Marine traffic systems + Supplement

Marine traffic

systems

Supplement

Marine traftic systems

Supplement

Marine traffic systems

Supplement

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 Science and Technology

The Hague, 11-14 April 1976

Edited

by

c.

C.

Glansdorp

BIBLIOTHEEK TU Delft P 1798 3357

11

11 1111

11 "'

P1798

3357

= = =

c

538484 -=~=---....;;:... = = = = =====

C10053

84845

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. R

ichey

Royal Institute of Navigation

A. Wepster

Netherlands Maritime Institute

Distributed by the Netherlands Maritime Institute,

Burg

.

s'Jacobplein 10, Rotterdam, The Netherlands.

CONTENTS

THE PRESENT STATE OF THE ART OF PORT TRAFFIC MANAGEMENT

Graaf G. van der

Present Port Traffic Guidance System in the Rotterdam Port Area and lts Future Development

MANAGEMENT REQUIREMENTS OF PORT TRAFFIC GUlDANCE SYSTEMS

Bal1inger J .N.

Vessel Traffic Management;

Administrative Requirements Canada Nixon H.L.

Management Requirements of Traffic Guidance Systems Spriggs W.S.

Saint-Lawrence Seaway Traffic Management Requirements

ADVANCES IN TECHNOLOGY

Haase H.J .

Requirement of Shore Based Radar and the Proposed Realization

Griffiths P.F .C .

Technological Considerations in the Design of Future U.K . Harbour Systems

EDUCATION AND TRAINING OF PERSONNEL INVOLVED IN TRAFFIC MANAGEMENT

Paymans P.J . and Witt F.G.J.

Some Aspects of the Acquisition of Skill in Controlling Ships 3 27 34 41 67 80 Ijl

v

MISCELLANEOUS SUBJECTS RELATED TO MARINE TRAFFIC SYSTEMS

Kwik K.H. and Stecher W.

Sea Traffic Recordings from the English Channel up to the Persian Gulf

Carol P.A.

Maritime Traffic Systems Using Shore-Based Radar Grauling C.

An Experimental Automatic Vessel Traffic System for the Port of San Francisco, California Degré T. and Lefèvre X.

An Investigation into the Effeetiveness of a Port Surveillance Radar through Computer Simulation; Analysis of Results Obtained; Principles of the Aid Provided to Port Officers to take a Decision David, Coupard, Perin and Guérin

Maritime Traffic Control in the Pas de Calais

INDEX OF AUTHORS VI 127 146 176 192 20 1

The present state of the art of port traffic

management

PRESENT PORT TRAFFIC GUIDANCE SYSTEM IN THE ROTTERDAM PORT AREA AND lTS FUTURE DEVELOPMENT

G. van der Graaf*

Summary

This paper intends to give an overall view of the way in which the shipping traffic in the Rotterdam port-area and in its approaches from the sea is operated, the problems we are or we were facing and the manner in which we try to solve these problems.

I hope it will be clear from this paper th at in my opinion traffic guidance is not a single art or a single technology that can be worked out as a mathematical problem with a fixed number of parameters.

Introduction

Traffic guidance is the result of the measures that are taken in order to handle the flow of ships as smooth as possible.

Very important is the geographical situation; i.e. a rather long fairway (15 NM) with tidal currents in which constantly a certain number of ships is going in, or going out and a focussing area off the entrance. (s ee figure 1).

Under normal conditions the traffic will continue at its own discretion 50 far regulations permit. When the weather is unfavourable the normal traffic flow is disturbed.

Another reason for disturbance of the normal traffic flow is the nautical hazard; i.e. a breakdown, a collision or may be even a rogue.

It is apparent that the commercial authorities require the optimum use of their investment and their equipment; they therefore demand the maximum of the transport capability.

The activities of the Rotterdam port area spread out over a wide area of possibilities and therefore the ships that call at thiE port vary correspondingly; from the giant tanker to thto slUall coaster, from the ordinary weIl organised ship to the disabled floating object.

As a result of these factors the Rotterdam port area and its access to the sea is usually full of ships going in or out with specific peak periods at an average of 100 ships per day in each direction. With a possible exeption for marginal shipping all masters want to proceed to their berth as quick as possible.

*Director-General of Pilotage and Aids to Navigation of the Netherlands

.

, . ; ~

"

\.,tj

~

C><l fig. 1

"

\

.

,

.

,

\

à~

]{(

!

----_

_---

- F

a

Î

---,. -

_::::

~

1 ...:::::.- IJ \ d-...-_~ I .... ~ • 1 11 ,

,~

{~~;~tI

~

n

\~

'~

\~

'

i

,

5

.

n

~

I ~"""",,~y)

...

~

.../

,

if

~

g

i\

f ,"

_

J

;

"

1 1 11

~::'S~

""

.

"

\

1

I

II ~" ""

, 1 I\

'>"~

'li

I 1 ,

«

of- , /

"'''''''~

\C:"'::.\

~

" ' I \

~ ~

I

---!,

I

\~\

9

~

, - I I,. .. \ \ ... \ ...

I

-% ~

I " I J-41 :;I

~

...

_"'

\

_....

'

_I"

ft _ _-.q-"(" , ... I _ , \ -,

-;--

..

"I " i, \

_,

1\ i ::~\ \ ~I I \\ \ \\ \

"

\ \

\

\

>--\,

\

\_IJ "_,~ I::J I, \~ I', IQ I \~ ~4 \ ' lIl I, I 1\ \_,

\

_{I ,}

"

\

~..j,

\ \\ "

,

\ I ' I I \ \ , I I I ~ I I , \ I I , \ \ I \ I ~ \

~

I

Delay in dep artures hav e to be avoided bec aus e there may be ano the r ship wait ing alrea dy for th at same ber t h .

In the Nethe r land s the na vi gati on policy is le ft as much as possible to the disc re t ion of the master so lon g as he complies with the rul e s and re gu l a ti on s introduc ed by Gove r nmen t and Municipali t ies .

Traffic gu i da nce is th e re sult of al l measure s that are taken in or de r to han dle the flow of traffi c as smoot h as possible, each ship cons i de re d acco r d i ng to its own capab i l i t ie s and bearing in min d that th e ai malways must be the sa fe and expe di t io us

ar r ival of th e ship at its destinati on (an d vice versa).

The tra f fic gu i da nce is ca r r ie d out with the aid of a radar chain, radi o-t el e phon e, line an d tel ex commun i ca t i on an d last but not least a prop er coor di n a t i on centre.

In thi s free democrati c so c i e ty we live in, it is unavoidable that more than one au t ho r i ty is involved or at least interested in the ope ra t io n of ships in a port.

The on ly way to ban duplication of actions - whatever they may be-is to get together and coope r a t e . Thus it is necessary to

gat l.e r al l the information that is needed in that coordination cent re .

11. Th e pres ent sta te of the art and the way it developed.

The pre s ent st a te is a re sult of several measures that mostl y were tak en sepa ra te ly . Th ey were based on practical experience. It will be of interest to review the different aspects th at affec te d the developmen t in the gu i dan ce of traffic.

I want to emphasi ze that up till now traffic guidance in the Rotte r dam port area conc e r n e d mainly seagoing ships because:

- the radar system was in its origin design ed to assist pi lo t e d ships only during bad visibility and as a resulr is manned by personnel that belongs to the pilot services; - in l an d shipping is not present in about 50%of the area

wh e r e the system operates.

- inland vessels were not as numerous and as large as they are nowadays;

- inland vessels were generally not equipped with VHF radio installations. This still goes for the majority of them; - the pilotage authority does not have an expanding policy

in the field of inland traffic guidance, since the necessity, the tools and the organizational structure for it have not been present.

The above mentioned factors which still are of importance, have caused the focusing on seagoing ships of the traffic guidance an d this paper on this subject.

It may be clear that there is geographically a difference in: 1. the approach area where pilot operations are ca r r i e d out; 2. the fairway from the pilot area to the inner ports; 3. the role of the radar chain and the necessary means of

commun i ca t i on ;

4. the traffic guidance.

5L61

~....

:;:

n&~

...

\

. -,

oz.sr

f

-,

'.

-, -, SC1G"Ç '. oqG~

.

...

(

'. -, _~!;Gl

'.

-,

'.

-, 05G't ; '.-; ot ~

'.

_'

_..

_{-e )0}

....

_-t

q"'6~

r

".

.~ ".

~

c

~

_~

~ ~

o

0 C

s

~

~

0

8

0

c

C 0 0 0 0

~

;,

g

~

~.

-D

_....

rei

0 ~ 'CO

"""

~

.lllOQdQljrr;l-W\I'Q~'3.L.lQ\d ~., _{Q'ilI\l'llllV YT:lo;.<;lI/\~O'nQ."'"W}

I. The approach area .

Seaborn tr a f fi c bo und for Hook of Holl and conve rges at th e

pilot station be ca us e it is th ere that the master can expec t the assis tance he wil l ne e d to pro c e ed safety to hi s ber t h .

Sh i p s are approach i ng fro m all directi ons betwe en South through

West to North East to thi s fo ca l point.

As shipp i ng incre a s ed (see fig. 2) the poor skipp er of th e pilot

cutter feIt himself en t rappe d . The closer the ships came the

more diff ic ul t it be c a me to car ry out hi s tran s f er opera t io n s

safely . In add i t ion under influen ce of the tidal cu r re n ts the

whole bunch drift ed away across the dire cti on of the harb our

entrance . If he tried to pull up towards a more favo u r a b le

posi t io n al l ships wou l d fol low him as little duck s their mother. Dur ing the hours of darkn es s it was difficult to distinguish

the incomin g sh i ps from the outgoing ones an d sometimes it

occu r re d that the pilot, the ski ppe r thought he had to transfer,

re turn ed with a fellow pilot who was only too happy that he

fi na l ly was tak en of f his ship.

To avoi d this sort of si t ua t i on a dual pilot station was

intro-duc ed whe n the amount of tran sfers had risen to appr. 800 in a

for t n igh t .

A cu t te r on the Wes te r l y cruising station emb a r ks pilots on

incomi ng sh i ps ; a cu t te r on the Easterl y one dis embark s pilots

fro mou tgo i ng sh i ps . The cu t te r s are se parat ed abo ut 3 N.mi l es ,

thus sepa ra t i ng the inc omin g and outgoing tra ffi c flows. The y swap posi t ions when app rop r ia te .

Howeve r , as sh i pp i ng still did increas e, it apre ar ed that the

turn round of the pilots (at peak periods) had to be so quick,

th at whe n he was picked off his ship by the East erl y pilotcutt er

it took too much time to have him availabl e at the other

cr u is i ng station fo r the correspondin g return trip. Cons equeutl y fast pilot laun ches were introduced. When ne cess ary the fa st launch takes him directl y to his next ship. The pilot lallnr.h pro vi de s a fast means of transportation in the roadste ad area.

(Toge the r wi t h this method of operation a nex procedure of

commun ica t i on was introduced that will be reviewed under item 3).

The mast ers who were acquainted with the si t u a t i on at the pilot

sta t i on comp l i e d with the rules and went to the corre ct cu t t e r .

Howev er there still was a con s i de r ab l e number of ca p t a i n s that

did not, or did not wish to comply with the regulation~ and

some t i mes the situation was really hazardous in particul ar

when VLCC's appeared on the scene. These giant ships have to pass

al on g a fixed track into the harbour.

There was a definite need for proper traffic separation and in 1971 two schemes were introduced. (see figure I). One for ships approa ching from the S.W. or West and one for ships comi n g

from a Northerly direction. Both schemes were promulgated by IMCO.

The MAAS-re connaissance buoy was renamed MAAS-Center, positioned

in the line of lights at 10 N.Miles out.

Ships are to pass this buoy in a co un t e r cl o ckwi se direction.

The dred ged channel for VLCC's was incorporated in the schemes.

The Westerl y traffic separation scheme was fixed South of the

VLCC channel.

Since VLCC's are not fit fo r stopping manoeuvres in thE' pi l o t

11 11 I I I I 11I -4

'"

I

"

I i \

,,

i~ \

,

,

.

,

-; ~

..

.

-; '. '. , ...... ,_, ,_-, -,_, 0. 0. <. -, '. $ O.l.&~ 69G~

i

fig. 3

area , their pilot s are trans f erred by heli copt er (see fieure 3)

in a posi t io n 25 miles ou t at sea, wh ere the heli c opt er can make

Rendez-Vous away from ot he r shipp i ng . VLCC 's thus pass throu gh

the approach area wi t hou t del ay, an d they must keep MAAS-CENTER

BUOY at their sta r boa r d side. Acco r d i ng to the Rules of the Road

thi s doe s not int er f ere wi t h the incoming traffic from the North.

Special ancho rage are a s have been introduced away from the

normal tra ffi c zones . Ships that have to wait for their berth

can safely awai t their turn for proceeding.

Maste rs of sh i ps get more and bett er acqu a i n t e d with the separation

schemes and we are conf i de n t that they wi l l con sider it a co r r e c t

guidance for a safe and exped io us app roac h to the Ho o~ of Holland.

One should however bear in mind th at a pilot station or bet ter

an area where pilot a ge is ca r r ie d ou t , wi ll remain an area where

the masters mus t pay ext ra attention to the navi gation.

Bad weat her , poor vis i b i l i ty or some t i mes sh i ps that do not

communicate in a proper way may caus e interf erence with the

properl y de si gn ed sch eme . Ea ch situation must be cons i de r e d in

its elf; one can no t make hard and fast rules for all cases. It

is ev i de n t that sh i ps going astray must be brought to order in

th e most eff ic ie n t way.

Th e ti me of ar r i v a l of the ships used to be known more or less

accurate and in most cases the broker had to be asked if this

ti me mean t the ti me of berthing or of something else. In order to

incre a s e the ef f ic ie ncy of the pilotage operations in the

crow de d roadst e ad it became necessary to minimize th e number of

unexpec te d ships askin g for pilots. This re sulted in the ob l iga t io n that ships have -t o assuré-that their e~ac t time of

arriv al at the pilot station has to be known there at least

4 hours prior to their arrival.

All the s e measures were of considerable support °to handle the traffic flowmore smoothly and more efficient.

The ne xt item is to see what will happen to the seagoing ships

when they pro c e ed to the harbour.

2. The In l an d fairway.

When sh i ps are provided with a pilot or, if not, when tr.ey are

re port ed, as a rogue that goes inward, they will set cou r s e

toward s the harbour entrance. Their destination may be Europort

or New Waterway. They have to interweave in this area.

For Europort the situation is rather simpie. More complicated is the si t ua t i on for shipping going upstream to the inner ports. For the Botlek harbour area ships are admissible with a draft of

45 ft . The traffic is mainly seagoing ships and the flow is

rather si mp i e . More upstream the inland ship traffic will

interact with seaborn traffic and it is unavoidable that there

is cross traffic go i n g fromone harbour basin to another.

The seabo r n sh i ps have a cons t an t cornrnunication with the radar stations thus enabling them to exchange all necessary information for their navigation.

The inland barge traffic remains difficult to handle.

As an ave rage it is uncertain where they are going. However, from their course,speed and position an experienced local man (as the pilot is) can decide fairly sure how they will act and

pro ce ed. There neverth el es s should be introduced a bett er me an s of

con t ro l of the in lan d bar ge tra ffi c. Tro ub le spo ts are located

just in front of the inner harb ours. Barge s usuall y are so low

in the wat er that the y hardl y can be obse rve d from a ship on the

riv er and the y appea r very of ten at a moment that cor rect ion in man o eu vrin g is hardl y po s sibl e.

A first step to a sol ut io n for this pro b le mwould be if th e

bar ge sk i ppe r , wh o intends to sail , wou l d have to re por t his

sh i p 's name and his intended mov ement s to th e harbo u r coor dinatio n

cen t re pr i o r to his dep artur e so th at he is known to be th ere

an d can be or de r e d to act accor di ng to a presc r ibe d plan or

sche du le . Howeve~ a majorit y of the inland vessels is no t

equ i ppe d with VHF radio inst all ation s, which mak e s such a

rule , and wi t h it ade q ua te con t ro l of the movement s of inland

vesse l s rath er illusi on ary. The traf fi c in the inner por~ does

not gi ve gre a t troubl e. Seaborn sh i pp i ng is usuall y assis te d

by mostly two tugs, the bigger ship s ev e n more, an d the y are we II

under con t r o l. The problem of the barge traffic remains.

In Europort area the seaborn and the inland traffic are

geog r aph i c a l l y separated and there are no gr e a t problems in

conce r n with traffic gu i da nc e sinc e the density of shipping in

this area is less than at the New Wat erway. The size of the

ship s however plays a dominant role.

3. The radar ch ain and the ne c e ssary communication s.

Th e pre s ent marine traf fi c syst em along the New Wat erwa y, which

is known as "the radarch ain" since it is older than the

pre s entl y us ed exp ress io n be came fully operational in 1957. It was origin all y mainly intended to ass u re the con t i nua t io n

of se ago i ng sh i ps traffic during period s of bad vis ib i l i ty .

The ch a i n cons is ts of 8 radar stations al ong the river; the

en d st at io n at the Hook of Holland cove r s the en t r a nce area

at sea up to abo ut 20 nautical miles. In the ea r ly sta ge the

radar st ations operated individually. The y cov e r river se c ti on s

of app rox i ma te 7000 meter s which are partly ove r lapp i ng . Ea c h

st a t i ons has its own frequency and when a ship pro ce eds from one

block to the ne xt this is reported via line commun ic a t i on to

the operator in the neightbouring radar station. In or de r to

gua r an tee a proper ship-shore commun ic a t i on , portable ra di o

sets were issued to the pilots. The basic ai m of this rad ar

ch a i n has been to gi ve information to the master of a ship

(via the pilot) to enable him to continue the navi gati on under

unfavourabl e con d i t i on s .

During the ear ly ye a rs of operation it became app a re n t that there

was a need for overall control of thes e radar operati on s and

that it was important that the radar operators would ha ve a

source of information in case of doubt. The radar ce n t re was

introduced as an interim coo r di n a t i on ce n t r e. Also the

practi c e learnt that in cases of high shipping density it was difficult to gi ve all ships proper as sistance during bad

vis i b i l i ty , due to capacity problems. Thus the ne ed for re gul ati on

of traffic during poor visibility arrived.After a period of

of e ion 1 re ion

growi ng ou t to a fo r m of traf f i c inf orma t i on for the master and the pilot on which they could plan th e i r navigation under all circumstances . The impo r t an ce of rad a r assistance became evident.

The difficult positions were the entrance areas of the system that is: When a pilot boarded a ship he called the radar

station at Hook of Holland, reported sh i p ' s information and his position and asked for radar assi stance. Because of the increa se

in shipping this system did not work properly at busy hours as a result of which errors were made sometimes. The best so l ut i on to solve this problem was to channe l all initial information in an early stage. It became ne c e s s a r y to coordinate the pilot operations and to separate th i s form of administrative radio

traffic from the nautical radio traffic via the radar frequencies.

The major problem of identification remained. A separate radar scope was connected to the station of Hook of Holland with which (using the same aerial) a surveillance area with a radius of approximate 20 nau t i c a l miles can be supervised. Approaching ships are obliged to report initially to this surveillance station cal led "Pi l o t Maas" and the ma s t e r is informed with all the news he is anxious to know (i.c. berth, pilot, nautical

situation, etc.)

When necessary he is informed about the pilot cutter 's position or where he could come at anchor to await his turn.

It will be seen that there is no direct communication between pilot cutter and ship and neither between pilot cutter and the radar station "Hook outer" . The advantage of this set up is that all ne c e s s a r y radio communication in the radar frequency is avoided and own operations are made more profitable .

When a ship is difficult to lo ca t e she is set on a specific

cour s e to identify her track. The other end i.c . the port area,

is supplied with the ships coming out of the harbours or leaving their berth at the riverside. It became necessary to control the departure of the ships to assure th at they can leave their harbour basin without danger and can safely join the flow of ships on th e river. To achieve this, the exact time of de par t u r e should therefore be timed in relation to th e s e exogene far.tors .

The importance of the radar chain was greatly affected by the availability of the portable VHF set. In 1963 all pilots

received their own set which they carried with them all the time, even to their home. They could even charge the battery there. The use of radar assistance grewtoa round the clock service. All piloted ships are in constant radio contact with the radar stations and receive all informativn tha t may be needed to make the de c i s i ons which are necessary for a safe passage through the area. Also seagoing (and other) vessels which are equipped with VHF installations, but have no pilot aboard, are using

the system by listening to the information given and occasionally

giving or asking information themselves. The original functioning

as an instrument to keep the seagoing traffic going during periods of poor visibility is now only a minor part of the activities the system is used for.

IL~

"

I I i I I

,

I

i

I

,

i

I

,

"

I

'.

\ \ \ \

_\

\ \

\

\ \ \ I I

":

\

_l

\

,

\

\

\ \

\

\

"

\

\ I \ I \ l

i

\ \ \

\

\ \ \ \ _i 1 .

!

,

_\ I I

\

I I

\

I

\

,

,

\

:

I _\ I f

\

I I

_\

I

,

_\

I I

\

\

_\

-

.

g

\ I \

i

\ \ \

,

I \

,

\ \

\.,

,

'L' \ \ \

,

\ '. \

_\

\

I

\

\.

q'

§

§ §

0

ij

_~

_]

Q ~ Q ~ ~ ."

,§

_.~

_~

~

§

~

§

_~

8

~ Q C'"

....

,...

-si -4 -4 (!

.c

~ -ö

_~

~

.n

t..: ~ \!Ï -.0 lt' \jij

..f-It! lC\ Jt:I 10 Il'l Il'l

?j ~ot ..J ~ x

~f

~

!

11I _III~ 11I

,..

) ~d1 fig. 4

4. Traffic Guidance

In brief this is the traffic guidance in its pres ent st a t e,

carried out in the Rotterdam port area and its adjacent areas. From this paper it will be seen that traffic gu i danc e is not a specific art or a mathematical subject. It consists of a se r ie s of measures taken when the situation requires ada p ta t ion . It added up to the growth of Rotterdam to the biggest port of the world with finally about 40.000 ships coming in to the Hook of Holland and going out again every year.

It has proved to be one of the safest ports of the world as far as na v i ga t i on is concerne d .

This presentation does no t cover all the details that are of importance. I tried to present the general outline. The subject has been approached from the nautical and the maritime aspect.

Other angles of view will be presented further in this symposium. Now I will endeavour to present some aspects of the development

of a new traffic guidance system, which in due time has to

replace the pre s ent one.

111. Developments concerning a new traffic guidance system.

1. Backgrounds of the chosen method.

About fifteen years ago the first steps towards a new traffic guidance system were taken, mainly because the necessity to have it replaced would arise soon and in consequence of the immense increase in number of the traffic movements which at that time made visible the limitations in the capacity of the present system. A new system was designed, based on the concept of the present system as outline d above, to ge t he r with "the lessons le a rnt" fro m the exper ience made in the preceding

perio d, bu t with a lar ger capacity wi th re s pe c t to pil ot e d vessels.

The de s i gn of this new system was completed in 19 71. Meanwhile it became clear that the economic and political

situation in the Netherlands was changing. The years of economic expansion were fading . New prognoses of shipping in the years to come, learnt that the in cre a s e of the ship's size would be more than the increase of the cargo . The increase in the number of ships per year had ceased . Since 197 3 the amo unt of shippi ng wen t' down

with 3% year ly . Al t ho ugh the BRT tonnage comi ng to Rotterdam was about 10 %mo r e in 197 5 than in 1974, the amount of cargo did not increase. For the ne a r future it is expecte d that the number of seagoing ships will not exceed th e presen t amount. And a similar process is de v e l op ing for the inland shippi ng .

There is an overall fear for new technical and industrial de vel opment s. The popula t ion beco mes anxio us because of the

inf lue nce of it on the env i ronmen t al ci rc umstances . For that

reason the authoriti es must adhe re very st r ict ly to the rul e s and regulatio ns that have to gua ran tee the be st livi ng con ditions

possible. From the acci den ts with vehi c l e s with dangerous goods

it became more apparent that control of the traffic was

desirabIe. This certainly went for shipping where the story of the dangerous liquid cargo be it smallor large, was rapidly accepted. When the design for a new radarchain together with its auxiliary equipment for traffic control and traffic information was

introduced the Rotterdam municipality expressed a strong view to be able to control all shipping traffic.

Since traffic control is -in the Netherlands- also to the interest of the service, responsible for the maintenance of the waterworks and fairways, it will be seen that there are three authorities who have interest in traffic control.

The Rotterdam municipali~rejectedthe orginal design for renewal of the existing radar chain because that plan did not cope with her new ideas about traffic control. A new form of cooperation was introduced between the three authorities participating

in the development of a radar assisted control system for shipping. A steering group was instalIed and charged with the task to

formulate the principles upon which the system should be based. Preliminary studies showed that first of all some principal questions had to answered before being able to get to work on the new hardware at all. Themain aim was to quarantee the maximum safety for shipping and the maximum economie advantage

from the investment that should be made;this all being related to the geographical situation in the area. Some principal questions were:

- Is safety of shipping an objective in itself or is it a condition for the protection of infrastuctural works? - Is traffic control feasible?

- Can safety of shipping be increased by a traffic control system and how?

- What can traffic control achieve in relation to other instruments for increase of safety?

- Does traffic control affect the economical profits of the users of the port?

- What kind of use of the system is the most important;pilotage or traffic control?

- What are the resposibilities of the respective authorities concerned?

It has become clear that as long as questions like those mentioned above, have not been solved, it is impossible to lay down a

common doctrine on traffic guidance or traffic control. We are now facing two visions:

~ . start from the present situation and make use of existing rules and regulations as much as possible;

ii. try to realise the ultimate that technically can be achieved in future.

The method of policy analysis which is used by the Dutch Govern-ment was chosen to analyse the objectives of the parties

interested in relation to the objectives a traffic control system can help achieve. This method is described in appendix I.

d

2. Preliminary results.

The first step in applying the method for the project has been to carry out an objectiv~analysis with the aim to produce the objectives of the new traffic gu i da n c e sys tem. The main objectives for the system were distingui shed. One conc erning the safety, the other the economy of the port. The ma i n ob jec t i vc conc e r n i ng safety has been subdivided into an ob j ec t ive concerning the prevention of potential dangerous situations and one concerning the curative aspects af ter the occurrence of accidents. The economic main objective has been subdivided into the fields of economic demand and supply. The resulting

structure of objectives is shown in figure 5.

As can be seen the role of the traffic guidance system is one of supplying and/or relaying information, enabling the authorities to activate other instruments to achieve the proposed objectives. Another important aspect is that the role of the traffic guidance system is a supplementary one. It is an instrument which is used in these policy fields next to many other instruments (tugs, linesman, patrolcraft, pilots, rules and regulations, buoyage, signals etc.) it has not yet been possible to subdivide the objective concerning the economic demand into single objectives since it is not yet known if a traffic guidance system has a positive effect on the decision of a potential user of the port wheather or not te use the port of Rotterdam instead of another one.

The next step (comparising the objectives of the system with those of the parties concerned) was complicated by the lack of authorized policy objectives of all parties concerned. However, they have been able to indicate their policy fields insofar as these concern a traffic guidance system.

The municipality of Rotterdam considers a traffic guidance system to be an instrument to achieve municipal eb j e c t i ve s concerning the health and safety of the municipal population, law and order and the economy.

The department of PublicWorks considers it to be an instrument to achieve objectives concerning the maintenance of the

navigability of waterways, prevention of the salting up of inland waterways and the supply of water to the industry and population, the increase of capacity of waterways, their safe and appropriate use, protection against water pollution and the increase of their social profits.

The Pilotage Authority considers the traffic guidance system as an instrument to achieve objectives with respect to safety of shipping and internal objectives concerning business economy.

It has not yet been possible either to establish a conne ction between these objectives and those to which a traffic gu i da nc e system can contribute or tomake a quantification of this contribution. Furthermore some of the objectives mentioned

may be classified as activities or instruments which are connected to objectives of other authorities than the ones involved in tfie project. The benefit of the traffic guidance system with

respect to the objectives of the system itself also are

difficult to establish, due to the presence of a few complicating factors.

Structure of ob ject ives of the tra ff ic gui dance system

o-Figure 5

main-obj e cti ve s

J. Con tri b u te to safe ty in an d

around the por t are a

sub-objec t ives

I. I. Con t r ibu te to the elimi na t ion of pos si b l e causes of pote nt ia l

unsaf e si t ua tio ns

1.2. Cont r i bu te to minimizing of th e ef fec ts of acci de n ts.

single object ives

l.I .I. Foster the presence of the

right inf o r mat i on.

1.1.2. Cocreation of condit ions for

the right use of available

informati on.

1.2. 2. Contr ibu te to the limi ta t ion

of the numb e r of ships

inv ol v ed in occu rred acci de nts . 1.2. 3 . Contr ib u te to the continuat io n

of shi ps traff ic not invol ve d

in occur re d accide n ts.

1.2.4 . Co-c reat io n of cond i t ions for

el imi na t io n of othe r effec ts

2. Con tr i bute to the continuously

tuning of thé possibi lities for

transport and distribut ion of the

port to the developments of the

traffic flow.

...

2.1. Contribute to the development and maintenan ce of the

possibilities for transport

and distribution oi the port.

2.2. Contribute to the de s i r e d

development of the traffic flow.

2. 1.1. Contribute to the tuning

of the entering of ships

into the are a to the

availability of berths.

2.1.2 . Contribute to the prompt

availability of pilots.

2.1.3 . Co-quar ant ee the smooth e st

possible mov ement of ve s s els

The first of thos e is the already mentioned fact that a

traffi c gu i da nce system doe s not exclusivel y guarantee safety

and econo my, but on ly con t r i b ut e s to it, due to the prese nce of

many othe r instrument s with respe ct to the same ob jec t ive s .

Setting up a tra ffi c gu i da nce syst em therefore creat e s ove r l a ps

in some ex t e n t wi th re sp e ct to already exi s t i ng instruments.

A secon d probl em is the fact that due to the long period the

presen t syste mhas be en functioning, it has become impossibl e

to compa re th e le vel s to whi ch the objective s can be achieved

us in g a traffi c gui da nce sys te m with the situation that there

would be no syst em at all . It is only possibl e to compare the

re s u lt s of a new syste m with the present si t u a t i on . 50 only the

benefi ts of the now non-existent parts of the new traffic gu i da nce

system, wh ic h are the extra subsystems needed for traffic control

(such as a cen t ral visual presentation of the whole area and

apredi cti on syst em) can be es t i ma t e d .

This est i ma t i on is not an ea s y one due to existing conditions. First of all masters have liability for the damage and effects of accidents in which their ships are involved. This liability al s o ex i s t s if the accident is a result of the execution of

or de r s gi ven by a traffic controller.

The implementation of traffic control means that existing laws

have to be change d in such a way that the liability of the master

is transfered to the authorities in case of accidents resulting

from traffic con t ro l measures. This will have a ne gative

influence on the possible benefits of traffic con t r o l .

Ane xt problem is the already mentioned lack of VHF installations aboa r d ships. A tra ffic controller must be able to cornmunicat e

with al l ships in his ar ea . Otherwise it will not be possibl e to gi ve ships or de rs without imparing sa fe ty . This mean s that al l

the inland vess els in the area have to be equipped with VHF

installations and have to be enforced to use them. If this cannot

be ach i e ve d traffic con t r o l beyond the pres ent situation is not

feasible. These measures require new by-Iaws and otherwise high

investment s for shipowners. In my opinion it is doubtful if it is possible to fulfill these conditions for traffic control in the

next de cade.

Since abs o l ut e safety cannot be achieved (technical failures and human errors canno t completely be eliminated by any traffic gu i da n ce system) an d the present level of safety in the area

concerned may be considered as very high already, a preliminary

conclusion is that the contribution of a traffic guidance system to the increase of the present level of safety only has a

limited extend. The same conclusion has to be drawn with respe ct

to the economic objective. This mainly because shipping traific

is only a minor part of the total transportation process in the

port and the authorities do not apply instruments to con t r o l the

re st of this proces s.

In short it can be said that, in the present ~ituation, these

preliminary conclusions hardly give rise to build a very advanc ed

traffic guidance system with the purpose of making possible the implementation of traffic control.

About the costs of the ex t r a attributes of a traffic gu i dan ce

sy stem needed for traffic control, nothing is known. They are

- - - -- - -

-(excluding costs of external provisions). The fact that the economic benefits, if they are present, mainl y ef fec t the users

of the port facilities, gi ve s rise to the que sti on wh ether the

shipping industry is willing to share the costs of the traffic control attributes of the traffic gu i da nce system. It shou l d be

noted that due to an existing treat y conce r n i ng th e ships tra f fi c

on the Rhine river it is not possibl e to ha ve th e ships "usin g"

the system pay part of it.

The willingness of the industry to pa y for part of th e costs made to increase the safety of ships and their cargoes shou l d be

investigated and may create an extra dimen sion wi th re s pe ct to

a co s t-b e ne f i t analysis of a highly advan c ed tra f fi c gui da nce system.

Since the policy analysis for the traffic gu i da nce syst em ha s

not yet been finished concrete information ab o u t the ne c e ssary

instruments and activities and their relative importance is not yet available. Also most of the basic questions mentioned

earlier (see 111, 1 and appendix I) have (although investigations have started) not yet been answered. I hope discussions at this symposium may lead to a bet ter understanding of those questions.

However, a preliminary investigation of the existing instruments and activities has started already and gives reason to believe

that the use of the method of policy analysis for this project

will eventually lead to a more efficient use of instruments which are necessary ta assure an optimal accessibility of the port of Rotterdam.

APPENDIX I

I. Policy analysis

A policy analysis is the systematic development, analysis and comparison of policy and/or policy projects.

It can be described as follows:

There is an (more or less) abstract policy objective.

It has to be systematically investigated if the different processes which are going on or their resul ting effect are developing

themselves towards this objecti ve .

When it appears that this not so, it has to be tried to exercise such an influence on these processes that the policy objective is achieved earl ier and/or better.

Exercising influence on processes is done by "i ns t r ume n t s ". The government has many instruments at its disposal. Examples are legislation and subs id ies .

Before using an instr ument it has to be inve s t ~ gat e d if this instrument influences the process in such a way that it moves ~n

the direction of the policy objective. This investigation comprises:

a. Knowledge of the process;

b. knowledge of the inst r umen t whic h is to be used;

c. ana lysis of the effect the instrument has on the process;

d. weighing the useful effects of the instrument against its ill effects.

Af ter finishing this investigation a well grounded decision can be made about using or not using the instrument concerned.

2. The method of investigation.

Restricting to public authorities it can be said that any

policy has abst rac tly formulated main objectives . For all separate

pub l i c authorities (depa r t ments, muni c i pa lit i e s etc.) these objectives have to be specia l ize d into less wide ranging and less abstract lower level sub-ob jectives . This process is continued until one reaches the lowest level of objectives.

These last objectives cannot be subdivided in a lower level of object ives and are cal led single-objectives . This method

is calle d "obj e ct i ve s ana lys is ".

An examp le of a lowe s t leve l objective is" l e a rn i n g the English

lang uage ". A subdivis io n like "l e a rn in g English grannnar" is not

possible since this is unmi s t akebl y an instrument for learning the lang uage .

There are two met hod s of objectives analysis.

A. The deduct i ve method.

Using thi s method the sing le objectives are logically derived

from the abstra ct mai n objective(s) . This method is a

judg i ng one , it is directed at the future and shows what

should be th e de sirab l e policy. For this reason this method is a.o . used for det ermining po li t i c a l policies.

et c . 3 ma~ n

ob jec t i ve

I

Programblocks

I

Prog rams

es _{Program-elements}

in s tru- acti v-ments itie s si ng le IJ1.1 obje c ti v e 111.2 111.3 1I sub objec t ive J12.I 113.1 113.2 main objec t i v 12 sub 121 single 121.1

obje ctive obje ctive 121. 2

20 1 . 1 20 1 si ng le 20 1 .2 :e _{201 . 3} obje ctive 2 main _{202 .I} ob jec tive _{20 2. 2} 202 si n gl e 202 . 3 obj e ct i ve 202 . 4

fig. 1.1. Lay - ou t of a program structure

B. The induct i ve method.

Th is meth od sta r ts from the acti viti es an d leads to an invent ory of an d insi ght in the cur re n t policy. This met hod involve s the ope ra t i ve le vels in the anal ysis.

A dis ad vant a ge of th e dedu ctive meth od is that it may le ad to th e formu la t i on of objec t i ves which in practic e are not or canno t be pu rs ue d .

A di s ad v ant a ge of the inductive meth od is that by ana lys i ng act iv i t ies some obje ctive s ma y be fail ed to observe si nc e one activity ca n ser ve more than one ob j e c t i ve.

To avoi d thes e disadv anta gesb oth methods have to used in order to re ali s e a detach ed structure of main - sub - and si ng l e

object ives (the structure of ob jec t ives) . With this structure th e rel at i on s betwe en the ob j e c t ives of the different public

au tho ri t ies can be est a b l is he d .

In the case of joi n t projects of different authorities it is po s sibl e to wor k in a "ho r izon t a l structure" within which the obje ctive s of the project are formulated and compared with the objec t i ve s of the involved public authorities.

Next the tasks of the au t ho r i t i e s involved -as far as the y are rel e v ant to the proje ct- are defined. In or de r to do this it is necessary to have a common program st r uc t u re . A pro gram structure is a comb i na t i on of the above menti on ed structure of ob jec ti ves wi th the for the achievem ent of the single objectives neces s ary

instruments and activities. An example of sllch a program

structure is shown in figureI.I. The compilaLion of this struc ture requires an inventory of activities and instruments . Partl y this has al r e a dy been done as part of the inductive anal ysis of

objectives. Howev er, it is possibl e that not al l the co r res po n d i ng obje ctives have emerged during this inducti ve an a lys is because th e ope ra t i ve levels of ten tend to see the instrument as the aim of an act i v i ty.

An exa mp le is that the con s t r uc t i on of a marine tra f fi c syst em may be seen by some people as an indermediat e ubje ctive,

whilst this of cou rse can ne ve r be the ultimate aim of the poli c y of the public authorities. Consequently constructin g marin e traffi c syste ms is an instrument.

Mak i ng inventory of the acti vities automati call y leads to an invent ory of the used instruments.

This makes it possible to bring all the dctivitie~ to geth er

which are used for one instrument an d thus form "program element s" which have to be co up l e d to the single objectives as shown in figure I. I.

The program el e me n ts are the smallest building materials of the program st r uc t ure.

To obtain a good insi ght in the program structure the number of instrument s in a program eleme n t has to be limited as mu ch as possible, because in practic e each instrument alway s appe ars to be able to serve more than one objective. In the next stage of the program analysis th e instruments are tested to determine their effectiveness (of course related to the objectives). For this purpose a classed inventory is made of the correspondin g activities. Besides this a quantitative relation ha s to be found between instruments and objective s. Th i s means that a standard

Cost-benefit analysis of instruments , 6 wei ghing of alternatives aga i ns t each other ~ :> ~ 1 4 Connnec t i on of ic ob jec t i ve s and instruments 5

"

Objectives analysis 2 3 Formul ati on of mai n

ob ject i ves of the pro jec t

Subdivi si on of the objectives into sub- an d sinele object ives

t

I

A. Deductive B. lnducti ve

from main objecti ve s using ope ra t ive

by policymaking levels

lev els

I I

t

I

I

Compos ing of structure of objectives, I

with main-, sub- and single obje ctives I

I I

I

I

lnventory of inst ru-ments and activities

/compOSi ng of program st r uc t u re

/

+

1

A. Determination

8

.

Testing of

of cos ts of instrument s

instruments determinati on of

positive effec ts

I

+

Cost-benefit analysi s;

determination of net effe ct s

.

Effecting instruments, adjustrnent of policy etc.

Figure 1.2 Flow diagram of policy analysis

has to be found which indicates the output of the instrument as well as to which extend it serves to achieve the proposed

objective. When formulating the single objectives this has to be taken into account in such a way th at quantifying becomes possible. Parallel with defining these effects the costs of the instruments can be calculated. This makes it possible to de fine the net effect of the instruments by a cost benefit analysis.

The whole process eventually leads to the answer on the questions. - Which instruments have to be chosen?

- Is it necessary to reconsider certain objectives when it appears that they -because of the costsof the necessary instruments- cannot be achieved?

In conclusion it can be said that the method of objectives analysis and the program structure can be considered an

effective instrument for policy making as well as for evaluation of the effectivity of the presently pursued policy.

Management requirements of port traffic

guidance systems

VESSEL TRAFFIC MANAGEMENT;ADMINISTRATIVE REQUI REMENTS CANADA J.N. Ballinger*

The subject of control of marine traffic in Can adi an wate rs had

its early beginnings with the St. Lawrence Seaway Au t ho r i ty following the opening of the St. Lawrence Seaway in 195 9. The

Traffic Control Systemthat was brought into being in thos e day s

was a rather loose type of control and involved mainly a

monitoring and keeping track of the location of vessel s wi t h i n

the area of responsibility of the St. Lawrenc e Seawa y.

Th i s monitoring system of the Seaway Authority has, si nce those

early days, become more sophisticated. This increased

sophistication has come about as a result of increased traffic

and resulting con ge s t i on at the various canals which have

necessitated a much tighter control of shipping movements to speed up their transit through the syst em and eliminate or reduce those time-consuming situations. Improv ements that have be en made include a closed circuit television sys t em which

pr ov i de s a continuous monitoring of shipping moving throu gh the

WeIland Canal. In Lhe further sophistication, a natural spinn-off has been the increas ed safety of navigation involved.

From these early beginnings and right through the traffic con t r o l

developments in Canada, VHF communications have been the backbone

of the systems.

The ne xt area that was gi ve n cl o se scrutiny was the St.Lawr enc e

River, fr om Montreal downstream towards the Gulf of St. Lawr en c e.

The Dep artment of Transport was con ce r n e d with the number of

acc i de n ts occurin g in the River, whether the y were gro un d i ng s or

collisions, There were requests for some sort of traffic

re gulatin g from pilots' representatives, seamen's unions, ship

operators and others. The Department concluded from the

information gained during investigations of several major acci den t s that there was a need for the regulating of traf fi c

and improvement in the provision of navigation sa f e ty information to ships in transit. It was decided, therefor e,

that a more complete picture of the traffic moving and of the

forces that were being brought to be ar on this traffic should be obtained through the institution of a Traffic Control Syst em

in this section of Canadian waters and so achieve great er

safety and efficiency through the safe, speed y and more or de r ly flow of marine traffic. It was then, in 1966, that such a system

wa s put into operation and that system, like ot he r s tha t have

been developed since in Canada, with the exception of the St.

Lawrence Seaway Authority System, is known as a vess el traffi c

management system - the St. Lawrence Seaway still retaining

the terminology Marine Traffic Control System. *Director, Aids &Waterways, Canadian Coast Guard

Following the putting into operation of the St. Lawren ce River

System, the world was shock ed by the Torrey Canyon incident in 1967, and Canada three ye a r s later by the Arrow incident. Bot h of the s e casua l t i es re sulted in massive polluti on of the

nearby marin e an d coastal environment s. There were public deman ds

that government s sh ou l d take act ion to more close ly con t ro l an d manage marine traffic movements in order to sign i f ic an t ly reduce the po s sibilities of fut ure occ ur r ences of this natur e.

In 1960, th e Intern ati onal Conferen c e on Safety of Li fe at Se a (SOLAS '60 ) in Chapter V, "Safety of Navigation", required all ships of 1600 gross tons or more, with special exceptions to 5000 gross tons which were enga ged on international voyages, to be

fitted wi t h a radio dire ction finder (DF) . This very modest

requirement was an early ef f o r t by the International Marine Conferenc e to re gulate ship borne navigatin g equipment. In 1968, in response to the se r i ous pollution caused by the st ra nd i ng and loss of the s.s. "Torrey Can yon" off the southwe s t coast of Eng l a n d , the Inter-Governmental Maritime Consultati ve

Organization (IMCO), in an ex t r ao r d i n a r y session, am en de d Re gul ati on 12, Chapter V, to require ships to be fitted with a

radar, gyr o compas s , ech o sounder and to take all re asonabl e st e ps to keep th is equipment in an efficient condition. Wi t h the exce p t i on of radar which is required on all ships of 1600 ton s or more, the application of these provisions was limited to

specifi c sh i ps enga ged on international voy a ges.

The Torrey Canyon and Arrow.incidents, coupled with incre asin g

concern by Canadians on the preservation of their marine

environmen~prompted the Canadian parliament to enact Part XX of the Canada Shipping Act. Part XX, which dealt with "Pollution"

delegated to the Ministry of Transport wide powers to le gisl at e

requirements for all shipping in Canadian waters outside of the

Arctic which was already dealt with by the Arctic Waters

Prevention Pollution Act. These powers included provisions for making regulations respecting the fitting, maintenance,

testing and use of electronic and other navigational equipment on

sh i ps ca r ry i n g pollutants in Canadian waters.

At t h i s s ame time, the Coast Guard had under review, and were

proposing amandments to the Navigating Appliances Regulations. As aresult, the Navigating Appliances Regulations were

completel y revised to introduce effective requirements for the

fitting and maintenance of navigating equipment in all ships

in waters under Canadian jurisdiction and go beyond the IMCO requirements, both in the amount of equipment and scope of application. These Regulations require a gyro compass, sounding

apparatus, radar (two on tankers and chemical carriers), effici en t

internal communications systems, bridge-to-bridge radio telephone,

manoeuvring system indicators, and manoeuvring and applianc e s

data in the case of larger vessels, with manuals and spare parts

being required for these appliances.

In addition, in October 1972 Canada established the charts and publications regulations which required ships to be provided with adequate charts and publications, giving effect to Regul ation

s

o

ms ent ne, 5 ion

In addition to the navigating safety package consisting of appliances, personnel, charts and publications, and practices and procedures, the Mi~stry has established a number of other important navigational measures, including ship routing systems. With the foregoing concerns in mind, it can be appreciated that the Ministry of Transport, in its role of ensuring the safety of life and protection of the Canadian marine environment, had to direct its attent ion to expanding its vessel traffic management systems into those areas of the country where the type of traffic was such as to pose a possible adverse effect on the marine environment unless it was properly monitored and managed to the highest degree possible. As a consequence, you will find on looking at a map of Canada th at vessel traffic systems have been developed and put in place in a number of locations across the country, from Newfoundland through the Maritime provinces, the Great Lakes and out on the west coast.

The systems th at have been implemented are of varying degrees of sophistication in that we recognize that different parts of our country vary as to the degree or level required for managing or regulating marine traffic. Such things as the geography of the area, the volume and type of traffic and the frequency of accidents have an effect on determining the degree or level as weIl. In order to take care of the different

requirements, we have developed four levels of vessel traffic management systems which we, in Canada, cons.ider should cover all situations. These range from the lowest or least sophis-tecated at Level I to the most complex and most sophisticated of the group at Level 4.

Level I is a Ship-to-Ship or Bridge-to-Bridge Information 3ystem in which the ships alone participate. They transmit on designated frequencies at predetermined locations and provide specific information on their positions and intentions. All ships in the general area, operating on the same frequency, hear the information transmitted, and know what to expect when they reach or are approach-ing the area from which the transmission originated. This level is not monitored from a shore station or a Coast Guard Traffic Centre. One might expect to find a Level 1 system in the open water areas where a few hazards and low traffic density exist, and we also use it in the early implementation stages of VTM in any given area to allow mariners to get used to reporting

information th at other marine rs in the same general

area can us e . It is usually implemented before such time as the shore-based equipment is available and instalied to provide for shore involvement.

Level 2 is referred to as a Shore-to-Ship Advisory System.

It requires vessels to obtain clearances from a shore station prior to entering a designated traffic manage

-ment area. The clearance may be related to regulations at present in effect concerning the capability of a vessel to navigate safely without pollution risk while in Canadian waters. It includes the basic conditions

of a Lev e l 1 syste m, in th at th e r e is ship- to-ship

par ty-l i ne informati on avai lab le to shipping. Add i t io na l ly , the sh o re sta t io n will re gul at e the

marin e traffi c to the exten t of is suing clea ran ces

based on informati on prov i de d by th e vessel .

Fur the rmore , the shore sta tion wil l re gul ar l y bro adc a s t information on marine traff ic , aids to naviga tion ,

weathe r , an d othe r ite ms cons i de re d essential to the mar ~ ne r .

Le vel 3 is a Shore-to-Ship Re gulating Sy st em. Th is is consi de red

the first step to a definite re gul atory system.

It ha s the fe a tu r es of the first two le vel s, but with the

shore statio n at the VTM Cen t re main ta ini ng an accurate

plo t of ships in th e area , ba s ed on posit ion inf o r ma t i on

prov i de d by shipp i ng . Th i s level can re gul at e tr a f fi c more closely , due to the more comple te inf orm at i on

required fro m th e sh i p . The St. Lawr en ce Rive r is

gen e r a l ly con s i de r e d to be of this level, wi t h the

except io n of thos e are as whe re rad ar surveill an ce is

avai lab le, and thes e isol at ed lo c ati on s can be cons i dered

in the category of Le vel 4 at Mon t rea l , Quebec, and

Les Escoumins .

Level 4 is a Sh ore-t o-Shi p Con t rol Sy s t em. It is th e most soph i s t ic a t e d of ou r Traffi c Man a gement Sy st ems.

By using radar, the shore cen t re ha s pos itive re a l ti me

inf orm at i on on ships' mov ement s an d loc ati on s. We have

the capa b i l i ty to identify target s more posi t ively to

th e exte n t of advi s i ng sh i ps of a re cornmende d course

and/o r speed , if app l icab le , whe n we see th at a serious

situa t ion is de vel opin g. Thi s system de pends on the

thorou gh trainin g of tra ffi c re gul at ors. Cou rses are

bein g de velop ed, with trainin g in si mula to rs to cover all

aspe c ts of the re gulator' s job.

In add i t ion , it should be noted that our Vesse l Tra f f ic

Regu la to rs have been appo i n te d as Po llu t i on Pre venti on Officers

un de r Part XX of the Can ad a Shipping Act . This appoin tment

bri ngs with it extens i ve powers to dire ct shipping an d cont rol

their movement s when risk of pollution is involved in Canad ian

wate r s.

When Ve ss el Traffi c Management Sy stems have been est ab l ishe d ,

the Ministry of Transport has prepared re gulati on s coveri n g each individual syst em. Thes e re gulati ons detail suc h things

as the name of the syst em and provide definiti on s of tho s e

import an t fact o rs requiring de finition s wi t h i n the re gul a t i ons.

They provide a surnma ry of the type of vehic le to which the

re gulati on s apply, for exa mp le , vesse ls,a i r cus h i on vehicles

an d sea planes on the water. They define the re sp on sibiliti e s of th e various member s of the staff at a Coast Guard Traffi c Cen tre

and lay down the type of VHF ~adio equipment which wi l l be ca r r i e d , with the various frequencies and ch an ne ls on wh ich th e

ve ss el sha l l be capab le of receiving and transmitting me s s a ge s.

~d ~e te ~n red e s all s

in charge, or pilot of a vessel of when he must obtain clearance. The s e include such things as en t e r i ng and leaving the Traffic Man a gement zone , proc e edin g to or leaving any berth, proceeding after bein g st ran de d or involved in a col l is i on , makin g an intended al te r a t io n of cou r s e in exce s s of a gi ve n number of de gre e s and for maki ng any movement for the purpose of compass adj us tme n t , nav i gati on al ai d ca l i b r a t i on , ship trials, diving sound i ng , serv ic i ng mar i ne navi gational ai ds , picking up, layi ng or ma i n ta i n i ng submarine cab l e s or fo r the purpose of any othe r ope ra t ions that may impede marine traffic. Clearance must be ob t a i ne d by any person wishing to land or take off in a sea plane. This particular section of the regulations wi l l normall y de fin e the validity period for a clearance and shou l d the manoeuvre not commence within that period, the

clea rance requires revalidation. Provision is als o made requiring the maste r or officer in ch a rge of a vessel that is carrying explos i ves , radi o-active material or other dangerous goo ds to inform the Coast Guard Tr a f f i c Centre of the nature and quantit y of such goo ds before he requests any clearance.

The s e Regu l a t i on s also define the size of vessel to which the y appl y and the advanc e notice required before entering or le avin g the Traffic Management Zone . Much of the information that is required from the vessels has been identified to allow an asse s s men t to be made as to whether a vessel is complying with Regula t ion s which I have cited previously. Towards this end, the ma ster, officer in charge or pilot of a vessel who applies for a clea r an ce to enter a zone may be required to gi ve the fol lowi ng information:

a. th e name of the vessel and its call sign; b. the position of the vessel;

c. the es t i ma te of the time of arrival of the vessel at th e zone;

d. the destin ati on an d last port of call of the vessel; e. th e drau ght of the vessel;

f. the des cripti on and total weight of pollutants, if any , ca r r i e d on board the vessel;

g. the pilotage requirements for the vessel;

h. where applicable, any deficiency in or malfunction of the machinery or equipment of the vessel.

The master or officer in charge of a vessel is required to report to the Coast Guard Traffic Centre by the fastest means possible if his vessel suffers a malfunction or has a serious deficiency in onboard navigating equipment or is in any other difficulty. This requirement would cover such items as the foll owing: a. of re _b. te _c. '. d.

limited in its ability to manoeuvre due to mechanical malfunction or structural deficiency;

not equipped with an operable radar, rudder indicator, tachometer, compass or dep th sounder;

not equipped with operable mooring winches;

not equipped with operable anchors and anchoring machinery;

e. leaking any oil or other pollutant substance;

f. in a damaged condition which may result in the release of

any oil or pollutant substance;

g. not in receipt by radio, or otherwise, of all cur r e n t Canadian Notices to Shipping respecting the VTM zone;

h. not equipped with the charts and publications required by

the Charts and Publications Regulations;

i. listed to an angle in excess of five degrees.

Normally, in Canadian Vessel Traffic Management Systems a

number of calling-in points have been designated which require

the transmissions of a radio message. The master, officer in

charge or pilot of the vessel is required on arrival at each of

these calling-in points to transmit to the Coast Guard Traffic Centres

a. the name of the vessel; b. the location of the vessel;

c. the estimated time of arrival at the next calling-in point;

d. any adverse weather or poor visibility conditions.

The Regulations provide that no vessel shall be anchored in any area other than that assigned by the Marine Traffic Regulator and th at a vessel at a berth shall not immobilize its main propulsion or machine,y, electrical generator or on-board

navigational equipment without first advising the Marine Traffic Regulator.

They mayalso provide for the Traffic Centre to be made aware of such things as manoeuvring restrietions due to dimensions, draught or, where applicable, its length of tow, that a vessel is apparently in difficulty or has been involved in a shipping casualty, that it has become an obstruction, dangerous to navigation, th at a navigational buoy or aid to navigation is malfunctioning, damaged, missing or incorrectly located, that

pollution of the waters has occured, or that any other dan ger to

navigation exists.

These Regulations, as adopted, provide th at every person who

contravenes any of the provisions is guilty of an offence and

liable to a fine.

Our Coast Guard Traffic Centres routinely broadcast by VHF

radiotelephone, navigation safety information, notices to shipping, weather forecasts, traffic information and, when applicable, ice and icebreaker assistance information. In addition, an important function of some Traffic Centres

is the continuous monitoring of marine aids to ensure they

are functioning normally and in some cases radar position

verification of the floating aids is carried out also.

As I mentioned earl ier in my comments, the Canadian Coast Guard has put together comprehensive regulations covering each individual system as it was developed. We are now working on the development of national Coast Guard Traffic Regulations. When these Regulations have been prepared and approved, it is intended that with the enactment of the national regulations the existing local regulations will be rescinded and rewritten to be incorporated as schedules to the national regulations.

o

The local schedules will enunciate the geographical limits of the specific systems and operational requirements or procedures peculiar to them. During the development there will be close consultation with the marine industry to obtain the views and

provide for their input. It is our view that the national

regulations will simplify the Canadian system of traffic control for the mariner and eliminate any possible confusion in the use of those systems already in place or those which will be

developed in the future. Coupled with this is the preparation and product ion of a user's manual to provide an

easy-to-understand description of the total Canadian VTM system and its requirements.

I would not want to leave the idea in anyone's mind that we

are trying to impede shipping or make its progress more difficult.

We are here to serve it, provide it with as much information as possible and assist it safely and quickly towards its destination.