Future of Vessel Traffic Services - Essay Example

About Vessel Traffic Systems Vessel Traffic Systems are found at the shores sides to give simple messages to ships concerning the positions of other traffic or meteorological hazard warnings, to extensive management of traffic within a port or waterway. Those ships entering the VTS area are said to report to the authorities via radio and are tracked by the VTS control center. (This picture has been taken from the website stated in the reference list number 2) VTS is like a tool, which helps to provide safety to the life at sea, safety of navigation and protection of the marine environment. VTS is made up of one or more of three services; Information, Navigational Assistance and Traffic Organization. There are two main types of VTS, surveilled and non-surveilled. Surveilled systems consist of one or more land-based sensors (i.e. radar, AIS and closed circuit television sites), which output their signals to a central location where operators monitor and manage vessel traffic movement. Non-surveilled systems consist of one or more reporting points at which ships are required to report their identity, course, speed, and other data to the monitoring authority. They encompass a wide range of techniques and capabilities aimed at preventing vessel collisions, ramming, and groundings in the harbor, harbor approach and inland waterway phase of navigation. They are also designed to expedite ship movements, increase transportation system efficiency, and improve all-weather operating capability. Recently Developed VTS Systems The Automatic Identification and Data Management System AIMS 7100 - the product of a joint venture between Daimler-Benz Aerospace and Marine Data Systems - is the latest development of a highly sophisticated vessel traffic information system (VTS). Litton Marine Systems has introduced a new IMO-compliant vessel traffic system (VTS) for locks, bridges, ports and coastal waters. VTS-Master-W is a new system utilizing commercial off-the-shelf (COTS) hardware and proprietary software running under Windows-98/NT. The Vessel Traffic Management will be able to get real-time remote display of raw video data from shore-based surveillance radars superimposed on geographical maps of the area. The Coast Guard Vessel Traffic System (VTS) is active in four major U. S. ports: New York, Puget Sound (Seattle), San Francisco and Houston/Galveston. They upgrade their software installed for VTS twice a year. Recent developments included a new Vessel Maintenance Form and improvements to radar tracking. A multiyear radar recapitalization project is in progress, replacing old, unsupportable radars with the new AN/SPS-73. Norcontrol IT has announced the introduction of C-Scope, a groundbreaking 3D VTS and AIS operator display, designed to increase flexibility of vessel and consignment tracking on sea and land areas. The sophisticated display is able to visualise data from any tracking system and provides unique flexibility in that a VTMIS operator may view the service area from literally anywhere, including onboard a vessel. The Maritime and Coastguard Agency (MCA) is the first organisation to use the display and has already taken delivery as part of the UK AIS network program. same radar used for replacement on the cutters. Future Plans VTS already has most of the technology available for its implementation. some advances may change the way future systems are designed and operated. Technologies like range from advances in electronic charting to precise positioning techniques and automatic ship-to-ship and ship-to-shore identification are expected. A number of advances, in combination, may make the automatic plotting of vessel locations, identification, and movements' possible using a laptop device on board and being equipped with proper transponders. These automated systems could replace the costly radar surveillance of large port regions. The global positioning system (GPS) and differential GPS (DGPS) is already available in ports and waterways today. The DGPS system combined with an electronic chart is the basis of the laptop navigators. This technology can locate every vessel with a pilot on board within the channel in the port. Under these conditions, the pilot can navigate the vessel precisely but cannot receive information about other vessel traffic. Other new technologies that might be developed over a longer period of time include: intelligent or expert systems; virtual environment technology to enhance user options; nanotechnology and miniaturization that will make smaller, portable devices available; and shared models of situations or solutions to navigation problems. VTS systems rely on radar or closed circuit television to monitor vessel traffic(and, more recently, automatic identification systems) for surveillance data. However, new systems have been developed that can provide automatic locations for many vessels and then plot their positions automatically on digital charts carried aboard vessels. Extensive testing is under way of an automatic identification system developed in Sweden (International Maritime Organization, 1995; Peterson, 1995). The heart of this system is a shipboard transponder that operates with the GPS satellite system and is commercially available worldwide. The transponder determines the position, course, heading, speed, and navigation status of each vessel and transmits these data to all vessels. Equipping all vessels with transponders so they could receive and plot the data on electronic charts would be a major advance in navigation information systems. The same data could also be transmitted to a shore-based VTS, which would use the information for managing regional traffic. Under the proper conditions, this technology (among other approaches) could be a lower-cost alternative to radar surveillance. The International Maritime Organization (IMO) is developing standards for a ship borne automatic identification system using VFH digital selective calling techniques. This is a general system that could accommodate many technical advances for improving VTS operations and making them compatible worldwide. These new technologies are a few of the possible additions to standard VTS components in use today, some promising overall cost reductions and others potentially reducing voice radio traffic, which can be more of a distraction than an aid to navigation. New technologies must, of course, be proven before they are adopted, but they should be considered in a long-range development program such as VTS2000. The development strategy of a long-range program should allow for innovations that were not anticipated when the program was initiated, both to optimize system performance and to minimize cost. Relationship between AIS and VTS AIS is an advanced navigation system developed and used by ships and vessel traffic systems (VTS) for collision avoidance at sea. The IMO SOLAS requires AIS to be fitted aboard all ships of gross tonnage =>300 for international voyage. The system can be interfaced with Radar and Electronic chart to provide information about the ships in vicinity for safety of navigation and security. AIS helps to resolve the difficulty of identifying ship when not in sight, at night, by radar limitation or at distance by providing a means for ships to exchange ID, position, course, speed and other ship data, with all other nearby ships and VTS stations through a standardized VHF transponder system. AIS receiver displays local vessel traffic including name, call sign, length, speed, course and distance from your position can be interfaced/integrated with the Radar targets echo, GPS position and electronic chart information that make the navigator possible to navigate and do the collision avoidance with an overall picture easier. AIS can range in price between US$3000 and US$9000, excluding the Installation costs, which varies considerably depending on the level of integration of the AIS with other shipboard systems (e.g. radar, speed log, rate of turn indicator, navigation positioning system, ECDIS, etc.). AIS advantages AIS helps in passing pertinent navigational data from other sources. For example the passing of data between National Oceanic and Atmospheric Administration's Physical Oceanographic Real Time System and U.S. Coast Guard Vessel Traffic Centers. The advantage of an automatic and continuous exchange of information is that all can access it and since it is digital data, software can be modified to the mariner's requirements by the manufacturer thus reducing the need for voice radio exchanges. It enhances the mariner's situational awareness. It permits more effective and reliable passing arrangements. It also provides comprehensive and informative traffic image and maritime domain awareness not possible with radar or video surveillance alone. The AIS corroborates and provides identification and position of vessels not always possible through voice radio communication or radar alone. Disadvantages of AIS AIS reduces systems capacity when using simplex repeaters or certain configurations of VDM (VHF Data Messages) re-transmissions. The use of duplex repeaters will require a duplex channel and channel manage- ment capabilities and Increased system complexity. Under most conditions an AIS system does not re-transmit received messages that are received by a shore infrastructure. In special circumstances, re-transmission of AIS information over the VDL may provide an efficient solution to those special circumstances. These circumstances include: Geographical limitations to radio and extension of RF coverage when there are limited connectivity options. Some Rules within the VTS zone Responsibility Nothing in these Rules shall exonerate any vessel, or the owner, master, or crew. Effectiveness: Things go as planned Applicability lookout Every vessel shall at all times maintain a proper look-out by sight and hearing. Effectiveness: Prevents collisions or any other casualty. Safe speed Every vessel shall at all times proceed at a safe speed so that she can take proper and effective action to avoid collision and be stopped within a distance appropriate to the prevailing circumstances and conditions. In determining a safe speed the following factors shall be among those taken into account: (a) By all vessels: i. The state of visibility; ii. The traffic density including concentrations of fishing vessels or any other vessels; Effectiveness: Prevents from accidents and collisions. Risk of collision Every vessel shall use all available means appropriate to the prevailing circumstances and conditions to determine if risk of collision exists. Effectiveness: Usage of available means would reduce the risks of collisions. Action to avoid collision Any action taken to avoid collision shall be taken in accordance with the Rules and shall, if the circumstances of the case admit, be positive, made in ample time and with due regard to the observance of good seamanship. Effectiveness: Serves well for the vessels if applied. Narrow channels A vessel shall not cross a narrow passage or fairway if such crossing impedes the passage of a vessel, which can safely navigate only within such channel or fairway. Effectiveness: Avoids accidents. Vessel Traffic Services Zones Regulations (1) The master of a ship shall ensure that, before the ship enters a Vessel Traffic Service Zone, the ship's radio equipment is capable of receiving and transmitting radio communications on the channel. (2) The listening watch may be suspended if a marine traffic regulator directs the ship to communicate with coast stations and other ships on a different channel and radio frequency. (3) The master of a ship shall ensure that a report is made to a marine traffic regulator at least 15 minutes before the ship enters a Vessel Traffic Services Zone, except where the ship has been given a traffic clearance or commences a manoeuvre in a Vessel Traffic Services Zone that may be detrimental to safe navigation; (4) The master of a ship shall ensure that a report is made to a marine traffic regulator at least 24 hours before the ship enters a Vessel Traffic Services Zone from seaward, or as soon as possible where the estimated time of arrival at that Vessel Traffic Services Zone is less than 24 hours after the ship departs from the last port of call, where the ship is of 500 tons gross tonnage or more; engaged in towing or pushing a vessel, where the combined tonnage of the ship and the vessel being towed or pushed is 500 tons gross tonnage or more; or carrying a pollutant or dangerous goods, or engaged in towing or pushing a vessel carrying a pollutant or dangerous goods. (5) A report required shall specify the name of the ship, the radio call sign of the ship, the name of the master of the ship, the position of the ship, the time of arrival of the ship at the position, the course of the ship, if any, the speed of the ship, if any, the prevailing weather conditions, the estimated time that the ship will enter the Vessel Traffic Services Zone, the name of the Vessel Traffic Services Zone the ship intends to enter, the destination of the ship, the estimated time of arrival of the ship at the destination, the intended route of the ship, the name of the last port of call of the ship, the draught of the ship, any dangerous goods, listed by class, or pollutant, that is carried on board the ship or the vessel being towed or pushed by the ship, any defect in the ship's hull, main propulsion systems or steering systems, radars, compasses, radio equipment, anchors or cables, any discharge, or threat of discharge, into the water, of a pollutant from the ship or the vessel being towed or pushed by the ship, and any damage to the ship or vessel that may result in the discharge of a pollutant from the ship or vessel into the water, the name of the agent of the ship; and the date of expiration of a certificate the International Oil Pollution Prevention Certificate, the International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk, the Certificate of Fitness and the Certificate of Compliance, if any, issued to the ship. (6) In addition when a vessel arrives at a calling-in point, the master of the ship shall report the name of the calling-in point of that item or the number of the calling-in point as of that item. (7) The master of a ship that is within or about to enter a Vessel Traffic Services Zone shall ensure that a report is made to a marine traffic regulator on any of the following matters as soon as the master becomes aware of them: the occurrence on board the ship of any fire, the involvement of the ship in any collision, grounding or striking, any defect in the ship's hull, main propulsion systems or steering systems, radars, compasses, radio equipment, anchors or cables, any discharge or probable discharge of a pollutant from the ship into the water, another ship in apparent difficulty, any obstruction to navigation, any aid to navigation that is functioning improperly, damaged, off-position or missing, the presence of any pollutant in the water, the presence of a ship that may impede the movement of other ships; and any ice and weather conditions that are detrimental to safe navigation. (8) The master of a ship that is within or about to enter a Vessel Traffic Services Zone shall ensure that a report is made to a marine traffic regulator describing any significant change in the information contained in a report made pursuant to these Regulations. (9) Under these Regulations a time is to be specified, the time shall be specified using the time zone in effect in the Vessel Traffic Services Zone that the ship is about to enter or is within, using the 24-hour clock system.. Real accidents that took place with the vessels. On 6th of September 1997 a super tanker rammed into an Indian registered cargo ship in the Strait of Malacca when thick smoke from forest fires obscured visibility. The cargo ship broke in two and sank with a loss of 29 lives. In 1991, a mooring accident involving the tanker vessel Omi Dynachem occurred at the El Segundo marine terminal off Los Angeles. During mooring operations a vessel anchor got caught on a 26 inch undersea pipeline, pulled it from the ocean floor to the surface, and caused it to rupture. These accidents demonstrated the need for Government and industry to develop and implement improved measures to prevent vessel accidents. Over the years, several accidents and close calls have occurred within, or on approach to, the State's ports. In 1971, two Chevron tankers collided under the Golden Gate Bridge causing a major oil spill in San Francisco Bay. The spill substantially impacted the bay; as well as adversely impacting other environmentally sensitive areas such as the Duxbury Reef located about 15 miles north of the bay's entrance. In 1988, the Arco Juneau ran into the Carquinez Bridge, rupturing tanks that fortunately were empty at the time. In 1989, the Exxon contract ship Overseas Juneau collided with the Richmond Longwharf in San Francisco bay, destroying a portion of the ship's structure. Fortunately, the damage inflicted on the ship did not include the rupture of any of its oil cargo tanks. REFERENCES 1. Linda Paul, LP. (1997) A Vessel Traffic System Analysis for the Korea/Tsushima Strait [Publication]. Available: URL http://www.nautilus.org/archives/papers/energy/PaulESENAY2.html#intro [10th February 2006]. 2. Radar Processing Solutions (2000-2006) title Vessel Traffic Services. Available: URLhttp://www.ssreng.com/vessel_traffic_system.htm [10th February 2006]. 3. Safer Lives Safer Ships and Cleaner Seas. (2003-2004) Title Vessel Traffic Services and Port Information. Available: URL http://www.mcga.gov.uk/c4mca/mcga-safety_information/nav-com/dqs-navcomms-vts-2.htm [10th February 2006]. 4. Vessel Traffic Services (VTS) Source: G-MWV Available: URLhttp://www.uscg.mil/hq/g-cp/comrel/factfile/Factcards/VTS.html [10th February 2006]. 5. Vessel Traffic Safety Available: URL resources.ca.gov/ocean/97Agenda/Chap5VTS.html [10th February 2006]. 6. Navigation Center. (2005) Title How AIS works Available: URL http://www.navcen.uscg.gov/enav/ais/how_AIS_works.htm [10th February 2006]. 7. Navigation Center (2006) Title. International Positioning and Technical Details Available: URLhttp://www.navcen.uscg.gov/mwv/navrules/annexes/annex_1Intl.htm#2 [10th February 2006]. 8. Navigation Center (2005) Title Navigation Rules Available: URL http://www.navcen.uscg.gov/mwv/navrules/rotr_online.htm [10th February 2006]. 9. Singapore Maritime Portal. Title. Singapore Maritime and Port Journal. Available: URL http://www.singaporemaritimeportal.com/SMP_jour_abstract2003.htm [10th February 2006]. 10. Navigation Center (2005) Title. Vessel Traffic Services Available: URL http://www.navcen.uscg.gov/mwv/vts/vts_home.htm [10th February 2006]. 11. Vessel Traffic Services (2002) Title. Vessel Traffic Services. Available: URL http://www.imo.org/Safety/mainframe.asptopic_id=387 [10th February 2006]. 12. C2CEN A Centre Of Excellence. (2005) VTS (issue). Available: URL http://www.uscg.mil/hq/c2cen/vts.htm [10th February 2006]. 13. VTS User Manual (2003) Title. Vessel Traffic Service Prince William Sound Available: URL http://www.navcen.uscg.gov/mwv/vts/userman031.pdf [10th February 2006]. 14. Vessel Traffic Services. (2006) Title. Vessel Accidents Available: URL http://ceres.ca.gov/ocean/theme/vessel_background.html [10th February 2006]. 15. 15. Vessel Traffic Safety. (1995) Title. Chapter 5f Vessel Traffic Safety Available: URL http://resources.ca.gov/ocean/html/chapt_5f.html [10th February 2006]. Read More