Vessel Traffic Services - Essay Example

Farzeela Faisal Standard Academia Research Nov-25-2005 "Vessel Traffic Services" Recent technological studies have shownthat Vessel Traffic Services (VTS) alone are not sufficient for the safety of maritime ships, as there are certain limitations like security issues to be resolved, Automatic Identification Systems (AIS) has been introduced on board ships which when implemented not only provides with the current location of all nearby ships to the ships on which they are implemented but they also provides with the latest information on freight and cargo issues. The working scenario of VTS and AIS together enables the future technology to overcome many current loopholes of sea navigation. The use of Artificial Intelligence (AI) is expected to help tracking marine traffic management and at the same time protecting the vessel from internal and external threats. Introduction VTS introduction despite of making shipping safer has also reduced catastrophic threats like oil spills in heaving and narrow waterways, colliding disasters and damages. VTS implementations outcome vary from country to country, as the zonal rules and regulations also vary. AIS implementation along with overcoming the limitations of VTS provides with the latest statistical information between the cargos or ships and coastal stations. "Vessel traffic services represent the future. The systems are still evolving, still developing and this symposium is a part of that process. It will contribute to our knowledge, stimulate ideas and help us to decide how best to utilize the technology that has been and is being developed." (Speech by Mr. W.A. O'Neil, Secretary-General of IMO VTS 2000 Symposium, Singapore, 18 January 2000) Vessel traffic services (VTS) are shore-side systems, designed to prevent different types of collisions in the harbors, which range from the provision of simple information messages to ships, such as position of other traffic or meteorological hazard warnings, to extensive collisions and management of traffic within a port or waterway. VTS acts as a tool, which plays a vital role in: Contributing towards the safety of human life at sea. Safety and security of navigation. The protection of marine environment. The purpose of a VTS is to provide active monitoring and navigational advice for vessels in particularly confined and busy waterways. 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. When Vessel Systems report to a vessel traffic center by radiotelephone they are in turn provided with accurate, complete, and timely navigational safety information. The addition of a network of radars and close circuit television cameras for surveillance and computer-assisted tracking, similar to that used in air traffic control, allows the VTS to play a more significant role in marine traffic management, thereby decreasing vessel congestion, critical encounter situations, and the probability of a marine casualty resulting in environmental damage. (Vessel Traffic Services, http://www.navcen.uscg.gov/mwv/vts/vts_home.htm) Rules And Regulations within Vessel Traffic Services Zone A vessel using a traffic separation scheme shall: i. Proceed in the appropriate traffic lane in the general direction of traffic flow for that lane. ii. So far as is practicable keep clear of a traffic separation line or separation zone. iii. Normally join or leave a traffic lane at the termination of the lane, but when joining or leaving from either side shall do so at as small an angle to the general direction of traffic flow as practicable. A vessel, shall so far as practicable, avoid crossing traffic lanes but if obliged to do so shall cross on a heading as nearly as practicable at right angles to the general direction of traffic flow. A vessel shall not use an inshore traffic zone when she can safely use the appropriate traffic lane within the adjacent traffic separation scheme. However, vessels of less than 20 meters in length, sailing vessels and vessels engaged in fishing may use the inshore traffic zone. A vessel may use an inshore traffic zone when en route to or from a port, offshore installation or structure, pilot station or any other place situated within the inshore traffic zone, or to avoid immediate danger. A vessel, other than a crossing vessel or a vessel joining or leaving a lane shall not normally enter a separation zone or cross a separation line except: i. In cases of emergency to avoid immediate danger; ii. To engage in fishing within a separation zone. A vessel navigating in areas near the terminations of traffic separation schemes shall do so with particular caution. A vessel shall so far as practicable avoid anchoring in a traffic separation scheme or in areas near its terminations. A vessel not using a traffic-separating scheme shall avoid it by as wide a margin as is practicable. A vessel engaged in fishing shall not impede the passage of any vessel following a traffic lane. A vessel of less than 20 meters in length or a sailing vessel shall not impede the safe passage of a power-driven vessel following a traffic lane. A vessel restricted in her ability to maneuver when engaged in an operation for the maintenance of safety of navigation in a traffic separation scheme is exempted from complying with this Rule to the extent necessary to carry out the operation. A vessel restricted in her ability to maneuver when engaged in an operation for the laying, servicing or picking up of a submarine cable, within a traffic separation scheme, is exempted from complying with this Rule to the extent necessary to carry out the operation. Rule 11 Rules in this section apply to vessels in sight of one another. Rule 12 When two sailing vessels are approaching one another, so as to involve risk of collision, one of them shall keep out of the way of the other as follows: i. When each has the wind on a different side, the vessel which has the wind on the port side shall keep out of the way of the other; ii. When both have the wind on the same side, the vessel which is to windward shall keep out of the way of the vessel which is to leeward; iii. If a vessel with the wind on the port side sees a vessel to windward and cannot determine with certainty whether the other vessel has the wind on the port or on the starboard side, she shall keep out of the way of the other. For the purposes of this Rule the windward side shall be deemed to be the side opposite that on which the mainsail is carried or, in the case of a square-rigged vessel, the side opposite to that on which the largest fore-and-aft sail is carried. (http://www.navcen.uscg.gov/mwv/navrules/rules/Rule1112.htm) Relation Between VTS and Automatic Identification System Automatic Identification Systems (AIS) is a new technology which helps in resolving difficulties of collisions and near-collisions at sea by providing a means for ships to exchange ID, position, course, speed and other vital data, with all other nearby ships and shore stations through a standardized transponder system. The data exchange will be totally automatic and transparent to the users. When integrated with shore-based vessel traffic systems (VTS), AIS provides a powerful tool for monitoring and controlling the movement of vessels through restricted harbors and waterways. The AIS can augment traditional radar-based VTS installations, providing an AIS overlay on the radar picture, or can provide a cost-effective alternative in areas where it is not feasible to establish radar-based systems. When integrated with radar, the AIS can ensure continuous coverage, even when the radar picture is degraded by heavy precipitation or other interference. The AIS channels can be used to transmit port data, pilotage, berth assignments, shipping agency information, tides and currents, notices to mariners and other information from shore to ship, as well as ship-to-ship and ship-to-shore AIS reports. It is also possible for the VTS to broadcast the complete harbor picture to all ships in the area, so the masters and pilots all share the same big picture. The VTS center can assume control over the assignment of timeslots for AIS messages to ensure optimum data exchange within the coverage area. Special dedicated channels may be designated for local-area AIS operations. The shipboard AIS equipment will have the ability to shift to different channels automatically when directed by the shore side VTS controller. (MX 420 Navigation System, Automatic Identification System, Complete Guide to AIS) On July 1, 2003, the Coast Guard published regulations, as required by the Maritime Transportation Security Act of 2002, requiring all vessels subject to the Safety of Life at Sea (SOLAS) convention and certain domestic vessels operating in Vessel Traffic Service (VTS) areas to install a ship-board AIS. These following commercial domestic vessels, while transiting areas detailed below, must have an installed, operational AIS that complies with the standards for such devices adopted internationally and approved by the Coast Guard. Each self-propelled vessel of 65 feet or more in length, engaged in commercial service (including fishing). Each towing vessel of 26 feet or more in length and more than 600 horsepower. Each vessel of 100 gross tons or more carrying one or more passengers for hire. Each passenger vessel certificated to carry 50 or more passengers for hire. The relation between AIS and VTS can be seen by complying vessels according to the schedule when using the listed Vessel Traffic Systems or Vessel Movement Reporting Systems. AIS is a source of concern and anxiety amongst VTS Centres throughout the world which enables VTS technology solution providers to integrate AIS into existing systems. Incorporating AIS into a VTS Centre yields a number of benefits. The Maritime Port Authority of Singapore conducted a pilot test for their AIS and determined that AIS could cut in half the time a VTS operator spends in voice communications. But the benefits don't stop there. AIS target information is more reliable than radar-alone tracking. Smaller vessels equipped with an AIS transponder no longer disappear from a VTS Workstation. AIS tracks can be automatically identified and linked to the Norcontrol IT VTS Database. This greatly decreases the VTS operator's reliance on conventional means of ship identification and provides for a 'seamless' transaction of data that can then be further distributed. Additionally, AIS Base Stations cover a much larger area than VTS radar stations, making it much more economical. (http://www.norcontrolit.com/newsrelease20020606.htm) Future of Vessel Traffic Services The future prospects of VTS escorts to a wide range of issues, which includes: The vulnerability of maritime domain would be overcome in the coming few years. VTS would be more secured than it is today. VTS will be able to provide a complete picture of traffic in the maritime domain. VTS would be more reliable in defending against catastrophic threats. Maritime security has a critical national security dimension, which enables its secure Domain and networking to defend against any vulnerable attacks of virus, besides domain issues it has to be secure enough to provide another additional tool for expanding the nation's capacity to conduct domestic counter terrorism in the maritime domain. The economic, physical, and psychological damage that might result from a significant terrorist attack could target maritime commerce. The Maritime security involves hundreds of ports, thousands of miles of coastline, tens-of-thousands of commercial and private craft, and millions of shipping containers which indicates to the current magnitude of Maritime Domain, but even then it is inadequate to contain additional containers. In the coming time the capacity of the Domain would be increased to address the upcoming global challenges. The first critical mission area is intelligence and early warning which VTS is lacking in. in the coming few years it would be able to detect activities relating to detecting terrorists and disseminating threat information and warning. This critical mission area includes developing better sensors and procedures to detect smuggled nuclear, radiological, chemical, and biological weapons in the future; improve decontamination and medical responses to such weapons; and harness scientific knowledge and tools for counter terrorism efforts. (James Jay Carafano, (mar 24, 2004). Before the Senate Committee on Commerce, Science, and Transportation) The ITU-R Recommendation M1371 requires further clarification in order to achieve proper operation of AIS. The IEC standardization has been finalized. IALA are currently drafting Guidelines on AIS. The future potential of AIS should not be under-estimated. The AIS display out performs radar as a VTS navigation and anti-collision tool. However, there are a number of issues still to be resolved, mainly completion of performance evaluation in a busy traffic environmental and interoperability of equipment. (Joint Navigational Requirements Policy, Review Criteria) < http://www.cil.ie/sh903y.html> Conclusion VTS are being implemented and improved by different technological and communicational enhancements by EU countries. New VTS functions are programmed and improved accordingly keeping in view the requirements of each country's jurisdiction. The allegation includes accuracy in vessel tracking; communications and trouble-free information interchange with ship to ship and ship to station premises. However the futural VTS implications include the use of AI in the optimized traffic flow, early detection system and further improvement in guidance and control and monitoring system. Works Cited Vessel Traffic Services, MX 420 Navigation System, Automatic Identification System, Complete Guide to AIS Joint Navigational Requirements Policy, Review Criteria < http://www.cil.ie/sh903y.html> James Jay Carafano, (mar 24, 2004). Before the Senate Committee on Commerce, Science, and Transportation Read More