Conference

Also here is the call for abstracts for the 21^st  IALA conference to be held from 8 to 12 November 2027 in Mumbai, India https://www.iala.int/content/uploads/2026/01/CL2026-06-Call-for-abstracts-21st-IALA-Conference-2027.pdf

The theme for the conference is Marine Aids to Navigation for Successful Voyages and a Sustainable Planet. The Circular Letter informs how abstracts should be submitted, the deadline for which is 31 August 2026.  You will also see the list of proposed topics from which abstracts will be chosen.

This ranges from Information Services to Aids to Navigation Planning and Service Requirements by way of Training and Certification, Radionavigation Services and much more totalling thirty-five topics in all. A broad range indeed.

We look forward to a good response to make the conference in India a splendid example of international cooperation and as the months go by we will keep you up to date on progress.

GNSS interference

The coastal States of the Baltic Sea, the North Sea and Iceland have expressed concern over the growing risks to maritime safety over growing GNSS interference in European waters, particularly in the Baltic Sea region.

These disturbances degrade the safety of international shipping. At the same time the integrity of the automatic identification system (AIS), which plays a key role in traffic coordination, has encountered the falsification of AIS data. This action

undermines maritime safety and security and increases the risk of accidents as well as severely hampering rescue operations.

The coastal States issued an open letter to the international maritime community drawing attention to these shortcomings and particularly encouraging those responsible for shipping to ensure that vessels have adequate capabilities and properly trained crews to operate during navigation system outages.

In addition States have been encouraged to develop alternative terrestrial navigation systems which may be used in place of GNSS in the event of disruption, loss of signal or interference.

The three-page Open Letter is available on the Danish Maritime Authority’s website here and I urge readers to read it and circulate it.:

https://www.dma.dk/Media/639050105465966294/NB8%20Open%20Letter%20FI_FINAL0.pdf

The international workshop held 9–13 February 2026 in Edinburgh (hosted by the Northern Lighthouse Board) on the future of maritime Positioning, Navigation and Timing (PNT) and radiocommunication highlighted urgent operational priorities around resilience, interoperability, and trust, driven by increasing GNSS disruption (spoofing/jamming) and AIS manipulation. Key priorities include harmonized GNSS interference detection/reporting, stronger AIS authentication/message integrity, and continued reliance on physical aids to navigation. The workshop also calls for advances in radiocommunication such as automated ship–shore interference reporting, standardized machine-readable formats aligned with IMO frameworks, VDES as a resilient pathway, robust authentication across digital services, and notes MQTT as a promising lightweight protocol. Strategic takeaways stress adopting modern IMT technologies now, closing gaps in global interference reporting standards, coordinating terrestrial radionavigation interoperability, and integrating resilient PNT into e‑navigation, with outcomes feeding updates to major IALA manuals and guidance.

Communication

Once again I urge all our readers to keep in touch with IALA by the website https://www.iala.int/

Through the website you can be informed of forthcoming meetings, new publications, our news   and, of course, the e-Bulletin which continues to be of value in spreading the word.

Looking ahead

In the months ahead we look forward to hearing of progress with a Master of Marine Aids to Navigation Management course to be held in Istanbul from 6 to 10 April.  

The following month will see IALA Risk Management Tool Training in Casablanca (18 to 22 May).

There will be a seminar on experiences and challenges of daily VTS operations in Gijon, Spain from 2 to 4 June and the Council 04 will be held here in HQ, France from 8 to 12 June.

We shall celebrate World Marine Aids to Navigation Day around the world on 1 July and the main event for WATON Day 2026 will be held on 8 and 9 July in Busan, ROK.

In conclusion let us not forget our mantra Successful Voyages, Sustainable Planet which reflects our commitment to promoting maritime safety and environmental protection.

With all good wishes for your missions ahead, I expect we will meet again soon.

Francis Zachariae, IALA Secretary-General.

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The workshop was co-organized by IMO in collaboration with the IHO and IALA to raise awareness about the development and implementation of the IHO’s S-100 Universal Hydrographic Data Model and related S-100 products.

Supporting e-navigation

S-100 is the modern standard for digital marine data, designed to improve how ships access and use navigational information. Used in systems such as ECDIS (Electronic Chart Display and Information System), it supports e-navigation by bringing together different types of data, such as depth, currents, tides and weather, into a single, interoperable framework. This helps seafarers make better-informed decisions and enhances safety at sea.

S-100 a key component

S-100 is a key component of IMO’s e-navigation strategy and will soon become mandatory for ships to use. Revised performance standards for ECDIS adopted by the Maritime Safety Committee (MSC 106) in 2022 (resolution MSC.530(106)) and subsequently updated at in 2024 (MSC 108)* have introduced the phased implementation of the S-100 framework, which will be required for all ECDIS equipment installed on or after 1 January 2029.

Eighteen government officials from maritime administrations and hydrographic offices attended the event from Azerbaijan, Georgia, Kazakhstan, Türkiye and Turkmenistan.

Participants shared updates on the status of the hydrographic, navigational and metrological services in their administrations. They discussed how to address the gaps between current capabilities and forthcoming requirements by supporting the production, dissemination, and management of S-100-compliant navigational data services and products.

A comprehensive understanding provided

Those taking part gained a comprehensive understanding of S-100 requirements, including the development of Electronic Navigational Data Services (ENDS), dissemination of dynamic information such as navigational warnings, weather warnings and route exchange, and the interoperability of data streams essential for ECDIS. 

Promoting regional cooperation

The workshop promoted regional cooperation and lays the groundwork for a harmonized compliance framework that supports the development and the implementation of the S-100 products amongst the Black and Caspian Seas littoral States.

*https://www.imo.org/en/mediacentre/meetingsummaries/pages/msc-108th-session.aspx  

Text based on material kindly provided by IMO

Illustration per www.imo.org

IMO ©

IALA e-Bulletin Rapporteur: Paul Ridgway.

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Throughout the week, participants developed a comprehensive understanding of the S-201 Product Specification, relevant modelling and markup languages including UML and GML, and the transition from legacy AtoN data formats toward fully S-100-compliant data structures.

Through guided instruction and hands-on exercises, they strengthened their competencies in creating, managing, and validating S-201 datasets in accordance with international standards. The discussions highlighted both the technical challenges and the strong commitment of Competent Authorities currently navigating the early stages of S-100 implementation.

Structured, interoperable and aligned data

This training represents a further significant milestone in supporting the digital transformation of maritime safety information, ensuring that Aids to Navigation (AtoN) data are structured, interoperable, and fully aligned for integration within the evolving S-100 framework.

At IALA we extend our sincere appreciation to the lecturers and experts from the International Hydrographic Organization, Korea Research Institute of Ships and Ocean Engineering, United Kingdom Hydrographic Office and the General Lighthouse Authorities Research & Development (GRAD).

Acknowledgements

We also wish to acknowledge with gratitude our online speakers from the Canadian Coast Guard, United States Coast Guard, and the Finnish Transport Infrastructure Agency for sharing their valuable perspectives and practical experience.

Finally, we convey our great appreciation to all participants for their active engagement and their high-level technical contributions throughout the week.

IALA e-Bulletin Rapporteur: Paul Ridgway.

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Introduction: A Dual-Purpose Sentinel

In the realm of maritime aids to navigation (AtoN), infrastructure is rarely designed with tourism as a primary stakeholder. However, the development of the Kuala Igan Lighthouse in Mukah, Sarawak, challenges this convention. This project is not merely a functional replacement for an aging asset; it is a holistic development initiative designed to secure safe passage for vessels in the central region of Sarawak while simultaneously unlocking the potential of the local eco-tourism sector. By placing a modern aid to navigation within a rich ecological and cultural landscape, authorities are proving that maritime safety can serve as a foundation for community prosperity.

The Historical Imperative: The Erosion of Tanjung Sirik

To understand the necessity of Kuala Igan, one must look to the history of its predecessor, Tanjung Sirik. For over 170 years, Tanjung Sirik served as the primary navigational guardian for the region. Its legacy is deep-rooted, with the first station established in 1850, followed by subsequent upgrades in 1882,1904, and finally, the fourth structure in 1978. It was, for generations of mariners, the

definitive symbol of guidance in these waters.

However, the coastline is a dynamic and often unforgiving environment. Over recent decades, severe coastal erosion and shifting soil structures have compromised the integrity of the Tanjung Sirik site. With the original location now reclaimed by the sea and submerged, the continued operation of the lighthouse became untenable. This force majeure necessitated a paradigm shift—moving from a strategy of preservation to one of strategic relocation to ensure the continuity of service.

Strategic Relocation: Why Kuala Igan?

The selection of Kuala Igan as the successor site was driven by rigorous hydrographic and logistical analysis. Ideally situated to cover the central shipping lanes of Sarawak, Kuala Igan ensures that the light character and visibility range remain optimal for mariners.

Crucially, the relocation addresses a major operational pain point: accessibility. Unlike the isolated nature of the old Tanjung Sirik site, Kuala Igan offers superior road access. This logistical advantage allows for more frequent, cost-effective preventive maintenance, ensuring that the AtoN maintains high availability rates—a key performance indicator for IALA standards. The move effectively closes a navigational void while solving the long-standing maintenance challenges posed by the eroding terrain of the previous site.

Engineering for Sustainability

Reflecting the modern ethos of the maritime industry, the Kuala Igan Lighthouse is a model of green engineering. The structure is built using marine-grade materials designed to withstand the harsh tropical saline environment, reducing long-term degradation.

More importantly, the facility operates on renewable energy, utilizing advanced solar power systems. This aligns with global efforts to decarbonise maritime infrastructure. The site has been designed to function as an educational hub, where students, researchers, and technical visitors can study the integration of photovoltaic technology in critical infrastructure. It stands as a “living laboratory,” demonstrating how aids to navigation can coexist harmoniously with the environment.

Socio-Economic and Cultural Synergy

The most distinct feature of the Kuala Igan project is its seamless integration with the local culture and economy. Mukah and Igan are the heartlands of the Melanau community, famous for their rich traditions and the iconic Kaul Festival. By situating the lighthouse near the festival grounds, it bridges the gap between traditional maritime culture and modern engineering.

Visually, the lighthouse acts as a new aesthetic landmark against the backdrop of untouched mangroves and expansive beaches. It creates a focal point for tourists, encouraging the growth of local “homestay” accommodations, seafood enterprises, and handicraft markets. It transforms a technical asset into a community asset, inviting the public to engage with their maritime history while enjoying the natural beauty of the coast.

Conclusion

The Kuala Igan Lighthouse is more than a structure of steel and light; it is a symbol of resilience and adaptation. By retiring the submerged legacy of Tanjung Sirik and rising anew at Kuala Igan, Sarawak has secured its shipping lanes while illuminating a path for local economic growth. This project exemplifies the perfect equilibrium between navigational safety, environmental stewardship, and cultural preservation.

Author: Naqib Bin Idris

IALA e-Bulletin Rapporteur: Paul Ridgway.

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On 28 January the Honourable Julie Dabrusin, Minister of the Environment, Climate Change and Nature, announced the designation of the Sainte-Marthe-de-Gaspé Lighthouse under the Heritage Lighthouse Protection Act.

The Sainte-Marthe-de-Gaspé Lighthouse, also known as the La Martre Lighthouse, has been designated as a heritage lighthouse for its historical, architectural, and community significance.

Built in 1906, this striking red octagonal tower stands over 19 metres high on the south shore of the St. Lawrence River and is considered a highly distinctive and visual landmark for mariners and visitors alike.

Part of a chain of lighthouses that improved navigation through the St. Lawrence Gulf and River during the 19^th  and early 20^th  centuries, Sainte-Marthe-de-Gaspé Lighthouse played a key role in supporting international shipping and the local fishing industry. Its distinctive architecture, with classical detailing, panoramic views, and original wood-frame construction, reflects a style common to Canadian lighthouses of the era.

Today, perched atop an 18-metre cliff, the lighthouse continues to attract visitors. The local community acquired the lighthouse in 1982 and since then, has developed exhibits and opened the site to the public, preserving its legacy as both a navigational aid and a cultural treasure.

The Heritage Lighthouse Protection Act

With this new designation, 115 lighthouses in eight provinces have now been protected under the Heritage Lighthouse Protection Act. They include some of the country’s most architecturally and historically significant lighthouses, including the Fisgard Lighthouse in British Columbia, the Île du Pot à l’Eau-de-Vie Lighthouse in Quebec, and Point Amour Lighthouse in Newfoundland and Labrador, which are valued symbols of our country’s maritime heritage.

The Heritage Lighthouse Protection Act is a law designed to protect lighthouses owned by the federal government that have significant heritage value. The Act protects the heritage character of designated lighthouses and requires that they be reasonably maintained. Subject to certain conditions, heritage lighthouses may be sold or transferred to other levels of government, to not-for-profit community organizations, or to individuals in order to promote new uses and to ensure their long-term protection.

Collaboration with community groups

The Government of Canada continues to work in close collaboration with community groups, Indigenous Peoples, and other levels of government to facilitate the designation of heritage lighthouses and ensure their protection for the benefit and enjoyment for generations to come. Designations under the Heritage Lighthouse Protection Act are made by the Minister responsible for Parks Canada on the recommendation of the Historic Sites and Monuments Board of Canada.

Throughout the 19th century, the Gulf of St. Lawrence and the St. Lawrence River grew in importance to Canada as the “Gateway to North America”. The town of La Martre was established along the route commonly taken by mariners at a point where the St. Lawrence River narrowed dramatically, making it a strategic location for a lighthouse.

Historic Sites and Monuments Board

Established in 1919, the Historic Sites and Monuments Board of Canada advises the Minister responsible for Parks Canada on the national significance of persons, places, and events that have marked Canada’s history.

Together with Parks Canada, the Board ensures that subjects of national historic significance are recognized under Parks Canada’s National Program of Historical Commemoration, and these important stories are shared with Canadians. The Board also provides advice on the Heritage Railway Stations Protection Act, the National Program for the Grave Sites of Canadian Prime Ministers and the Heritage Lighthouse Protection Act.

Text based on material kindly provided by Parks Canada.

Illustration reproduced by kind permission of Parks Canada ©

IALA e-Bulletin Rapporteur: Paul Ridgway

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To mark this historic moment, The Princess Royal broke a bottle of new make whisky spirit produced by the Port of Leith Distillery against the ship’s hull and formally named the vessel Pole Star.  Keeping with a longstanding tradition, the vessel’s Port of Registry is Leith.

Mike Bullock, Chief Executive of the Northern Lighthouse Board commented: ‘Six years ago, we set sail on our journey to replace the fourth Pole Star, which after many years of loyal service was rapidly approaching the end of her economic life.

‘Following a rigorous process to set clear requirements, which captured expert input from the crews who would operate the vessel, we developed ambitious plans for the new Pole Star. This included improved seakeeping, better and safer buoy servicing operations, as well as towing and firefighting capability in support of other vessels. We also specified an improved standard for crew accommodation and the inclusion of substantial environmental enhancements.

‘Fast forward to January 2026 and we have achieved all that and more. The new vessel is a step change from what has gone before using new technology to minimise the impact on the environment and brings additional capability to help deal with the effects of Climate Change.’

Hugh Shaw, Chair of the Board of Commissioners added: ‘The acceptance into service of Pole Star is a massive team achievement and ensures the Northern Lighthouse Board can continue to protect mariners and our precious marine environment in Scottish and Manx waters into the 2050s.

‘As the fifth vessel to bear the name Pole Star, the ship will support NLB’s vital role in maintaining and managing lighthouses, buoys, and other marine aids to navigation across Scotland and the Isle of Man. She will do this in a more energy- efficient way than her predecessors, marking an important step in the organisation’s journey towards greater sustainability in the delivery of a vital safety service.’

NLB which has provided an essential safety service to mariners for over 200 years currently operates: 208 lighthouses, 174 Buoys, 23 Beacons, 47 AIS (Automatic Identification System) Stations, and 29 Radar Beacons (Racons).

As well as its Edinburgh headquarters, NLB has a base in Oban, technicians based in Inverness, Shetland and Orkney and two ships. The ships, NLV Pharos and NLV Pole Star  carry out buoy work, deliver stores and supplies to lighthouses and inspect aids to navigation on oil and gas rigs in the Scottish sector. Pharos also carries out helicopter operations, hydrographic surveying and wreck finding.

The Princess Royal has been Patron to the Northern Lighthouse Board since 1993.

Text here based on material kindly provided by The Northern Lighthouse Board

Photographs per The Northern Lighthouse Board ©

IALA e-Bulletin Rapporteur: Paul Ridgway.

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Strengthening regional expertise

This workshop aimed to assist participants in strengthening regional expertise in navigational safety measures, IMO procedures and the effective implementation of ships’ routeing and reporting systems, particularly in coastal States experiencing increasing maritime traffic.

Ships’ routeing is the practice of following predetermined routes for shipping, designed to organize maritime traffic in busy or complex sea areas. It helps enhance safety of navigation, improve traffic flow, and reduce risks where conditions or traffic density require greater coordination.

Key topics

Addressed during the workshop were the following topics:

• Reviewing existing routeing measures and ship reporting systems.

• Planning and designing suitable ships’ routeing and reporting arrangements for national and international waters.

• Understanding traffic patterns and navigational risks to support the analysis, justification and design of routeing measures.

• Gaining familiarity with IMO procedures, including safety of navigation measures and reporting obligations.

Theory and Practice

The programme combined theoretical instruction with practical exercises, including on-site visits to the Vessel Traffic Information System (VTIS)¹ operations centre and the Integrated Simulation Centre (ISC)² by the Maritime and Port Authority of Singapore (MPA)³.

Introduction to AIS

Participants explored the use of Automatic Identification System (AIS)⁴ data in supporting reporting requirements and its potential to reduce the need for traditional voice reporting from ships which should focus on navigating ships.

Consideration of UNCLOS and SOLAS

Sessions emphasized that routeing measures must be designed with due consideration for the rights of international shipping under UNCLOS⁵ and SOLAS⁶ Conventions.

The workshop was expected to serve as a model for future training initiatives, assisting participants in enhancing navigational safety and preventing marine pollution through effective ships’ routeing and reporting systems.

IMO’s ITCP

The event was delivered under the IMO Integrated Technical Cooperation Programme (ITCP)⁷, in collaboration with the Maritime and Port Authority of Singapore (MPA) and supported through the IMO-Singapore Third Country Training Programme (TCTP)⁸.

*Participants included sixteen representatives from: Cambodia, Indonesia, Malaysia, the Philippines, Singapore, Sri Lanka and Thailand.

¹ https://www.mpa.gov.sg/port-marine-ops/operations/vessel-traffic-information-system

² https://www.mpa.gov.sg/events-careers/education-and-scholarships/integrated-simulation-centre

³ https://www.mpa.gov.sg/home

⁴ https://www.imo.org/en/ourwork/safety/pages/ais.aspx

⁵ https://www.imo.org/en/ourwork/legal/pages/unitednationsconventiononthelawofthesea.aspx

⁶ https://www.imo.org/en/about/conventions/pages/international-convention-for-the-safety-of-life-at-sea-%28solas%29%2c-1974.aspx

⁷ https://www.imo.org/en/ourwork/technicalcooperation/pages/itcp.aspx

⁸ https://www.mpa.gov.sg/who-we-are/about-mpa/mpa-academy/singapore-imo-third-country-training-programme

Text based on material kindly provided by the IMO media service

Illustration per www.imo.org

IMO ©

IALA e-Bulletin Rapporteur: Paul Ridgway

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