Annual Report

It gives me much pleasure to tell you that our Annual Report for the year 2025 is now available on the IALA website here: https://www.iala.int/content/uploads/2026/06/ANNUAL-REPORT-2025-Web.pdf

Through this Annual Report the organization is introduced with an overview and an outline of the membership. This is followed by how governance is undertaken with the various bodies within such as the General Assembly, the Council, the groups for Finance, Policy, Legal affairs and, of course, the technical committees. This was followed by a reminder of the year’s highlights and our finance.

I urge Members to circulate the Annual Report widely to your stakeholders and others as you are able in an effort to spread the word as to what IALA is and what it does in keeping the world’s oceans and waterways safe from hazards and the marine environment clean and pure.

Council

At the time of writing we have successfully convened the fourth meeting of the IALA Council (Council 04) where we were able to welcome some new members and to hear what councillors have achieved since we last met. At the same time issue of new technical publications was approved and we were brought up to date on plans for the 21^st IALA Conference.

21^st IALA Conference: call for abstracts

We have published the call for abstracts for the 21^st  IALA conference to be held from 8 to 12 November 2027 in Mumbai, India. https://app.oxfordabstracts.com/auth?redirect=/stages/80499/submitter

Conference theme

The theme for the conference is Marine Aids to Navigation for Successful Voyages and a Sustainable Planet.

Conference abstracts: Deadline for submission

Our invitation advises how abstracts should be submitted, the deadline for which is 31 August 2026.  The list of proposed topics from which abstracts and ultimately papers will be chosen 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.

Looking ahead

Third Latin America Regional Seminar on aids to navigation

The Secretaría de Marina, through the National Maritime Authority of Mexico, will host this event in Veracruz, Mexico, from 14 to 17 July. This four‑day regional event will bring together experts and authorities to examine current and emerging issues in marine aids to navigation, including national AtoN challenges, digital maritime services, S‑100/S‑200 product specifications, resilient PNT, and developments in AtoN and VTS digitalization. The programme also includes a technical visit in support of regional knowledge‑sharing and cooperation.

S-100/200 development

We look forward to hearing of progress with the third joint workshop on S-100/200 development and portrayal to be held in Istanbul from 1 to 4 September. This is being organized with the International Hydrographic Organization (IHO) in association with the Turkish Directorate General of Coastal Safety. https://events.iala.int/3rd-joint-iho-iala-workshop-on-s-100-200-development-and-portrayal-istanbul-turkiye/

GNSS and e-Navigation

Another event on the horizon to be held in Constanta, Romania, from 14 to 18 September will provide aids to navigation and VTS managers, port and terminal administrations, related industry and other safety of navigation stakeholders with a solid understanding of GNSS, resilient PNT, digitalisation of maritime services and the e-navigation concept. https://www.iala.int/product/l1-4-gnss-and-e-navigation/

WATON Day 2026

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 15 July in Busan, ROK https://www.iala.int/news-events/world-marine-aids-to-navigation-day/world-marine-aids-to-navigation-day-2026-2/ .

To conclude

Once again to conclude 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.

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As the maritime industry shifts toward a fully digital ecosystem, the role of the International Organization for Marine Aids to Navigation (IALA), has never been more pivotal. Within the overarching S-100 framework established by the International Hydrographic Organization (IHO), IALA fulfills a dual role of immense responsibility: we serve as both the “Domain Control Body” (the Manager) and the “Submitting Organization” (the Author) for the domain of aids to navigation (AtoNs), VTS and communication including AIS, ASM and VDES. In essence, IALA acts as both the architect and the builder of the Product Specification that will define the future of maritime services.

The S-200 series is our dedicated contribution to this global effort. It represents a comprehensive digital transformation of AtoNs, Vessel Traffic Services (VTS), and Positioning, Navigation, and Timing (PNT) systems. By collaborating closely with the IHO, we are ensuring that IALA’s expertise is woven into the very fabric of next-generation navigation.

A Turning Point for S-100 ECDIS

The countdown has begun. From 1 January, 2029, the adoption of S-100 based ECDIS will become a mandatory carriage requirement for all new installations. This is not merely a technical suggestion; it is a regulatory milestone that requires the entire global shipping industry to move in unison.

While the legacy S-57 based ECDIS was effectively a static framework, one that lacked standard extensibility and was unable to support modern requirements for 3D visualization, dynamic updates, or time-series data, the new S-100 ECDIS is a “dynamic platform”. It is designed for real-time data exchange, intelligent distribution, and improved presentation. For this platform to succeed, it requires the high-quality, standardized data layers provided by the S-200 series. Investing in S-200 now is not just about compliance—it is about ensuring your organization is ready to provide the services that the modern mariner will demand.

The S-200 Portfolio: Harmonized and Interoperable

The S-200 domain is vast, covering every critical aspect of IALA’s expertise. By utilizing the IHO GI (Geospatial Information) Registry as a standardized “dictionary,” we ensure that every piece of data is interoperable with other S-100 layers. Our portfolio includes:

• S-201 – S-209 (Aids to Navigation): Moving beyond simple location data to include dynamic status and maintenance history.

• S-210 – S-219 (Vessel Traffic Services): Facilitating inter-VTS exchange (S-210) and the crucial VTS digital information (S-212).

• S-220 – S-239 (Communications): Covering AIS, ASM, and the emerging VDES standards.

• S-240 – S-249 (PNT Systems): Standardizing terrestrial-based augmentation like eLoran to provide resilience against GNSS jamming.

A prime example of this innovation is the synergy between S-201 and S-125. The frequent and periodic exchange of AtoN change information between National AtoN Authorities and National Hydrographic Offices is a cornerstone of this digital evolution. By utilizing the S-201 standardized format, which is engineered by IALA to be fully compatible with S-101 ENCs, countries can establish a standardized digital pipeline for maritime information delivery. This S-201 based management framework ensures that AtoN data remains current and authoritative, laying the essential foundation to provide mariners with the precise, real-time change information they require. Currently, Analysis from various Coastal States reveals that more than 50% of Notice to Mariners content is consistently related to routine AtoN changes. By automating this through S-125, ships will receive instant updates on malfunctioning buoys or status changes, eliminating the week-long wait for manual chart updates and significantly enhancing navigational safety.

Furthermore, as we transition to these dynamic services, Cybersecurity remains a paramount challenge. We must ensure that the “digital pipe” through which data flows is resilient against manipulation and unauthorized access from shore to ship. IALA’s focus on the “Technical Service” layer is specifically designed to solve these challenges through secure protocols like SECOM.

From Development to Production: A Call to Action

For years, our focus has been on drafting and stabilizing technical standards. Now that several of these standards have reached a mature phase, our next critical step is data production. Digitalization has massive potential, but it will fail if the organizations operating it are not producing the actual “bits and bytes” required by the system. IALA urges all Member States to begin transitioning from legacy databases to S-200 compliant data production environments immediately.

Proving the Concept: The Sea Trials

The viability of our vision has been proven through Sea Trials conducted in the Republic of Korea and Singapore. Using the SECOM protocol over high-speed 4G and 5G networks, these trials successfully demonstrated seamless, end-to-end data exchange between shore and ship.

The trial showed that a ship could identify available services via the Maritime Service Registry (MSR), request a “Get Summary” of relevant data for its route, and receive real-time updates of S-124 and S-125 services. This was not just a test; it was a demonstration that the S-200 framework is ready for implementation.

Capacity Building: Empowering Data Production

IALA WWA, with the invaluable support of the IHO, General Lighthouse Authorities Research & Development GRAD, Korea Research Institute of Ships and Ocean Engineering KRISO, and United Kingdom Hydrographic Office UKHO, has successfully conducted three intensive S-200 training sessions to date. These programs are critical milestones in our global digital roadmap. Rather than focusing solely on theoretical concepts, these sessions provide concrete, hands-on methodologies that enable every Member State to begin producing, validating, and managing their own S-200 compliant data.

The training is essential for bridging the “semantic gap” — the fundamental differences in how various maritime organizations define and categorize information. By harmonizing these definitions through practical exercise, we empower our members to modernize their administrative workflows and take a leading role in the digital transition.

Recognizing the high demand and the technical necessity of these skills, IALA is committed to providing ongoing training sessions in the future. We strongly encourage all members to consider participating in upcoming programs. Ensuring your personnel are equipped with these practical data production skills is the most effective way to guarantee your organization’s readiness for the e-Navigation with S-100 era.

The momentum will culminate this September at the 3rd Joint IHO/IALA Workshop in Istanbul (1 September to 4 September). Following the foundational work in Norway (2022) and the technical integration focus in the USA (2024), the Istanbul workshop will facilitate advanced bilateral consultations. Our primary objective is to synchronize technical standards and finalize coordination on product specifications to ensure we meet the 2029 global implementation deadlines.

IALA e-Bulletin Rapporteur: Paul Ridgway.

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Council approved the revised 2026 budget, the Committee Work Programme 2025–2027, major technical outputs across DTEC, ENG and VTS (15 new or revised Recommendations, Guidelines and Model Courses), and liaison notes to IEC TC80, IHO and RTCM. It also endorsed further work on eLoran and other GNSS-independent PNT systems, approved Denmark as host of the 15th IALA Symposium in 2029, and approved the framework for the IALA Award: Empowering Women in Marine Aids to Navigation.

Strategic and technical discussions focused on IALA Centres of Support, GNSS vulnerabilities, AI transcription tools, digitalisation, S-100/S-200, cyber resilience, resilient PNT, VDES, MASS and offshore renewable energy installations. Council tasked the Secretariat with coordinating work on Centres of Support and noted the feasibility study for an IALA Maritime Connectivity Platform instance.

Financially, Council noted the 2025 audited statements and approved the revised 2026 budget of approximately €3.7 million. It also noted membership developments, new accessions to the Convention, World-Wide Academy progress, communications updates, and preparations for the 2027 General Assembly and Conference in Mumbai.

Nine Secretariat action items were recorded, including work on Centres of Support, MASS, liaison notes and WATON Day 2026 communications. The next Council sessions were confirmed for Guangzhou in December 2026, Madrid in June 2027, and Mumbai in November 2027.

The full report is available here: https://www.iala.int/meetings/04/

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Organised by the City of Yokosuka, the ceremony took place following the Verny-Oguri Festival Ceremony hosted by the city. The Memorandum of Cooperation was signed by seven institutions: the Japan Coast Guard, the City of Yokosuka (Kanagawa Prefecture), the Tokokai (a public interest incorporated association), the Directorate-General for Maritime Affairs, Fisheries and Aquaculture of the French Ministry of the Sea and Fisheries, the municipality of Beuzec-Cap-Sizun (where Phare du Millier is located), the city of Brest (twinned with Yokosuka) and the Association Maison-Phare du Millier, resulting in the birth of the Franco-Japanese Twinned Lighthouses Partnership.

The Kannonsaki Lighthouse is the first Western-style lighthouse built in Japan. Construction began on 1 November 1868 under the supervision of a French engineer, and it was first lit on 11 February 1869. It was damaged several times thereafter, notably during the Great Kanto Earthquake of 1923, and the current building is the third generation.

The Phare du Millier, situated on the Pointe du Millier in the municipality of Beuzec-Cap-Sizun, was designed by the French engineer Armand de La Noë and lit for the first time in March 1881.

This Twinned Lighthouses Partnership came about thanks to several historical similarities between the two lighthouses, as well as the initiative of a Japanese painter.

The first common feature lies in the use of French-made Fresnel lenses. Designed in the 19th century by the French physicist Augustin Jean Fresnel, these special lenses enable a lighthouse’s light to be projected over long distances: thin and lightweight, they effectively concentrate the light to project it far into the distance.

The second similarity concerns their appearance. The English word ‘lighthouse’ reminds us that, for a long time, lighthouse keepers lived and worked on site to maintain the light. The first Kannonsaki Lighthouse and the Phare du Millier both feature a house-like architectural form, making it easy to imagine that lighthouse keepers once resided on site.

The third common feature relates to the fact that the department of Finistère is closely linked to François Léonce Verny, who was involved in the construction of the Kannonsaki Lighthouse. Having arrived in Japan at the request of the Edo shogunate, Verny played a major role in the country’s modernisation, notably by overseeing the construction of the Yokosuka naval arsenal and the Kannonsaki Lighthouse, alongside the Florent brothers. Verny began his career at the Brest naval dockyard; moreover, the town of Quimper is home to the Florent brothers’ grave, where an imperial chrysanthemum emblem presented by the Japanese imperial family is preserved, along with a memorial stone commemorating the award of the title of Officer of the Imperial Order of the Rising Sun of Japan.

Finally, the initiative also owes a great deal to the Japanese lighthouse painter Toru Takeishi. After retiring from his post as a high school teacher, he set out to visit the lighthouses of Japan; once this journey was complete, he travelled to the United Kingdom, France and Ireland, visiting numerous lighthouses by bicycle and producing hundreds of sketches. The encounters he had in France during this time and the wish expressed by some of the people he met to exhibit his works in France were among the factors that led to the Twinned Lighthouses Partnership.

Fully embracing the spirit of this cooperation, Toru Takeishi generously created and donated two oil paintings depicting the Phare du Millier: one for the Kannonsaki Lighthouse and the other for Phare du Millier, thereby forging a new symbolic link between the two sites.

On the day of the signing, numerous French and Japanese representatives gathered at Verny Park in Yokosuka — a site named in honour of Verny’s actions — including Yoshio Seguchi, Director-General of the Japanese Coast Guard, Katsuaki Kamiji, Mayor of Yokosuka, Shigeto Kubo, President of the Tokokai, Béatrice Le Fraper du Hellen, French Ambassador to Japan, Fortune Pellicano, Deputy Mayor of Brest, Didier Guillion, Vice-President of the Finistère Departmental Council, and Christine Cornet, President of the Association Maison-Phare du Millier.

Following the ceremony, an official handover of the paintings and a tour of the Kannonsaki Lighthouse were organised, marking the practical launch of activities as the Twinned Lighthouses Partnership.

In future, the two lighthouses intend to preserve the memory of their shared history and the figures who contributed to their construction, whilst deepening historical and cultural exchanges between their respective regions through joint exhibitions of documents, lighthouse tours and reciprocal visits and exchanges between the relevant parties, in order to strengthen ties between local communities.

IALA e-Bulletin Rapporteur: Paul Ridgway.

The post The birth of a Franco-Japanese Lighthouses Twinning Partnership, Kannonsaki Lighthouse and the Phare du Millier appeared first on IALA.

The Savudrija lighthouse is the first modern lighthouse on the eastern coast of the Adriatic Sea and has remained continuously operational to this day.

It was designed by the famous Trieste architect and conservator Pietro Nobile (Campestro 1776 – Vienna 1854), who was a member of the circle of classicist Trieste architects.

This representative lighthouse served as a template (prototype) for other lighthouses that were built later in the 19^th century.

Its commissioning on 17 April, 1818, marked the beginning of organized lighthouse services in the then Austrian, and later Austro-Hungarian Empire.

Its construction began in March 1817, funded by issuing shares through the Trieste Chamber of Commerce, which had actively promoted the lighthouse as a means to assist with navigation to the Port of Trieste, the main port of the Empire at the time. The Savudrija lighthouse is based on the idea of ​​a Doric column emerging from a square base, with attached living quarters for two lighthouse keepers, a kitchen, a warehouse, a cistern, and a complex plant for distilling gas from coal.

Local stone that was quarried on the nearby coast and processed in the field was used to build the 19-metre tower, which supported a double gallery and a grey lantern. The buildings, namely a two-storey principal keeper’s house and other single-storey buildings, were a later addition, completed in 1821. The height of the tower was subsequently increased by 10 metres to its current height of 29 metres in the late 19^th century.

It is interesting to note that construction started even before the private plots were purchased. This issue was resolved later, but remains a testimony of the haste related to the implementation of this idea. However, construction was stopped due to technical reasons, namely because the complex iron cage (gabbia) of the dome with ventilation openings had to be delivered from Styria (Maria Zell). The solution of the roof covering that was preserved in excellent condition, with specific mechanically processed massive stone slabs arranged like fish scales, is particularly interesting.

In the beginning, the lighthouse used distilled gas obtained from coal from the Raša Coal Mines to produce its light. The gas flowed to the lighthouse ports through pipes that were carried through the still-preserved channel stretching along the lighthouse tower. This process was exceptionally technologically innovative both in the Habsburg Monarchy and the world, considering that a similar public city lighting system was introduced in Vienna in 1818, and in London in 1813. Considering the application of this system for the operation of the lighthouse, and according to the data from available scientific sources and literature, it appears that Savudrija was a pioneer in this area, but this fact has since been completely forgotten. In fact, according to existing literature, the first lighthouse of this type was commissioned in 1865, when John Richardson Wigham designed a gas illumination system for the Baily lighthouse near Dublin. However, the gas lamp in the Savudrija lighthouse was commissioned as many as 47 years earlier.

However, since gas distillation facilities were still in their infancy at the time and had numerous technological weaknesses – for instance, the lamps were prone to soot due to the lack of a sophisticated gas filtering and by-product separation system – and, despite the fact that this form of illumination was somewhat cheaper than oil-based systems, it was replaced by the older and simpler type of illumination, Argand’s olive oil illumination system, namely in 1823.

The lighthouse has been preserved, and the auxiliary building for the lighthouse keeper, the apartments in the lighthouse keeper’s building, the yard, the surroundings, and the roof were renovated a few years ago.

Today Savudrija Lighthouse has main and auxiliary lighting (230V) and is automated.

Text based on material kindly provided by Toni Maričević, Head of Sector, Ministry of the Sea, Transport and Infrastructure and the Croatian Lighthouse Authority – Plovput Ltd.

Illustrations Plovput ©

IALA e-Bulletin Rapporteur: Paul Ridgway.

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This year marks the 120^th  anniversary of the Luparivskyi Front Lighthouse being first lit. For over a century, its beam has guided mariners across the waves, providing a vital sense of certainty and peace. It was built in 1906 in the village of Lupareve, located on the left bank of the Southern Buh River in the Mykolaiv region.

The history of the Luparivskyi Front Lighthouse remains relatively obscure, even though the lighthouse is an essential part of Ukraine’s maritime and hydrographic heritage. It serves as a component of the leading line that guides vessels through the seventh elbow of the Buzko-Dniprovsko-Lymanskyi Channel. While range lighthouses typically share a name and are distinguished only as “front” and “rear,” this pair is a rare exception: it is formed by the Luparivskyi Front and the Kysliakivskyi Rear lighthouses.

The navigational history of the Buzko-Dniprovsko-Lymanskyi Channel dates back at least to the mid-19^th century. The 1851 edition of the Sailing Directions for the Black Sea and Sea of Azov advised mariners to navigate the channel using an optical telegraph, which served as an aid to  navigation  at the time. By 1862, however, the structure had deteriorated so severely that it was dismantled. It was replaced by a new aid to navigation: a 10-metre mast with four supporting braces, topped with a wooden signal board.

The modern history of the Luparivskyi Front Lighthouse as a lighted aid to navigation began in 1906. That year, the lighthouse was built on the site of previous landmarks, becoming part of the navigation support system for the Buzko-Dniprovsko-Lymanskyi Channel.

During the Second World War, the Luparivskyi Front Lighthouse was severely damaged. It was not until 1955 that a new 13-metre quadrangular stone tower was constructed to take its place. To maximize visibility for approaching vessels, the seaward side of the tower was painted red and marked with a distinctive, broad white horizontal stripe.

The Luparyvskyi Front Lighthouse is equipped with a dioptric light-optical apparatus. It emits a fixed red light aligned with the leading line, providing a

visibility range of 16 nautical miles (29.6 km).

The lighthouse is primarily powered by the external electrical grid, with a battery and diesel generator serving as backups. Since 2009, the status of both the light’s optical apparatus and the power supplies have been managed via the monitoring system.

Through wars, destruction, and changing eras, the lighthouse has remained steadfast in its mission: ensuring safe passage along one of southern Ukraine’s key waterways. It stands as an enduring example of an historic aid to navigation that continues to serve its purpose under modern shipping conditions.

The Luparivskyi Front Lighthouse has also earned a place in the hearts of lighthouse enthusiasts and philatelists. In 2009, it was featured in the first postage stamp souvenir sheet, Lighthouses of Ukraine, issued by the national postal service, Ukrposhta, in collaboration with the State Hydrographic Service of Ukraine (SHSU).

Text based on material kindly provided through the collaborative effort of the specialists at the State Hydrographic Service of Ukraine (SHSU)

IALA e-Bulletin Rapporteur: Paul Ridgway.

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After more than three decades, the light at Green Cape, located on Australia’s south‑east coast in New South Wales (NSW), is shining once again.

In February 2026, the historic Green Cape Lighthouse was recommissioned, returning AtoN operations to its original 1883 tower for the first time in 34 years. Delivered by the Australian Maritime Safety Authority (AMSA) in partnership with the NSW National Parks and Wildlife Service (NPWS), the work demonstrates how heritage lighthouse infrastructure equipped with modern technology can resume active service as a contemporary aids to navigation (AtoN).

Green Cape Lighthouse occupies one of the most significant navigational positions in the region, marking the first major headland for northbound coastal traffic rounding Cape Howe and entering one of the busiest shipping corridors on the NSW east coast. Originally part of the 19th century “highway of lights” established to improve safety along the NSW coastline, its role remains just as important today, guiding seafarers operating in Australian waters.

The lighthouse was decommissioned in 1992, with operations transferred to a solar-powered beacon on a separate structure. However, as that lattice tower approached end-of-life, AMSA undertook a strategic review of replacement options. Reinstating the heritage tower emerged as the preferred solution, offering a viable alternative to new infrastructure construction and an opportunity to return a 140-year-old heritage lighthouse to operational service.

Central to the project was the integration of modern light emitting diode (LED) technology within the original Chance Brothers lens. This approach allows the lighthouse to operate more efficiently with lower power demand, while improving reliability for off-grid operation. For mariners, this means a more dependable light source—reducing the risk of outages and ensuring consistent visual navigation cues along the coast.

The work also reflects broader international best practice, drawing on work through the International Organization for Marine Aids to Navigation (IALA). AMSA has an established program of retrofitting LED technology into traditional lens assemblies—demonstrated in early examples such as Cape Byron Lighthouse, where modern lighting was integrated within the existing historic optic. Green Cape builds on this approach, showing how heritage optics can continue to play an active role when paired with contemporary systems. These advances help ensure Australia’s AtoN network remains fit for purpose, supporting safe operations in an evolving maritime environment.

The relighting of Green Cape Lighthouse required careful integration of modern infrastructure within a heritage-listed structure. Heritage approvals enabled the re-integration of key elements, with the mercury float pedestal serviced and retained, and discreet drive upgrades to ensure consistent rotation—maintaining the site’s structural and historical integrity. 

Green Cape Lighthouse now stands as a practical example of how AtoN heritage infrastructure can be adapted to meet modern maritime safety needs, part of a broader international conversation among lighthouse authorities about the future of heritage AtoN infrastructure.

Readers wishing to learn more about Australia’s AtoN network are invited to use the link here: AMSA website. (https://www.amsa.gov.au/safety-navigation/navigation-systems)

Author: Elisa Boughton, Branch Manager International Engagement Policy and Regulation, AMSA.

IALA e-Bulletin Rapporteur: Paul Ridgway.

All illustrations AMSA ©

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The IALA Waterway Risk Assessment Programme (IWRAP) is a desktop risk assessment programme (in other words a modelling tool)  aimed at the calculation of probabilities of ship collisions, allisions and groundings, a modelling tool useful for maritime risk assessment.

Users of IWRAP can estimate the frequency of collisions and groundings in a given waterway based on information of traffic volume/composition, route geometry and bathymetry.

The tool is introduced on our website here:

https://www.iala.int/wiki/iwrap/index.php?title=Main_Page

During the meeting of ARM 22, held from 20 to 24 April, IALA signed a Memorandum of Understanding with Engberg Solutions for access to, and licensing of, IWRAP Mk II.

This MoU will help safeguard the continued availability of the advanced version of IWRAP Mk II for the maritime community, should Engberg Solutions at some point no longer be able or willing to continue its development and support.

In the words of Omar Frits Eriksson, Deputy Secretary General of IALA: ‘For me, this is an important step in ensuring that the work invested in IWRAP Mk II can continue to benefit maritime safety and risk assessment in the long term.’

Pictured here are, at left, Omar Frits Eriksson and Per Christian Engberg at the MoU signing.

At ARM22, 97 participants attended from 27 countries worked on an impressive volume of documents from three working groups.

IALA e-Bulletin Rapporteur: Paul Ridgway.

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The future of safe and efficient navigation is driven by digitalization, co-operation, and the shift toward the S-100 framework for harmonized data exchange.

Within the EU its Interreg Baltic Sea Region co-funded MaDaMe project has supported this transition by piloting digital maritime services and improving information sharing between stakeholders.

The MaDaMe project has not only advanced the implementation of digital fairway services in the Baltic Sea region but also provides valuable input to ongoing international standardization efforts.

IALA participation

IALA participates in the project as an Associate Organization and serves as the principal international body through which the project’s technical service concepts and outcomes contribute to the development of international maritime standards.

Shaping the Future of e-Navigation

The MaDaMe Project Consortium is pleased to extend an invitation to attend the project’s final seminar, Shaping the Future of e-Navigation, which will be held in a hybrid format on 30 September 2026 from 0900 to 1630 (UTC+3) in Turku, Finland, and online.

Comprehensive overview of e-Navigation

The seminar will provide maritime stakeholders with a comprehensive and up-to-date overview of the current state of e-Navigation, its evolving framework, and future developments.

As part of this broader perspective, the key results and conclusions of the MaDaMe project will be presented and discussed.

Preliminary Programme

Please find the preliminary programme here for ease of reference:

Registration is required

Those wishing to attend may  register here:

https://www.lyyti.in/MaDaMe_Final_Seminar_4069

Registration for on-site attendance is open until 17 September 2026, and online registration will be available until 25 September 2026.

Free of charge

Participation in the seminar is free of charge, but registration is required.

Practical information

Participants requiring accommodation may request further information about the hotel allotment at Sokos Hotel Kupittaa, located near the seminar venue, from the contact person below.

For further information

Detailed information, including the link for online participation, will be shared with registered participants closer to the event date.

Inquiries

For inquiries readers are invited to contact: Heidi Tuominen, Turku University of Applied Sciences heidi.tuominen@turkuamk.fi

IALA e-Bulletin Rapporteur: Paul Ridgway.

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