Marine traffic systems + Supplement

Marine traffic systems

C. C. Glansdorp

ed:

Marine traffic systems

BIBLIOTHEEK TU Delft P 1798 3346

Marine traffic systems

Proceedings of an international symposium organized by: Department of Naval Architecture and Maritime Studies of the Delft University of Technology,

Liverpool Polytechnic,

The Netherlands Maritime Institute, The Royal Institute of Navigation,

The University of Wales Institute of Scïence and Technology

The Hague, 11-14 April 1976

Edited by

C. C. Glansdorp

Preface by

W. Langeraar

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Symposium committee

W. Langeraar (chairman) Netherlands Maritime Institute Delft University of Technology W.Burger

University of Wales Institute of Science and Technology C.C.Glansdorp (secretary)

Netherlands Maritime Institute Delft University of Technology L.A. Holder

Liverpool Polytechnic M.W. Richey

Royal Instituteof Navigation A. Wepster

Netherlands MaritimeInstitute

Distributed by the Netherlands Maritime Institute, Burg. s'Jacobplein 10,Rotterdam, The Netherlands.

CONTENTS

PREFACE

THE PRESENT STATE OF THE ART OF PORT TRAFFIC MANAGEMENT

Knight D.J.

Control of Movement in Ports; the Position in Liverpool

Bollen N. and van Loocke H. Scheldt Info r mat ion Se r vi ce Pelicant R.

Maritime Traffic Control System in the Port of Le Havre

Guicharrousse M.

Maritime Traffic Control Legnani E.

Port Traffic Guidance System of Genoa Harbour Richardson R.B . and Goring J.

The Thames Navigation Service - Port of London

SOCIO-ECONOMIC ASPECTS OF TRAFFIC GUIDANCE SYSTEMS

Hans M.Wm.

Cost-Benefi t Analysis for Vessel Traffic Syst ems van Krimpen Chr. and Spuyman W.

Safety and Efficiency Imp licat io ns of a New Rotter dam-E uropoo rt, Ve s s e l Tra f f ic Man a gement System

Boehm H.

Psycholo gical Aspects of Traffic Gui dance Systems Holt J.A.

Some Economie Aspects of Port Traffic Regulation

3 13 37 43 46 48 57 75 111 116

LEGAL REQUIREMENTS AND CONSEQUENCES OF TRAFFIC MANAGEMENT

Cadwallader F.J.J.

The Legal Requirements and Consequences of Traffic Guidance Systems

Mankabady S.

The Regulation of Navigation: Recent Trends and Developments Brown E.D.

Freedom of Navigation: Progress Report on the Third United Nations Conference on the Law of the Sea

MANAGEMENT REQUIREMENTS OF PORT TRAFFIC GUIDANCE SYSTEMS

Richardson R.B.

Requirements of a Port Authority 1n Regard to Marine Traffic Systems

ADVANCES IN TECHNOLOGY

127

137

149

201

van den Hoed W.C.

The Use of a Shipborne Automatic Radar Plotter for

Recording Marine Traffic 211

Parker J.D.

The Influence and Availability of Satellite Systems 223 Bradshaw M.R.

Solutions to Communicating Information to Port Control 234

EDUCATION AND.TRAINING OF PERSONNEL INVOLVED IN TRAFFIC MANAGEMENT

Hinsch W.

Education and Training of Masters and Mates Involved in Traffic Control Systems

Hignet M.H.

Recruitment and Training for National and International Marine Traffic Systems

VI

251

Burger W. and Corbet A.G.

Marine Traffic Systems - Future Training de Vries A.

Education and Training of Personnel Involved in Traffic Guidance Systems

Hand T.

Port Traffic Control, Tees;

Development of System and Training of Personnel Moss W.D.

The Use of Simulation for Training and Research in Marine Traffic Guidance Systems

Spencer J.

Marine Traffic Controllers: a Psychological Problem Bakr M.A.

Marine Traffic Systems: a Linguistic Approach

MISCELLANEOUS SUBJECTS RELATED Ta MARINE TRAFFIC SYSTEMS

Gardinier J.S.

Toward a Science of Marine Safety Hermans A.J.

A Stochastic Model of Ship Maneuvers

INDEX OF AUTHORS 268 282 284 294 301 314 349 371 387

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-PREFACE

The aim of the international symposium on Marine Traffic Systems is to create a forum where all the experts in the vast field of marine science can meet, can present their latest findings and can exchange their ideas.

One of the major aspects of this symposium is that ample time will be alotted to discussions in order to achieve a consensus of opinion with regard to the various topics covered by this symposium.

As the programme shows, not all the papers presented in this volume will be read and introduced during the sessions.

Participants are invited however to use all papers contained in these preprints during the discussions of the different subjects. The symposium conclusions and recommendations will be forwarded to a variety of national and international bodies so as to ensure that a discussion on a high level will enhance an

harmonization of measures and procedures regarding Marine Traffic Management.

The subjects of this symposium are: The Present State of the Art of Port Traffic Management; Socio-Economic Aspects of Traffic Guidance Systems; Legal Requirements and Consequences of Traffic Management; Management Requirements of Port Traffic Guidance Systems; Advances in Technology and Education and Training of Personnel involved in Traffic Management.

Besides these subjects, the symposium committee received a number of very interesting papers which are related to Marine Traffic and Marine Traffic Systems. These papers are reproduced in full under the heading: Miscellaneous Subjects related to Marine Traffic Systems.

Unfortunately this preprint has to go to the printers and consequently a number of interesting papers still expected are not included in this volume. However, in order to remedy this situation an addendum to this preprint will be issued shortly before the commencement of the symposium.

The quality and the number of papers ensure the success of this symposium. I am confident that the symposium conclusions will serve as an incentive to the introduction of measures of harmonization regarding Marine Traffic Management.

I do hope th at the participants will come in touch with each other and thus having a fruitful and rewarding time. I also take this opportunity to thank most warmly all those institutions and organisations which supported and cosponsored this symposium.

W. Langeraar Symposium Chairman

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-The present state of the art of port traffic

management

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-CONTROL OF MOVEMENT IN PORTS

THE POSITION IN LIVERPOOL

D. J. Knight*

Summary

The control of movement of ships is a somewhat

emotive subject. Whilst in the comparatively new

art of flying, a rigid system of contr o l is

accepted without question, the more traditional

maritime profession prefers to retain in ~he hands

of the master (or pilot) as much control as

possible over his own destiny. As far as the Port

of Liverpool is concerned a system has been

established taking note of these basic wishes

against the requirements of safety etc. and also

taking account of local conditions both physical and personnel.

1. Introduction

1.1. Differing views are held in ports in the

United Kingdom and the Continent of Europe on the

extent to which i t is necessary for a port authority to control directly the movement of ships within its limits.

1.2. These differing views may arise because of

variations in traffic density, different

geo-graphical features, tidal and other constraints

apart from merely differing opinions on what is desirable.

1.J. This paper sets out the situation as i t is at present in the port of Liverpool and the reasons for this particular approach to the problem.

*Marine Operations Manager

QUEEN ELiZABETH FIG. 1 GLADSTONE -LANGTON dH""-'V'-SANDON MAIN ENTRANCE LOCKS. GARSTON

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-2. Function of the Port Authority

2.l. The basic purpose of a port authority in relation to shipping movements is to arrange fo r vessels to proceed from sea to their berths or vice versa with the least possible del ay an d the maximum possible safety.

2.2. To enable these movements to be carried out efficiently i t is necessary to ensure that all the factors affecting them ar e co-ordinated. Th e s e factors include, provision of pilots, ava i la b i l i t y of tugs an d boatmen, availability of dock labour, planning optimum use of locks an d ar r a n g i n g the passage to suit the time of tide i f depth of water is a constraint.

2.J. The question to be answered is how elaborate

a system is necessary to enable this to be done.

J. Port of Liverpool

J . l . The River Mersey proyides access to a total

of seven lock entrances and three river berths. Four separate port authorities are involved although the Mersey Docks and Harbour Company port limits extend up to the lock entrances of the other docks an d any question of control of movement is therefore their responsibility. Fig l .

J.2. These locks and river berths have differing limitations. Some ar e ava i l able 24 hours pe r day

with limited draught an d some near high water only. The size of ship which can be accepted varies

considerably from small coasters to 2l0,000 to n tankers.

J.J. Each doek system arran ges its own programme

according to the requirements of shipowner or age nt.

Each dockmaster will plan to ge t the maximum number of movements on a tide with the minimum loss of water from the impounded dock. He wi l l however be obliged to make changes to his programme as required

to accommodate late arrivals, delayed or accelerated finishing times of vessels loading or discharg ing

and many other factors.

J.4. At the present time there are on average about 90 ship movements per day (excluding small craft) in the Mersey and these are concentrated ne ar the two high water periods.

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I RIS H SEA »-> W.".fn SUltan \ \ \ \ \ \ \ \ \ \ \ \ \ \ \ \ \ \ \ \ \ MId. \ ..ou. ... L1V E R PO O L PILOTAGE DISTRICT

--FIG. 2

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-3.5. As there is a separation of some eight miles

between the first of these, Gladstone Lock and the

last, Eastham Locks i t will be seen that some

natural self regulation in traffic flow occurs in order that vessels arrive at these entrances at high water.

3.6. Although the approach to the River is a long

one, running between drying sandbanks, the width of

navigable channel is gene rally in excess of 600

metres except for one very short distance where i t

reduces to 450 metres.

4.

Role of the Pilot

4.1.

The Mersey Docks and Harbour Company is the

Pilotage Authority for the approaches to all the

ports and berths in the Mersey Estuary. The

Pilotage District extends approximately fifty miles to seaward fr om the river entrance and pilotage is

compulsory ~or inward bound vessels from Anglesey

and outward as far as the Bar Light Float. Fig 2.

4.2. Compulsory pilotage extends to vessels of

above 250 gross tons loaded draught or above 500

gross tons in ballast. Such vessels must either

carry a pilot or the master must have obtained by

examination a pilotage exemption certificate for

named vessels.

4.3.

The training of a Liverpool pilot who joins as

an apprentice at the age of seventeen and has about

seven years training before obtaining his first

licence, ensures that not only has the pilot a very

detailed knowledge of the Port but he has a very close understanding with his fellow pilots.

4.4.

The pilot therefore, provided he has the

necessary information on other movements can plan his own to best suit all the circumstances and no

one is better able than he is to judge the

limit-ations of the ship he is piloting.

5. Hole of the Port Control Centre

5.1. In Liverpool, the centre dealing with

movement control is known as the Port ·Ra d a r Station

which is in the charge of a master mariner as Superintendent and is operated by a Duty Marine Officer and a Communications Officer in each watch.

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5.2. Recent legislation requires all vessels in excess of 50 gross registered tons wishing to

navigate in the Port of Liverpool to be fitted with

V.H.F. with appropriate channels to communicate with

the Port Radar Station and other vessels and ships are required to advise their intentions before

commencing a passage and on completion they are also required to advise the nature of certain hazardous cargoes.

5.). Routine broadcasts are made from this station

at three hours and two hours before each high water

giving a summary of proposed movements at each dock

entrance or berth on the coming tide together with a surnmary of weather information and local navigation warnings.

5.4.

In addition routine broadcasts are made every

four hours giving full details of navigation warnings

and an up-to-date tape recorded broadcast of all

dispositions and movements is at all times available on request on a special V.ll.F. channel.

5.5. When a vessel makes contact with the Port Radar

Station prior to making a passage the pilot or master

is provided with any essential additional information which may affect his passage.

5.6. The Duty Marine Officer has the delegated

powers of the Harbour Master to direct a ship not to make the passage he proposes i f a dangerous situation is likely to develop.

5.7.

In addition to dealing with routine traffic

movements this centre acts as the Port's emergency

control centre for all waterborne incidents

-collisions, strandin~ fires, pollution etc.

6. Equiprnent of the Port Control Centre

6.1. The port Radar Station is equipped with high definition radar covering the whole port area out

to 20 miles to seaward and up River to Eastham and

with V.ll.F. on designated Marine Channels.

6.2. The radar covernge is achieved by off-centering

by various factors to provide separate displays

for the different sections of the approach channel

and Riv8r on scales appropriate to the accuracy

required. F i g ) .

6.). Apart from general surveillance of the whole

Port area the equipment is designed so that accurate

navigational information can be provided to any

6.4.

With the assistance of a small computer this information can be provided in four

modes:-(a) The first is to display digitally the

position of an echo in relation to any

one of 24 points, the positions of which

are already stored in the computer. These

points are either lightfloats, buoys or

shore marks but could be arbitrary refer-ence points.

(b) A similar result can be achieved in

relation to a temporary or moving object

by first injecting into the computer the position of the temporary object using

a superimposed adjustable small circle.

(c) The third system is a development of

(b) where two successive injections of the position of the small circle can be

used to display the track made good by

that echo.

(d) The fourth is a development from all the others and can be used to display the closest point of approach of the vessels present track to either a

fixed object such as a buoy or an

anchored ship target.

7.

Legal Problems of Control

7.1.

Navigational ad v i c e is gi v e n to a vessel by

the Port Hadar Station on request. This ad v i c e is

in the form of a position of the ship relative to a

seamark or inîormation on the relative position of

other ships or the course to make good to navi g ate

safely within the channel.

7.2. To progress beyond this to direct instructions

to a vessel regarding his course to steer or the

engine movements he should make, create a completely

different situation.

7.3.

I t must be assumed that i f an officer at a port

Control Centre who is an employee of the Port Authority acting on behalf of the Harbour Master gives an instruction to a vessel which directly or

indirectly results in an incident, th en either the

Harbour Master or Port Authority or both will be

held liable for the consequences.

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-8. Purpose o~ Control

8.1. I t is worth examining ~or what purpose a greater degree o~ control would be required in the Port o~ Liverpool and what ~orm i t would take. 8.2. There would seem l i t t l e purpose in direction

~or directions sake and there appear to be two separate reasons ~or considering control. One is in the interests o~ sa~ety and perhaps the

minimising o~ the risk o~ oil pollution. The

second to ~orm part o~ a complex process o~ control

~or maximum e~~iciency o~ all port activities. 8.J. The sa~ety question is relatively simple and would not involve extra cost. I t is a matter o~

assessing the legal problems mentioned in paragraph

6

and the tra~~ic density and visibility ~actors which might give rise to problems. I t is also relevant to consider the greater public interest in hazardous and toxic cargoes.

8.4.

The second issue which has been given considerable attention in the maritime teaching establishments envisages all the variabie ~actors

which a~~ect a ships movement in and out o~ the Port being ~ed into a computer which would be

pr o g r a mme d to analyse them and produce a timetable

o~ ship movements ~or maximum e~~iciency. This would o~ course need continuous updating as

circumstances changed and would be extremely costly. 8.5. I t would be argued that the cost would be

o~~set by substantial savings in a large number o~

areas. These would include more e~~icient employ-ment o~ dock labour, more e~~icient use of tugs perhaps leading to reduced numbers and ~uel savings, more cost e~~ective use o~ locks thus minimising

~uel costs and water losses. The latter might bring savings in dredging costs because of a reduction in water pumped into the docks and the l i s t of possible savings seems endless. The question is at what level o~ tra~~ic is such a system

jUsti~ied.

9.

Conclusion

9.1. With the present density of traffic in the Mersey the present system whereby the pilot of a vessel can obtain a complete picture o~ all movements, navigation warnings etc. which a~~ect

his vessel and plan his own passage accordingly is

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watching brief and only steps in with direction i f a dangerous situation is developing.

9.2. I t is a pre-requisite of such a system that compulsory pilotage with a low exemption limit

exists and that pilot training and the understanding between pilots should be of a high standard.

I t is also essential that all ships carry and keep a listening watch on V.H.F. and report before commencing a movement.

9.3.

An organisation must exist which is capable of moving to a situation of increased control i f an increase in traffic density or other changes make this necessary in the future.

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-SCHELDT INFüRMATIüN SERVICE

N.Bollen

*

H.Van Loocke

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Summary

The actions to promote primarily maritime traffic sa-fety in the River Scheldt and its Approaches and to facilitate a quick turn-round of shipping are summari-zed. Within this context the Scheldt Information Ser-vice -S.I.S.- acts as a programming and as a control-ling organisation, employing personnel and equipment to this end. The main elements of this service and de-velopments from its inception up to the present are

re-viewed and future plans for extension into a compl e t e

radar system are described. This system will include semi-automatic processing and presentation of data de-rived fr om the radar, in order to provide

radarobser-vers, pilotage offices and other interested parties

with better information on ship movements in the whole area. The entire radar system will be operated from two main controlrooms : one in Antwerp and one in Vlissingen. The history and present developments of the S.I.S. show how international co-operation can be suc-cesful in constructing complicated technical equip-ment and taking far-reaching integrated measures to-wards safety. In conclusion the authors emphasize the

need for international standardisatiQn of procedures

for maritime traffic control within the Intergovern-mental Maritime Consultative ürganisation. The neces-sity to support the planned system by proper uniform

legislation is stressed in particular.

1. Introduction

Build on land partly reclaimed fr om the river, Antwerp has in the course of centuries gradually grown to be

the most important port of the Scheldt Estuary.(fig.

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lB) This port is linked with the North Sea by a ti dal stream called Westerschelde whilst flowing through the territory of the Netherlands and Schelde upwards the Dutch-Belgian border. The entire River Scheldt has a rise and fall averaging some five meters. The tides maintain channels so as to allow seagoing

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Directorate of Pilotage - Scheldt Mouth, The Netherlands.

vessels with draughts of 13,25 meter or 43 feet 6 inches to safely reach the Zandvlietlock under spring-tide conditions. Most of the traffic has to pass

through this lock or any of the three others. A Co-or-dination Service organizes the in- and outgoing traf-fic between the locks and the appointed berths. Head-quarters of this Service are situated at the extreme seaward limit of the harbour in the Zandvlietlock-Building, operating in close contact with the Scheldt Information Service, sharing the same premises with interconnecting watchrooms on the same floor.

Significant is also the Belgian Port of Gent linked to the Westerschelde by a modern 13,5 meter deep ca-nal, 17 miles long and situated southward of the Dutch Port of Terneuzen.

Figures giving an impression of the traffic to the smaller Port of Brussel are in so far important that they give an indication of the increase in the ship-ping flow to Antwerp. Indeed, these vessels reach the Brussel Sea Canal at Wintham via the Westerschelde, Schelde and the by-river Rupel some 8 miles upwards Antwerp.

To evaluate the entire maritime traffic in the area, one has to consider also the statistics with respect to arrivals into the Dutch Ports of ~lissingenand Terneuzen, among other things resulting in wellover 50.000 pilotage operations in Vlissingen Roads car-ried out annually by Belgian and Dutch pilots.

In drafting "nls paper i t was felt appropriate to give a very brief outline of the pre-history of the Scheldt Information Service, in particular as to the regime which rules the river as laid down in various trea-ties. Af ter the revolution in 1830 which led to Bel -gian Independence, the Treaty of London, 19th of april

INCOMING TRAFFIC - SEAGOING VESSELS RIVER SCHELDT

BELGIAN PORTS DUTCH PORTS ZEE- GRAND

TOTAL BRUGGE TOTAL ANTW. GENT BRUS TERN IVLISS

1970 19150 3634 861 1477 618 ~5740 4691 ~0431 1971 18654 3813 700 1282 693 25142 4746 29888 1972 18631 4093 812 1413 752 25701 5658 31359 1973 18708 3789 960 1614 691 ~5762 6105 31867 1974 18755 4093 951 1703 1118 26620 6796 33416 14

1839, embodied regulations on shipping and pilotage which are still in force. (art. 9) More details were agreed on in the Scheldt Pilotage Act of 1843 at Ant-werp. One of the main principles was and still is the free shipping on the River Scheldt. Therefore joint Dutch-Belgian supervision of the river fr om Antwerp

to its mouth was instituted, terms of reference being pilotage and navigation buoyage as well as beacons and other aids to navigation, and also the mainte-nance of depth in the fairways. This supervision is still carried out by the Belgian-Netherlands Perma-nent Supervisory Commission for Navigation on the Scheldt, consisting of two higher civil servants of each country, meeting quarterly.

2. The start

The constant increase in maritime traffic in the late fifties by seagoing vessels and inland craft created an urgent need for a permanent, efficient and direct shore-ship and ship-ship radio contact 1n order to pass vital nautical information. The creation and functioning of such an information service for the whole of the river and its approaches was and remains the business of the Permanent Commission. In 1962 the S.I.S. became operational. This Service consisted of two main shore based V.H.F.-stations, one at Antwerp identified as "Kruisschans Radio", the other at Vlissingen called "Vlissingen Radio". The stations were manned 24 hours a day. Channel 14 was assigned to the Duteh, 12 and 14 to the Belgian station. (fig. 2A

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2B) The service was exclusively eoneerned with safe pilotage and navigation in the river and estuary, and close co-operation with the loek personnel in order to speed up and eo-ordinate loek operations for Antwerp, Gent and Terneuzen bound ships. Vessels not equipped with VHF-RIT were, on exchanging pilots in Vlissingen Roads, provided with a portable set. Large benefits were obtained from this Service, which provided an opportunity to report exact ETA's and aetual positions, to reeeive navigational information as well as advan-eed instructions on doeking, to work effieiently with tugs, and above all contributed eonsiderably to the safety of shipping operations in the entire area eo-vered. The ability of ships to contact eaeh other was also of great value.

In 1965 the Belgian S.I.S.-station was radarizes, using ehannel 9, in order to assist vessels approa-ching or leaving the loeks or anehoring in the vici-nity awaiting entering. With the opening of a new loek in 1967 the Belgian main station of the S.I.S. was moved to Zandvliet, the Kruisschans-station

re-maining a sub-station from then on. At the same time a radar station became operational at Zandvliet. Two 16 inch - 40 cm - Philips radardisplays of the shore based type and using VHF-communication channel 4, co-vered the area between the Dutch-Belgian border and the sector controlled by Kruisschans. The information pro-vided remained strictly advisory and was in no way in-tended to take over the conduct and the maneuvring of the assisted ship.

3. Present situation

Providing navigational information to all ships is still the vital part of the daily work by the S.I.S. Every hour, and immediately in case of an emergency, a navigational broadcast is transmitted, containing such items as : visibility reports, meteorological and tidal data, anchorpositions, ship movements, announ-cing ships leaving the Port of Terneuzen or vessels crossing the shipping lanes on their way to or from Zeebrugge, information regarding dredging or other operations in progress in the riverbed or ne ar the banks, grounding- and wreckreports, movements of ha-zardous transports, etc. Secondly S.I.S. carries out vessel traffic programming and control. Specially

af-ter long periods of mist or fog, delayed vessels, both in and outward bound, have to be given extra attention on deciding their correct turn to proceed towards the locks in order to avoid congestion whilst taking into account the criteria of size, speed and draught,

me-teorological and tidal conditions and nature of the cargo.

The language used is Dutch. The use of other languages is allowed provided no misunderstandings are caused. Mayday-, Pan- and Securité-procedures are used in ac-cordance with international regulations. The movements of ships over 15.000 gross register tons or 36 feet draught are carefully monitored and guided, taking into account their E.T.A.-messages and destinations, consulting the Co-ordination Service at Antwerp or the Harbour-Master at Terneuzen.

For almost two decades studies envisaging a share ba-sed radar chain covering the entire river and its ap-proaches had been carried out by the "Nederlands Radar Proefstation" (N .R.P.) Many times the necessi ty of a properly designed radarsystem was expressed in various maritime circles, butthe Belgian Government, although fully aware of the possibilities, seemed to be reluc-tant to adopt such a system, possibly because i t was doubted whether the prevailing technology was able to cope with the long and winding Scheldt fairway,

haps fearing the complications of a joint exploitation and/or the cost-price involved. On request of Belgium, efficiently advised by the N.R.P., guided and discus-sed thoroughly within the Permanent Commission, ten-dered and orten-dered by the Netherlands Directorate-Gene-ral of Pilotage, installed by Philips Netherlands B.V. and entirely paid by Belgium, the "Limited Radarchain Westerschelde" was accepted and put into operation at

the end of 1975. (fig. 3A

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3B) Accordingly to a Treaty on Lights, Beacons and other Navaids, signed in 1957, the two additional radarstations on Dutch territory are to remain the property of the Nether-lands unless not longer used as an aid to navigation. Maintenance is done under the responsibility of the Dutch Pilotage Service except for the electronics, w?ich are serviced by the Belgian Radio Maritime Ser-vices.

The "turnkey"-delivered construction, including all ·hy d r a u l i c , mechanic, architectonic and electronic

installations, was aproud achievement. The work con-sisted in building an artificial island on the sand-banks of Saaftinge wi"'üin the inner bend of Bath and in erecting two radartowers, one on the island and another more westward near the village of Waarde. The island, the top of which measures 45 by 21 meters -150 by 70 feet - is provided with a landing-stage and a helicopter site. Towers are 45 meters high - 150 feet -, have octangular shafts with a lower and a top gallery which store the generators, elevators, elec-tronie equipment, automatic fire-fighting and air-con-ditioning units, and radar- as well as parabolic an-tennas. The unmanned stations Waarde and Saaftinge, equipped with ultra modern 3 cm radarinstallations, are micro-wave linked with the controlroom at Zand-vliet within the Scheldt Information Service. This enables radarobservers to control the easterly part of the Westerschelde fr om a point some 3 miles down-river off Hansweert up to Doel over a distance of some 20 nautical miles. The operationsroom presently con-tains six 16 inch - 40 cm - radardisplays showing ra-dar pictures of Waarde, Saaftinge and Zandvliet, each display covering the up- or downriver sector of each station. The assistance procedure is based on the use of the so called blockfrequency system. Ships repor-ting their entry in a radarbloek, are radarassisted, that is to say : informed of the own position and the movements of other vessels of all sorts in the vicini-ty. Each block is attended to by one operator. Radar-observers are sitting next to each other in the opera-tionsroom in order to facilitate the passing-on from

one block to another. Voice communication is maintained through ship's VHF. Nevertheless i t has been taken

into account that not every ship disposes of the as-signed channels 19 and 21 or that the mounting on board could be somewhat unfavourable. Therefore the Service procured portable equipment capable of working on 8 VHF-channels.

4. Future developments

In 1972 the Netherlands Government received another request from Belgium, namely to examine an extended radar coverage of the river more westward up to and including pilotstations over a distant of some 50 nau-tical miles off the limits of the existing radarchain. Again the main platform for negotiations remains the Belgo-Dutch Permanent Commission which decided that a Development Cost Plan - DCP - was to be made. This plan was written in continuous consultation between the industry selected - Philips, including Holland Signaal on the one hand, and the Netherlands Pilotage Authorities and, for Belgium the Nederlands Radar Proefstation on the other hand, joined later by the Belgian Pilotage Authorities and the General Manage-ment of the Port of Antwerp. The basis for the DCP was a decision by the Permanent Commission that the radar-chain was to be the main element of a traffic system, comprising also communications, information-organisa-tion, personnel-organisainformation-organisa-tion, buildings, procedures to be used, etc. Furthermore the P.C. had decided firmly on the aims of this system, being

-contribute to safety - providing pilots with the ne-cessary information,

-provide appropriate information to the S.I.S., e.g. in order to ensure timely locking-through of ships, -provide the necessary information in order to

rationa-lise the several services to shipping, especially the pilotage services, such as the availability of the right pilot at the right time and correct planning of the pilot-service in de roads of Vlissingen.

The plans include 9 new radarstations at the positions shown. (fig.4A

&

4B) One of these, at Vlissingen, will also be the central controlroom. The other 8 new

sta-tions will be operated from this room through radio-links. Six of these stations will be entirely unmanned. Those at Zeebrugge (see also statistics) and Terneuzen will be equipped for assisting ships locally into and out of these harbours. The towers housing the radar-stations (fig. 5) will all have diesel-emergency-power in case of failure of the shore supply. The radio and radar electronics are installed in the gondola, ne ar the aerials. The controlroom at Vlissingen will be situated on the topfloor of a four-storey building (fig. 6) with a 85 meter - 280 feet - heigh tower

housing radiolinks and aerials, the radar aerial being on the roof. In the operationsroom the radar observers, pilotage controllers and the operational duty officers of the Belgian and Netherlands services will work to-gether on a continuous watch basis. Below will be tech-nical spaces, housing the computers f~r the computer aided Vessel Movement Reporting System (VMRS), VHF-communication equipment, workshops, emergency diesel generators, offices, etc. The transmitters, receivers and aerials will be the same as in the "Limited Chain", the latter being also of the "Product"-type. All elec-tronie equipment, excepting the aerials, will be du-plicated in order to ensure highest possible opera-tional readiness. Radardisplays will be third-genera-tion type, using digital techniques throughout. The plans for the organisation of the system provide for division into 12 radar-blocks (fig. 7A

&

7B). Each block will be covered by one or more radardisplays and will be manned by one radar observer, using his own VHF- RIT to communicate with the ships in his bloek. All blocks west of Hansweert will be operated from the controlroom Vlissingen, with the exception of "Terneu-zen Local" and "Zeebrugge Local". "Radar Wandelaar" and "Radar Steenbank" - operators will make the first contact with ships entering the system fr om sea. They will be prepared to assist these ships towards the pilot cutter in order to be provided with a pilot. The radar-blocks Waarde, Saaftinge, Zandvliet and eventual-ly Kruisschans will continue to be operated from Zand-vliet controlroom. A large number of radio frequen-cies in the VHF-band are needed for this total of 18 blocks. Many of these channels will have to be used more than once in the system, and in order to prevent mutual interference low power will have to be used throughout. Therefore the VHF transceivers are to be situated in the radar towers of the blocks they serve, and low power portable VHF-sets will be used by the pilots. Experience has shown that i t pays to provide each pilot with his own set and a battery-loader. Over 600 of these sets will be needed.

In order to identify the radar echoes of ships repor-ting at the pilotstations two VHF direction finding systems will be installed, one at each pilotstation. Each of these will comprise 2 DF stations and show bearing indicators superimposed on the radar displays of the seaward blocks.

A most interesting feature will be the computer aided Vessel Movement Reporting System - V.M.R.S.-, of great importance because of its intended contribution to the major aims of the overall system. lts main task will be to assist in collecting, grouping, storing and

pro-vi ding information to all parties interested in ship-ping movements and services to shipship-ping. These are :

pilots before boarding, all radar observers, the S.I.S.

and loek-operators at Antwerp and Terneuzen, the

Bel-gian and Netherlands pilotage controllers throughout the district,duty officers in charge in Vlissingen and Zandvliet, harbour authorities, water-board and police

authorities, shipping agents, towing and salvage firms,

etc. The main component will be a central computer in

Vlissingen, connected to the necessary equipment ena-bling :

- manual input of information by keyboard,

- presentation of information in alpha-numerical form

on Electronic Data Displays (EDD),

- registration of information by operational printers.

(fig. 8 & 9)

All radar-blocks and other control positions in Vlis-singen and Zandvliet will be equipped with keyboards

and EDD's, items also available at "Zeebrugge Local"

and "Terneuzen Local" and in any other offices or posts that may wish to be linked to the system. The

same goes for the printers, these will be used in

po-sitions where the information is needed in more per-manent form. All connections with the central computer will consist of hired, fixed telephone lines. In this way the YMRS will act as the main communication system between the different "chairborne" elements. Informa-tion will be fed into the VMRS manually by selected participants on receipt :

- pilotage controllers who willoften be the first to

feed a ship into the system on reeeipt of ETA or ETD message,

radar observers who will be in continuous contact with the pilots,

loek eo-ordinators in Antwerp and Terneuzen,

- radar eo-ordinator Vlissingen.

The VMRS will also provide a print-out of all availa-ble information on eaeh individual ship, when i t is erased on completion of its voyage inward or outward bound. The VMRS obviously must remain in operation eontinuously. Manning of eaeh seperate radar-block,

needed in bad visibiJity, ean be considerably redueed

in good visibility. Bloeks and their VHF-channels will then be linked together into a few "super-bloeks",

eaeh operated by one man in the way the S.I.S. is

functioning now. At the same time this pers on will keep the VMRS up to date. To that end pilots will re-port the movements and partieulars of their vessels in the same way as during bad visibility.

At the time of writing this contribution the finalized

Dep, presented in june 1975 was still before the

Bel-gian and Netherlands Governments for approval. 20

5. Epilogue

Belgium and the Netherlands are constantly concerned with safety of navigation in the Scheldt area. The extended radar chain with its two main bloeks, one managed by Belgium, the other by the Netherlands, will considerably contribute to the aim, provided efficient management and high standards of training are maintai-ned. Link-up between the system described and the "Channel Navigation Information Service" in the Dover Strait (CNIS) is eertainly possible and is highly re-commended. A few fixed telephone lines and, of course, good procedures to be used by all concerned, seems all that is required.

Water-born traffic as it is today carries a potential for disaster. On the river Scheldt, like on the New Waterway, Rotterdam, this potential is considerably increased by the presence of vast numbers of inland barges of up to 4000 tons, using the same channels as the sea-going trade, of ten carrying the same types of dangerous cargoes. It is clearly impossible for this barge traffic, of which many ships nowadays carry VHF-RIT, to participate in the traffic-system descri-bed above. This would cause saturation of the system in no time. To alleviate this situation somewhat it may be possible to broadcast information obtained from the radarsystem to the barges, using their own naviga-tional radio frequency and presenting reports in gene-ral form on the shipping situation in the area. It will remain a difficult question which language should be used for these reports. Language difficulties will hardly exist in the sea-going trade. It should there-fore be possible to s tandardi ze , not only mobile radio equipment, but especially communieation and radar-voice procedures as weIl as the terminology in the English language. A serious effort to this end is needed, pre-ferably through I.M.C.O.

Last but not least systems like the ones described, from a aimple VHF Information Service to a modern radar chain, should be supported by proper uniform legislation, enabling waterways- and port-authorities to enforce the necessary traffic rules and traffic control measures. The necessity of this kind of legia-lation increases proportionally with the soph

istica-tion of the systems. The US Ports and Waterways Safety Act of 1972 providing the Secretary of the Department

operating the Coast Guard with the necessary authori-ty illustrates the possibilities in this field.

Finally it should be stressed that the developments along the River Scheldt towards enhancing safety to navigation are rapidly gaining momentum and show

clearly how intensive international co-operation and co-ordination can be succesful in constructing and maintaining complicated technical equipment and in ta-king far-reaching integrated measures towards the common goal.

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t~RITIME TRAFFIC CONTROL SYSTEM IN THE PORT OF LE HAVRE

R. Pelicant*

The conception of an organisation port navigation control system results from:

the need to permanently survey the maritime traffic in the approaches and inside the ports whatever the visibility; - the interest in regulating the maritime traffic in order

to increase the safety and efficiency of the port;

the need, firstly, to aid ships of all tonnages during bad visibility in the access channels and inside the ports and secondly, the large oil tankers owing to their

manoeuvrability difficulties.

This grouped organisation has been made possible by the

technical.developments and in particular the radars, calculators and visualization equipment.

The control of maritime traffic is essentially based on 3 types of equipment: J. data 2. data 3. data acqulsltion equipment processing equipment diffusion equipment

1. Data acquisition equipment This equipment includes:

a. All the connection means by cable, radio link systems or mail. They transmit telephonic, radio, teleprinted, typed or handwritten data.

b. All the different sensors, primary or secondary radars meteorological or nautical sensors.

2. Data processing equipment

The computers, microprocessors or any micromachines enable the data processing, that is, the mere analysis of the data or variation data in order to follow the event evolution. Tney allow different processes which can be classified according to the type data:

a. Radar echoprocess with:

- bright display terminals with graphic and alphanumeric data; - data quantification;

- trajectory follow up.

b. Shipping information processing to draw a berthing and a goods movement prograrnrne which interests the port activity as weil as the economics.

c. Technical information processing, that is, the use of information which is received from a telecontrol receiver to improve:

- the equipment performances; - the maintenance conditions.

This system works with peripherics which give the information

every cyclic scanni~g:

- the position list according to the orders given by controllers;

- the equipment's complete survey by means of a tricoloured

code.

d. Processing of information given by radiolocalisation system. This information completes or replaces those which are given by radars. From their processing, the same data is expected as those given by radar echoes af ter digititalisation and

processing.

The difference come from the process of the system with the environmental conditions.

The information can be.transmitted to the ship to give assistance

in narrow channel operations.

3. Data diffusion equipment.

The data diffusion is made by:

- conventional or specialized intercornrnunications; - display units.

The diffusion type depends on the users inside the port signalisation:

- the controllers may use all the equipment;

- the port staff may use some specialized equipment together with the conventional ones;

- the people who do not be long to the port authorities may be connected by conventional means.

The diffusions can be delayed or conditioned. In that case, it will be af ter a data recording.

This recording step is systematic for all the radio cornrnunications which concern ships movements. The display of corresponding

conditions on the controllers screen will be recorded if the officer in charge agrees.

The daily logbook can be typed or printed.

ce

4. Description of the traffic control system in use in Le Havre.

The equipment in use in Le Havre has been constructed by the Port of Le Havre Authority and the French Administration des Phares et Balises.

A. Radar equipment ln four stations:

themain station is located on the Cap de la Heve about one hundred meters high on the cliff for the approaches and channel coverage. This station will also cover the Port of Le Havre-Antifer;

a station is located ln the Le Havre control centre for the outer port coverage;

a station is located in the Compagnie Industrielle Maritime oil port for the tidal basin coverage;

a station is located zt the lock François Ier for the coverage of the Canal Central Maritime and the loek itself.

The main station works in X band with a 0=250 horizontal beam-width and a 150 ns pulse duration.

The radar information is transmitted to the Control Centre by a microwave link.

The other stations are equipped with radars, civil navy type which also work in Xband with a 0065 _{horizontal beamwidth}

and a 80 ns pulse duration.

The Control Centre and tidal basin radar pictures can be seen in the Control Centre. The lock station radar is processed in the main control room of the loek.

The radar pictures which come to the Control Cent re are

processed in a "technical room". A scan converter system allows a bright display presentation in·t e l e v i s i on coordinates.

The process itself is made in the"look-out room" which includes: - a console for the officer in charge with movements;

- a console for the controller in charge of traffic outside of the port;

- a console for the officer in charge of the traffic inside the port.

The console for the officer in charge is fitted with a radar television screen which can represent any radar picture. The console for traffic outside the port is fitted with th ree radar television screens with the scale 1,40 kilometers diameter monitoring the port approaches, the scale 2,

8 kilometers diameter monitoring the West section of the channel or the scale 3, 8 kilometers diameter monitoring the East section of the channel (port access) can be viewed at choice.

The console for traffic inside the port is fitted with two radar televlsion screens which scale 4, 4 kilometers diameter monitoring the outer port or scale B, 4 kilometers diameter monitoring the tidal basin can be viewed at choice.

The consoles are also equipped with a telemetry system for each se reen.

A synthetic view which represents the different axes, swinging circles and main sea mark can be superimposed on the radar picture .

.Information can also be written in alphanumeric types on the screen: hour, tide amplitude, wind speed and direction etc ...

B - Radio communication equipmen~.

The radar control centre is the radiocommunication operational cent re. Receivers and transmitters are located on the high sites in the city outskirts to assure the coverage of the port approaches over 40 kilometers, including the industrial district Eastward and the Port of Le Havre-Antifer Northwards. The transmissions are made in the international 150 MHz band for the relations with the ships and on private band for the auxilliary vessels.

The transmission between the operational cent re and the transmitters and receivers are made by cables.

All the transmissions are recorded on a 16 track tape recorder one track being used by the hour record.

The port of Le Havre is connected with the international telex network and has an internal teletyper network. The information can be sent either to a special type receiver or automatically and simultaneously.

r, - Berthing Conditions - Information equipment - Fig. I.

An information and diffusion television system on the berthing situation has been installed in the Port of Le Havre.

The port is divided into 20 districts. In each district, the quays are represented by horizontal lines with berthing indications and decametrie points.

The ships are registered and memorized by the operator with their names, bow and stern positions, dep art ure time and any other information. The coming ships are registered in offset position with regard to the quay line.

The partners of this network have conversational type

receivers at their disposal and they can interrogate the system and add and type more information by means of symbols which represent for example the handling machines.

The view and figureson the television screens can be automatically registered and printed.

The computer of this system can be used for statistics, berthed ships, ships position, radar echoes processing etc ....

D - Telecontrol equipment periherics - Fig.2.

Data teletransmission system allows the permanent control of the remote radar stations of certain beacons, navigation lights power stations etc ...

The corresponding data processing is made in the technical room

where a panel gives the survey of the equipment.

A simplfied appliance gives the look-out officers information: green light : smooth working;

yellow light: equipment failure but which does not need an urgent repair;

red light equipment failure which needs urgent maintenance.

E - Radiolocalization equipment.

A technical appliance is presently under consideration to give the ships, calling at Antifer, information about their position

and speeds during their advance in the channel.

This system involves:

I. a set to measure the distance between three stations on

the coast and one or two beacons on board of the ship.

2. a data processing equipment to obtain the parameter for

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MARITIME TRAFFIC CONTROL

M. Guicharrousse*

The Marseilles Harbour Authority aims at establishing, in the

area of Marseilles and Fos, a kind of maritime traffic control

similar to the air traffic control.

That traffic control would be less stringent than the control

exerted on planes, as, for the moment, there is no rule or

regu-lation allowing an authority to give orders to the vessels in relation to the routes to be followed or distances to be maintain ed between ships, so that, in this connexion, the information

provided would be advisory and not mandatory, except on a few

occasions.

But, on the other hand, the berthing and unberthing of ships require that various services be cal led into action : pilotage, tugboats, mooring men, etc .. . . . , and the traffic control will see to i t th at those services are optimally used, to the interest and satisfaction of each and everyone.

It soon occurred to the authorities that pilots would be better entitled than anybody else to process and sift the information available in order to communicate only the relevant information to the captains or to their fellow pilots, since they knew

exact-ly·what kind of information was needed, especially if the pilots

concerned were not permanently posted to the traffic control; on the contrary, they should continue to pilot ships between the periods of traffic control in order to keep in touch with the realities and difficulties of shiphandling.

Taking this into account, captains and pilots would be likely

to trust pilots more than any other people in this field.

Consequently, two trials were made at a few months' interval,

in Marseilles and Fos at the same time. Each trial was of one

week's durat~on.

The operation begins with a conference which is held everyday in the afternoon and which is attended by representatives of all

the bodies concerned : shipowners, agents, stevedores, etc...

The upshot of the conference is a list indicating the names of

ships which are due to arrive, leave or shift with their

estima-ted time of arrival, departure or shifting and the berths

allocated to them.

On the occasion of the trials, the pilots who were designated to control the traffic were invited to attend the conferences, but they had little to say except when questions of manoeuvre or

safety arose.

Then, the pilot-controller had a nice J~g-saw puzzle to exercise

his mind, a puzzle whose data were changing frequently, because

a ship was delayed by bad weather or her cargo took longer than foreseen to be discharged or she had some engine trouble at the

moment of her departure, or a V.L .C.C. under repair and in

ballast condition coult not move at the time assigned because

the wind was too strong, or, on the contrary, her shifting had

to be advanced to benefit from a lull.

A fact which must be taken into account is a characteristic of

the Marseilies harbour : tugboats are rather scarce and the

number of pilots is hardly sufficient to cope with the traffic.

Accordingly pilots and tugboats must be used sparingly as, in

most cases if a pilot or tugs were left at the disposal of a

ship overdue or delayed, i t would be detrimental to other ships

as weil as to the pilots and tugs crews.

Another feature of the Marseilies harbour is that there are

five entrances : two in the Marseilies harbour itself and three

in the gulf of Fos. This is advantageous in that many more ships

can obviously enter or leave the harbour at the same time than i f there were only one entrance, but on the other hand, the means

put at the disposal of the vessels, especially tugboats, cannot

be concentrated and must be removed from one entrance to another

which takes some r;me.

The pilot-controller has to establish schedules for the peak

hours of traffic taking into account of all the above mentioned

considerations and of priorities. Priorities may be of different kinds : they may be related to the time of arrival or to the time

at which the time of departure has been notified: they may be

related to the nature of the vessel : passenger ship, V.L.C.C.

in ballast whose time bracket for manoeuvring may be very narrow

according to the weather conditions, L.N.G. carriers whose losses

in cargo through evaporation are in direct relation with the time

elapsed between loading and unloading, and, of course, they may

also be related to questions of safety.

The controller will also avoid any unnecessary shuttling of

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ne

ne

pilots, tugboats and mooring men from one part of the harbour to another.

With all those data on hand, and also with the information

received from the radar stations and on the V.H .F., the controller will get into touch with the incoming ships and inform them of the traffic they are likely to encounter, of the place where -and occasionally the time when - pilots will board them. He will indicate to the moored or anchored ships the time at which they must be ready to move.

He will dispatch pilots, tugboats and mooring men to the vessels on time 50 that no time is wasted.

If necessary, he will inform a pilot of the other movements of ships in the vicinity with enough accuracy to enable that pilot to take the necessary measures to avoid any risk of collision.

Putting i t shortly, he will take every opportunity to expedite the traffic with the maximum safety.

The two trials carried out at the beginning of this year have proved to be a success, as all the bodies involved have expressed their deep satisfaction and their wish to see this kind of traffic-control permanently established on the same bases.

PORT TRAFFIC GUIDANCE SYSTEM OF GENOA HARBOUR

Emilio Legnan i*

In the Tyrrhenian Sea, and particulary in the Ligu ri an Se a, the

visibility and weather conditions are mainl y good during the

gre a t e r part of the year.

Only during the winter, spe ci all y in the month s of Feb rua ry

and March, some days of fog occur, and a small number of day s

with heavy showers takes place in the months of Mar ch and April . For this reas on the traffic gu i da nc e syst em is on ly us ed

during the abov e mentioned peri ods. Genoa is a natural har bour without ch anne l s and a river. The approa ch e s are quite easy, the traffic is not very dense and us ua l ly the sh i ps wai t i ng to enter the harbour, anchor in the roadstead.

At the present, Genoa Port Authority, named Cons orz i o Au tonome del Porto (Maritime Offic e), is assi st ed for the "Port Traffic Guidance Syst em" by pilot s of Gen oa.

The Pilot's Station contact s the ships by V.H .F. on Channel 12, and giv es al l instruction s for sending a pilot on boar d , or for anc h or i ng in the roadstead.

Only when visibility is poor, due to fog, snow, he avy sh ower s etc . the Maritime Office of Consorzio Autonomo del Port o

requir es the Radar Institute of Genoa, placed in fro n t of the

main entranc e of the harbour, to carry on radar obs e rv ati on s and supervision of the roadst ead.

Cornrnunications between the Radar Institute and the Maritime

Office of the Con sorzio Autonomo del Porto are made by normal

tel ephon e line or V.H.F. Channel 6, and from the Rad ar Inst i tut e

to the ships, when necessary, on the lnternational Cal l Channel 16.

Th i s servi c e has been available on ly for Consorzi o Au tonomo de l

Porto Authority and all informati on is used by th e Maritime

Office for piloting purposes. The ser v ic e con t i nues during the

peri od of poor visibility.

The petrol harbour of Multedois loc ated on the we st si de of GenOAand this area is also covered by the Consorzi o Au to nomo del Porto Authority; the Maritime Office is watching night and day on V.H .F . Channel 6, to provide instructions to the Road

Pilot Service.

For the reasons mentioned Genoa Harbour does not need a

continuous sys t em of Radar Guidance. Traffic guidanc e in conditions of good weather and visibility is provided by the

Pilot's Station - V.H.F. Channel 12 for Genoa pilot s and

*Vice President of Radar Observer's Institute of Genoa

- - - -- - - ----=---- -- - -- - ---- - -

-Channel 6 for Multedo petrol harbour pilots.

The harbour of Voltri, also located on the west coast side of Genoa, is now under construction in the new program of

enlargement of Genoa harbour.

There will be constructed a great area with discharge facilities for genera 1 cargo, mineraIs, ore and timber. This harbour will be connected to the hinterland and to Northern Europe by a road named "Autostrada dei 'ï'r afo'ri ", and also by normal rail services.

Three Radar Towers have been planned in the future, the main tower placed in Genoa Harbour, one in the Multedo petrol harbour and the other one in Voltri Harbour. The three towers will be linked by a system of microwave bridges and also by V.H.F., with the possibility to exchange all information regarding sea

traffic.

It has not been decided so far to realise this project, but when the new harbour of Voltri becomes operative, the problem

of traffic guidance will be studied. The resolution seems to be to create a control centre for the traffic flow of ships arriving or leaving the Genoa Harbour.

New electronic surveillance systems offer the possibility to guide the traffic with accuracy and security as was shown in the great harbour of Northern Europe. We believe that Genoa will hav have eventually an adequate Traffic Guidance System not only with consideration to the weather conditions, but to coordinate the harbour traffic separation between Genoa - Genoa Multedo petrol harbour and Genoa Voltri.

THE THAMES NAVIGATION SERVICE - PORT OF LONDON

R.B. Richardson* J. Goring

**

I. Introduction

As wi t h al l such services, it uses an appropriate arrangement

of in t e r n a t i on a l V.H.F. radio channels allocated for port

oper a t i on s to provide broadcast cov erage with ships over the

whole of the port area. lts purpose is to enhance the safety of navigation and port operating through use of modern

communications - electronics. To provide a continuous ability to monitor the movement pattern, and to provide navigational advice or assistance where needed, a series of high definition, shore radars are also established in the scheme.

Increasing information and more critical operations required

a more efficient handling of intelligence. This in turn led to more extensive use of the shore telex network for contact with the various pilot stations; and to the establishment of an internal tape relay syst em in the port area.

As a direct result of this facility weIl over sixty per cen t of the clear weather traffic requirement is enabled to move

with safety in fog. Directions to prohibit movement of ships not

equipped with V.H.F . and radar in fog have rec ently been enac te d . Plans are in draft for the overall up-dating and improvement of the main operations room, which has served extremely succesfull y

for 17 years.

2. Organization

The Thames Navigation Service is by nature, a port marine communications service, charged with ensuring the safe and expeditious movement of all vessels within the limits of the Port of London. To achieve this purpose one essential element has always been required - information. Information pre-arrival, pre~eparture, from, for and about each and every vessel using

the Port. Coincidental with this requirement has been a growing demand, from all sections of the shipping industry, for grea te r information exchange associated with increasing specialisation,

* Former Havenmaster Port of London

**Ma~ine Officer in charge of the Thames Navigation Service