigation, or where information is needed faster than a buoy can be placed. The information they give should be treated in the same way. Deidre Lane MNI, Navigation Services, Commissioners of Irish Lights explains

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A virtual aid to navigation can be described as digital information, broadcast from an Automatic Identification System (AIS) station, to place an aid to navigation that does not physically exist in the water. Virtual aids to navigation are visible on the AIS Minimum Keyboard and Display (MKD), or as a symbol on ;appropriate display systems.

Virtual aids to navigation inform navigators about dangers to navigation and safe waterways, as well as areas where extra caution is needed, or which must be avoided. Information from virtual aids to navigation should be considered in the same way as information from physical aids to navigation.& Virtual aids to navigation can be used in the following situations:

• To immediately mark a wreck or new danger
• In areas where it is impossible to place a physical aid to navigation
• Where buoys are seasonally lifted due to ice
• When a physical buoy is off-station, e.g. due to a natural disaster
• Where a physical aid to navigation could conflict with other navigational requirements, and a virtual one meets the needs of the target group Virtual aids to navigation are not intended to replace physical buoys or beacons. However, they may be permanently deployed, following risk assessment, for example to mark a hazard that cannot be marked using a physical equivalent. They are transmitted using AIS, and are prone to the same  weaknesses. Navigators and relevant shore-based personnel should be introduced to AIS aids to navigation as an extension of their training on the IALA Maritime Buoyage System. 

Aids to navigation transmitted using AIS are implemented in the following ways:

•  Real AIS &#; the AIS unit is physically fitted on the aid to navigation
•  Synthetic AIS &#; this transmits the position of a physical aid to navigation, but the signal originates from a transmitter located elsewhere. Used where it is impossible to retain an AIS unit on a buoy or beacon due to local environmental conditions (in the rare event that the physical buoy may have shifted or be off-station, a navigator may notice a discrepancy in the locations)
•  Virtual AIS &#; in this case, there is no physical aid to navigation at all. The transmitter is located elsewhere i.e. for marking a new danger 

Virtual advantages and disadvantages

Using virtual aids to navigation brings several advantages, chief of which are greater clarity of information and immediate positive identification. They offer improvements in first response time to wrecks and other new dangers, as well as a greater range (VHF) on Radar overlay than physical aid to navigation targets, thus giving an earlier warning of danger.

Virtual aids to navigation are not prone to the weather and will always display on MKD or Electronic Chart Display and Information System (ECDIS)/ Radar overlay. They can be detected around bends and behind islands and offer a more accurate positioning.

However, they are also subject to disadvantages, mainly the fact that not all vessels are fitted with AIS. AIS is dependent on Global Navigation Satellite Systems (GNSS) , and unusual atmospheric conditions could have an effect on range.
Virtual aids to navigation systems can be vulnerable to intentional and unintentional interference or inaccuracies. For example, if a vessel&#;s AIS unit is malfunctioning or incorrectly installed, the mariner may not be aware of the position of a virtual aid to navigation, or may receive incorrect data.

In addition, users will not be able to fully utilise AIS aid to navigation functionality if there is no ECDIS or Radar overlay. Care must be taken where AIS is overlaid on Radar or ECDIS, as some manufacturers have chosen only to overlay ship messages.

Case Study: virtual buoys in the English Channel
On 15 January , the MV Ice Prince foundered 26 miles off Portland Bill at the entrance to the Traffic Separation Scheme (TSS) off Les Casquets, after losing more than 2,000 tonnes of its timber cargo. Although the wreck lay on the United Kingdom side of the median line, the area was within the French Vessel Traffic Services (VTS) coverage area of Joborg traffic.

On 17 January, ILV Granuaile commenced guard vessel duties 0.6 nautical miles north east of the wreck. The following precautions were put in place for mariners to indicate the wreck&#;s position:

• Navigational warnings stating the wreck&#;s position broadcast by the Maritime and Coastguard Agency and French Coastguard
•  -metre exclusion zone
• ILV Granuaile transmitting RACON morse code &#;D&#;
•  South west bound traffic, on making their two nautical mile report, notified verbally of the position of the wreck by Joborg traffic

On 18 January, four virtual buoys were deployed: two east cardinals, one south cardinal and one isolated danger mark. The virtual buoys marked the wreck using the French Coastguard&#;s AIS base station network.

In this case, there were many accent and language barrier issues; some vessels still headed straight for the exclusion zone even after stating to Joborg traffic that they were aware of the position of the wreck.

The virtual buoys were useful because they:

• Gave early warning of the position of the wreck
•  Helped alleviate language barriers providing clear information in the form of text on the MKD and overlay on ECDIS/ Radar where available
•  Were easily deployed and easily removed when the wreck was no longer  considered a danger to navigation

conditions could have an effect on range. Virtual aids to navigation systems can be vulnerable to intentional and unintentional interference or inaccuracies. For example, if a vessel&#;s AIS unit is malfunctioning or incorrectly installed, the mariner may not be aware of the position of a virtual aid to navigation, or may receive incorrect data.

In addition, users will not be able to fully utilise AIS aid to navigation functionality if there is no ECDIS or Radar overlay. Care must be taken where AIS is overlaid on Radar or ECDIS, as some manufacturers have chosen only to overlay ship messages.

Case Study: virtual buoys in the English Channel

On 15 January , the MV Ice Prince foundered 26 miles off Portland Bill at the entrance to the Traffic Separation Scheme (TSS) off Les Casquets, after losing more than 2,000 tonnes of its timber cargo. Although the wreck lay on the United Kingdom side of the median line, the area was within the French Vessel Traffic Services (VTS) coverage area of Joborg traffic.

On 17 January, ILV Granuaile commenced guard vessel duties 0.6 nautical miles north east of the wreck. The following precautions were put in place for mariners to indicate the wreck&#;s position:

• Navigational warnings stating the wreck&#;s position broadcast by the Maritime and Coastguard Agency and French Coastguard
• -metre exclusion zone
• ILV Granuaile transmitting RACON morse code &#;D&#;
• South west bound traffic, on making their two nautical mile report, notified verbally of the position of the wreck by Joborg traffic

On 18 January, four virtual buoys were deployed: two east cardinals, one south cardinal and one isolated danger mark. The virtual buoys marked the wreck using the French Coastguard&#;s AIS base station network.

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In this case, there were many accent and language barrier issues; some vessels still headed straight for the exclusion zone even after stating to Joborg traffic that they were aware of the position of the wreck.

The virtual buoys were useful because they:

• Gave early warning of the position of the wreck
• Helped alleviate language barriers providing clear information in the form of text on the MKD and overlay on ECDIS/ Radar where available
• Were easily deployed and easily removed when the wreck was no longer considered a danger to navigation

What are the benefits of reviewing vessel and traffic navigational aids, and what makes a quality review?

In port operations, safety and efficiency are key. Aids to Navigation (AtoN) are devices, systems or services external to vessels, designed to enhance the safe and efficient navigation of vessels and traffic, such as lighthouses, buoys, and beacons.  

Harbour Authorities (especially including Statutory Harbour Authorities) bear the responsibility of maintaining navigational aids crucial for vessel safety within their jurisdiction. Under the Merchant Shipping Act and Port Marine Safety Code, Harbour Authorities are usually also designated as Local Lighthouse Authorities who must review their AtoN every five years. This review aligns with a need to conduct Formal Safety Assessments to enhance port operations.

For these authorities, maintaining effective AtoN is not only a regulatory duty, but a critical aspect of safeguarding maritime interests. In an era of evolving regulations, policies, and increasing maritime traffic, optimising AtoN has never been more crucial.

In light of the duty and importance of undertaking regular AtoN reviews, what are the benefits of a quality review, and what makes a quality review?

Benefits of a quality AtoN review

Optimising AtoN offers significant cost-saving potential. By repositioning or decommissioning redundant aids, authorities can reduce maintenance costs and allocate resources more effectively. Enhancing AtoN accuracy and reliability minimises the risk of maritime incidents, leading to savings in accident mitigation and response.

Maintenance reduction

Strategic repositioning or removal of unnecessary AtoN reduces the frequency and scope of maintenance activities, leading to significant savings in labour, equipment, and resources.  This occurs as AtoN locations are gradually built-up overtime if the system as a whole is not reviewed, meaning that previously placed AtoN such as special marks, channel buoys, or lateral marks on infrastructure, may no longer serve their intended purpose from when they were originally commissioned.

Operational efficiency

Improved placement of AtoN reduces vessel incident risks and associated costs of vessel repairs and environmental cleanup efforts. In some ports, especially those in estuarine environments, there can be significant shift in the bathymetric properties of the navigable water, outside of the main channels which are usually dredged. These shifts can result in the original placement of AtoN becoming less helpful over time, and in some cases, the AtoN can start to impede the passage of vessels.

Optimised resource allocation

Redirecting resources from redundant AtoN to critical areas enhances navigational aid effectiveness and optimises resource utilisation. In some cases, it may well be better to consider the use of a single isolated danger mark, rather than relying on a series of cardinal marks which can confuse mariners as to where the danger is relative to the shore or areas of shoaling.

Lifecycle cost reduction

Strategic assessments allow informed decisions on investments in new technologies or infrastructure upgrades, minimising lifecycle costs associated with AtoN maintenance and replacement. In some cases, ports initially opt for a sector light, which tends to require more maintenance than AtoN, which are structurally simpler. In this case, some ports find that well positioned leading lights can significantly reduce the costs they incur in place of using sector lights when guiding vessels through their main navigable channels.

Avoiding penalties

Adhering to best practices and regulatory requirements mitigates the risk of non-compliance penalties and legal liabilities, ultimately leading to cost savings.

Enhanced stakeholder confidence

Proactive AtoN assessments and improvements build stakeholder confidence and trust, leading to indirect cost savings through improved reputation and increased support for funding initiatives.

Ensuring a quality AtoN review

There are a number of considerations to ensure an optimised, efficient AtoN review that will fully reap the benefits explored above.

A quality AtoN review should:

• Be guided by industry-leading standards, including the Trinity House Guidelines on AtoN Provision and Maintenance (which are published in conjunction with the Northern Lighthouse board and Irish Lights)
• Be integrated with Formal Safety Assessments of port operations, to ensure efficiency as part of a functioning Marine Safety Management System
• Be assessed based on traffic volume, hydrological features, and environmental conditions, ensuring a thorough understanding of the prevailing navigational challenges
• Meticulously consider geographical and hydrographical features, traffic patterns, weather conditions, and environmental considerations to assess risks accurately in consultation with key stakeholders of the harbour
• Be in close collaboration with the General Lighthouse Authorities to foster consensus on proposed changes, facilitating smooth implementation
• Adhere to the &#;ALARP&#; principle, ensuring that risks as reduced As Low As Reasonably Practicable
• Result in a succinct report or risk assessment that can be taken to the General Lighthouse Authority to discuss intended changes to AtoN within your area of authority

ABPmer&#;s AtoN consultancy service

Optimising Aids to Navigation is a strategic opportunity for Harbour Authorities and Local Lighthouse Authorities. Ensuring compliance with industry standards and enhancing operational efficiency enables authorities to confidently navigate the complexities of maritime safety.

ABPmer&#;s maritime specialists regularly assist authorities in unlocking the benefits of compliance and efficiency, charting a course towards safer seas and more cost-effective operations.

Our consultancy delivers a comprehensive solution tailored to meet the stringent requirements set forth by regulatory bodies such as the Port Marine Safety Code and General Lighthouse Authorities, providing quality insights and recommendations to empower Harbour Authorities to make informed decisions to help reduce maintenance costs, promote efficient vessel passage, and ensure compliance with industry standards.

Prepared by Tim Aldridge, ABPmer Senior Maritime Consultant

As specialists in maritime risk assessment, we recognise that zero risk is rarely achievable. However, through careful examination and risk control measures, such as AtoN provision, our experienced consultants work closely with you to reduce or maintain navigation risk at acceptable levels, supporting safe, efficient operations at your port.

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