imu emergencies and safety

8/6/2019 IMU Emergencies and Safety

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BNA-041

NAVIGATIONAL AIDS

AND ENVIRONMENT

PROTECTION

Block

3EMERGENCIES AND SAFETY

UNIT11

Search and Rescue 5

UNIT 12

Ship Reporting System 17

UNIT 13-u

Contingency Planning 29Contingency


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EMERGENCIES AND SAFETY

In this block we shall explain the aspects related to search and rescue at sea, ship reporting

systems and planning for contingencies. This Block has three Units.

Unit 11 "Search and Rescue" deals with international convention on maritime search and

rescue. 1979 and describes various provisions of search and rescue (SAR), global

maritime distress and safety system (GMDSS). various terms and their meaning. A brief

introduction togeographic information system (GIS) based decision support system in

SAR is also given in this unit.

Unit 12 "Ship Reporting System" explains vessel traffic services (VTS) which allows

identification and monitoring of movement of vessels. Role of automatic identification

system (AIS) in VTS and its benefits have been given in this unit. Finally, limitations of

VTS are also explained

Unit 13 "Contingency Planning" describes the importance of planning for contingencies and

briefly introduces contingencies emergencies such as fire, steering failure, power failure.

imminent collision suspicious vessel in vicinity, man overboard etc. The response actions in

such emergencies have been suggested. Introduction to integrated contingency planning,

preparedness and training is also given in this unit.

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UNIT 11 . SEARCH AND RESCUE

Structure

11.1 Introduction

Objectives

11.2 The International Convention on Maritime Search and Rescue. 1979

11.2.1 Communication Systems

11 2.2 IMO Search and Rescue Areas

11.2.3 Chapter I Terms and Definitions

1124 Chapter 2 Organisation and Coordination

11.2.5 Chapter 3 Cooperation between States 11.2.6

Chapter 4 Operating Procedures

11.2.7 Emergency

Phases

11 .2.8 Chapter 5 : Ship Reporting Systems

11.2.9 The 2004 Amendments

11.3 Operational Requirements

11.4 Types of' Reports

11.5 IAMSAR Manual

11.6 GIS-Based Decision Support System

11.7 The Indian SAR Organisation 11.8

Summary

11.9 Answers to SAQs

11.1 INTRODUCTION

Measures to ensure safety,sea is through introduction of preventive measures. However.

there comes a time when ships get into serious difficulties including foundering and

grounding. At such tunes. the time is essence and help has to be made available as soon as

possible. This help is possible only if the ship is able to send out a meaningful distress

message. it reaches the right people and they have the necessary resources to act

immediately.

This prompted the IMO to rethink on communications systems, and search and rescue

organisations as a global concept. The Global Maritime Distress and Safety System

(GMDSS) and the various measures within it and the search and rescue organisationincluding the manual which recommends not only the administrations but also the ships on

the process necessary for effective survival and rescue.

Objectives

After studying this unit.you should be able to

state the need for a search and rescue convention,

explain the provisions of the convention,

explain the provision of IAMSAR manual, and

describe explain the role of the seafarer in SAR operations.


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6

Emergencies and Safety11.2 THE INTERNATIONAL CONVENTION ON

MARITIME SEARCH AND RESCUE, 1979

The 1979 Convention, adopted at a Conference in Hamburg. was aimed at developing an

international SAR plan, so that. no matter where an accident occurs, the rescue of persons

in distress at sea will be co-ordinated by a SAR organization and. when necessary by

co-

operation between neighbouring SAR organizations. The convention entered into force on

22 June 1985.

Although the obligation of ships to go to the assistanceof

vessels in distress was enshrined

both in tradition and in international treaties [such as the International Convention for the

Safety of Life at Sea (SOLAS). 1974], there was, until the adoption of the SAR

Convention, no international system covering search and rescue operations. The traditional

SAR efforts were only through the ship in the vicinity. Communications on MF did not reach

ships beyond a few hundred miles and hence getting any help was a matter of a lottery. In

some areas. there was a well-established organization able to provide assistance promptly

and efficiently. in others there was nothing at all.

The technical requirements of the SAR Convention are divided into five Chapters. Parties

to the Conv

ention are required to ensure that arrangements are made for the provision ofadequate SAR services in their coastal waters. This does not mean that all administrations

are capable of doing so. They, therefore, were encouraged to enter into SAR agreements

with neighbouring States involing the establishment of SAR regions. the pooling of

facilities, establishment of common procedures, training and liaison visits.

As no established processes were available the Convention recommended preparatory

measures which should be taken, including the establishment of rescue co-ordination

centres and sub-centres. It outlines operating procedures to be followed in the event of

emergencies or alerts and during SAR operations under the overall control of an on-scene

commander.

In order to identity

the location of ships parties to the Convention were required toestablish ship reporting s

ystems, under which ships report their position to a coast radio

station. This enables the interval between the loss of contact with a vessel and the initiations

of search operations to be reduced. It also helps to permit the rapid determination of

vessels. which may be called upon to provide assistance including medical help when

required.

11.2.1 Communication Systems

However, not a part of the SAR convention, under SOL AS. every ship while at SEA. must

have the facilities for essential communications. namely

:

Transmitting ship-to-shore distress alerts by at least two separate andindependent means,

Receiving shore-to-ship distress alerts

Transmitting and receiving ship-to-ship distress alerts

Transmitting and receiving search and rescue co-ordinating communications:

Transmitting and receiving on-scene communications-,

Transmitting and (as required) receiving signals for locating;

Transmitting and receiving maritime safety information;

Transmitting and receiving general radio communications to and fromshore-based radio systems or networks; and

Transmitting and receiving bridge-to-bridge communications.


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7

Search and RescueThe Global Maritime Distress and Safet

ySystem (GMDSS)

GMDSS promises to bring major improvements to maritime safety and

communications, GMDSS is an automated ship to shore distress alerting system

that relies on satellite and advanced terrestrial communications links. The system

also provides some limited ship to ship communications capabilities.

Every ship subject to the communications act or the safety convention must comply

with GMDSS. These vessels include:

All passenger ships regardless of size; and

Cargo ships of 300 gross tons and upward,

GMDSS is a system basedon

the linking of Search and Rescue (SAR) authorities

ashore with shipping in the immediate Vicinity of a vessel in distress or in need of

assistance. The primary

purpose of GMDSS is to automate and improve emergency

communications for the world's shipping industry. GMDSS uses a number of

frequencies. modes and systems to accomplish this mission. GMDSS uses both

satellite and terrestrial radio systems because each system has its own individual

limitations with respect to geographical coverage and services it can provide.

The basic concept of GMDSS is to alert SAR authorities ashore and vessels in thevirginity of a distress so they_ can assist in a coordinated search and rescue operation

with minimum delay.

VISION

"Improved SAR Knowledge Worldwide

MISSION

-Promoting SAR and Saving Lives through Shared Knowledge."

Objectives of Global Maritime Distress and Safety System (GMDSS)

To have an international forum for the free and open exchange of knowledgein the aeronautical, ground and maritime SAR communities.

To promote search and rescue as a humanitarian service.

To recognize and embrace cultural, language and differences in origins forthe continued development of SAR.

To promote continued improvement for quality SAR services.

To promote and build -SAR Team".

To work to remove obstacles for the seamless delivery of SAR.

To have the promotion of excellence in SAR operations, services, co-ordination- education, training, communications and management.

To promote the continued development of a seamless SAR systemworld-wide.

To promote the continued harmonization of aeronautical, ground andmaritime SAR.

To promote and improve SAR prevention in order to reduce the number andseverity of SAR incidents.


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4 Emergencies and Safety

gure . :

, -SARSAT System

This is an international satellite system for search and rescue. It comprises a constellation of

satellites both in polar and geo-stationary orbits. This system provides distress alert and

location information to search and rescue authorities for maritime, aviation and land users in

distress.

The SARSAT programme was initiated by the USA Canada and France in the seventies.

using US NOAH satellites. The Russians had also developed a similar system known n as COSPAS.

In 1979. COSPAS-SARSAT system was formalised with the inter-operability. between thewo satellite systems being established. Any aircraft or ship or personnel carrying an

emergency

transmitter (beacon) could activate the beacon manually or automatically in case o f a

distress situation such as an aircraft crash or a ship sinking, The location of the beacon

transmitting the distress signal is determined by Doppler principle using the relative motion

between the satellite and the beacon.. The Mission Control Centre (MCC) of COSPAS-

SARSAT collects. sorts and stores the data from the Local User Terminals and other

Mission Control Centres. Information on distress alerts is passed on to the Rescue

Coordination Centres which. based on this information. earn- out rescue operations.

ISRO has also established two Local User Terminals (LUT). one at Bangalore and another

at Lucknow along with a Mission Control Centre at Bangalore. An 'niter Agency Steering

Committee (IASC) represented by Coast Guard. Directorate General of Shipping. Civil

Aviation. Defence Services. Department of Telecommunication and Ministry of Informat ion and

Technology has been set up with Department of Space as the nodal agenc y for co-

ordinating Indian COSPAS-SARSAT efforts. The Indian Mission Control Centre is linked

to four national rescue co-ordination centres which are located at Mumbai. Chennai. Delhi

and Kolkata operated by Airports Authority of India (AAI). The Indian LUTs provide a

substantial coverage for the Indian Ocean region and covers 7 countries -Bangladesh. Bhutan.

Maldives. Nepal. Sri Lanka. Seychelles and Tanzania. The Indian MCC/LUTs have helped in

rescuing about 1 300 persons since its operat ions started i n 1986. India has also

incorporated search and rescue transponders on its INSAT system to provide distress alerts

even when any satel lite in the COSPASSARSAT constellation is not within the visibility ofthe

beacon carried by distressed aircraft or ship.

There are more than 5 countries and organisations that are now formally associated with COSPAS-

SARSAT programme. including the four parties to the international COSPASSARSAT

agreement namely USA. Canada. France and Russia. which provide and operate the space

segment. There are 39 Iow earth orbit Local User Terminals and 7 Geostationary Earth

Orbiting Local User Terminals and 22 Mission Control Centres around the globe. About 9.

10-000 emergency beacons are currently in use. Since its inception, the COSPASSARSAT

system has helped to rescue about 12.700 persons till the end of the year 2000.

11.2.2 IMO Search and Rescue Areas

Specific equipment requirements for ships van- according to the sea area (or areas) in

which the ship operates. The GMDSS combines various subsystems which all have


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Search and Rescuedifferent limitations with respect to coverage Tinto one overall system and the oceans are

divided into four sea areas:

Area Al: Within range of VHF coast stations with continuous DSC alerting available

(about 20-30 miles).

Area A2: Beyond area Al but within range of MF coastal stations with continuous DSC

alerting available (about 100 miles).

Area A3: Beyond the first two areas, but within coverage of geostationary maritime

communication satellites (in practice this means Inmarsat). This covers the

area between roughly 70 deg N and 70 deg S.Area A4: The remaining sea areas. The most important of these is the sea around the

North Pole (the area around the South Pole is mostly land). Geostationary

satellites, which are positioned above the equator, cannot reach this far.

Coastal vessels. for example. only have to earn minimal equipment

if they do not operate

beyond the range of shore-based VHF radio s tations. but they may carry satell i te

equipment. However. sonic coasts do not have shore-based facilities. so although the ship

is close to shore the area counts as Area A2 or A3. Ships which do go beyond Sea Area AI

have to cam MF equipment as well as VHF - or Inmarsat satellite equipment. Ships which

operate bey and MF range have to carry Inmarsat satellite equipment in addition to VHF and

MF Ships which operate in area A4 have to carry HE MF and VHF equipment.

Following the adoption of the 1979 SAR Convention, IMO's Maritime Safety

Committee

divided the world's oceans into 13 search and rescue areas, in each of which the countries

concerned have delimited search and rescue regions for which they are responsible.

Provisional search and rescue plans for all of these areas were completed when plans for

the Indian Ocean were finalized in September 1999.

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Figure 11.2: Search and Rescue Plans for Indian Oceans

11.2.3 Chapter 1: Terms and Definitions

This Chapter updates the Terms and Definitions in the original Chapter 1.

Search

An operation. normally coordinated by a rescue co-ordination centre or rescue

sub-centre, using available personnel and facilities to locate persons in distress.

Rescue

An operation to retrieve persons in distres

s, provide for their initial medical or other needs.and deliver them to a place of safety.


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10

Emergencies and Safety

Search and Rescue Service

The performance of distress monitoring, communication, co-ordination and search and rescuefunctions. including provision of medical advice, initial medical assistance- or medicalevacuation, through, the use of public and private resources including co-operating air craftvessels and other craft and installations.

Sears and Rescue RegionAn

area of defined dimensions associ

ated with a rescue co-ordination centre within whichsearch and rescue sort ices are provided.

Rescue Co-ordination Centre

A unit responsible for promoting efficient organization of search and rescue services and

for coordinating the conduct of search and rescue operations within a search and rescue

region.Rescue Sub-Centre

A unit subordinate toa rescue co-ordination centre established to complement the latter

according to particular provisions of the responsible authorities.particular

Search mid Rescue Facility

Any mobile resource, including designated search and rescue wilts. used to conduct search

and rescueoperations.

Search and Rescue Unit

A unit composed of trained personnel and provided with equipment suitable for theexpeditious conduct of search and rescue operations.

Alerting Post

Any facility intended to serve as an intermediary between a person reporting an emergency

and a rescue co-ordination centre or rescue sub-centre.

Emergency PhaseA generic term meaning, as the case maybe, uncertaintyphase, alert phase or distress phase.

Uncertainty Phase

A situation wherein uncertainty exists as to the safety ofa person. a vessel or other craft.

Alert Phase

A situation wherein apprehension exists as to the safety of a person, a vessel or other craft.

Distress Phase

A situation wherein there is a reasonable certaintythat a person. a vessel or other craft is

th reatened by grave and inuninent danger and requires immediate assistance. On-

scene Coordinator

A person designated to co-ordinate search and rescue operations within a specified area.

1 1 . 2 . 4 C h a p t e r 2 6 : O r g a n i s a t i o n a n d C o o r d i n a t i o n

The revised Chapter makes the responsibilities ofGovernments clearer. It requires Parties.either individually or in co-operation with other States. to establish basic elements of a searchand rescue service, to include:

Legal framework

Assignment of a responsible authority

Organization of available resources

Communication facilities


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11

Search and Rescue Co-ordination and operational functions

Processes to improve the service including planning. domestic and internationalco-operative relationships and training.

Parties should establish search and rescue regions within each sea area with the

agreement of the Parties concerned. Parties then accept responsibility for providing search

and rescue services fora specified area.

The Chapter also describes how SAR services should be arranged and national capabilities

.be developed. Parties are required to establish rescue co-ordination centres and to operatethem on a 24-hour basis with trained staff that has a working knowledge of English.

Parties are also required to "ensure the closest practicable co-ordination between maritime

and aeronautical services".

11.2.5 Chapter 3: Cooperation between States

This revised convention takes into account that all coastal states may not be in a position to

provide all the facilities and therefore requires Parties to co-ordinate search and rescue

organizations. and. where necessary search and rescue operations with those of

neighbouring

States. The Party

should authorize. subject to applicable national laws,

immediate entry

into or over its territorial sea or territory

for rescue units of other Parties

solely for the purpose of search and rescue.

Asyou shall see on the map provided. India has a lot of sea Areas in the Bay of Bengal of

Bengal as Arabian Sea and it draws on resources of neighbouring states.

11.2.6 Chapter 4: Operating Procedures

The chapter includes preparatory

measures and operating procedures. It requires that each

RCC (Rescue Co-ordination Centre) and RSC (Rescue Sub-centre) should have

up-to-date information on search and rescue facilities and communications for the, area and

should have detailed plans for, conduct of search and rescue operations. Parties

individually or in co-operation with others-should be capable of receiving distress alerts on a

24-hour basis. The chapter specifies procedures to be followed during an emergency and

state that search and rescue activities should be co-ordinated on scene for the mosteffective results. It recommends that search and rescue operations should continue when

practicable, until all reasonable hope of rescuing survivors has passed. The process of

recognising the SAR urgency is specified as follows.

11.2.7 Emergency Phases

To assist in determining the appropriate operating procedures, the following emergency

phases shall be distinguished by the rescue co-ordination centre or sub-centre concerned:

Uncertainty Phase

(a) when a person has been reported as missing, or a vessel or other craft is overdue.- or

(b) when a person. a vessel or other craft has failed to make an expected position orsafety report.

Alert Phase

(a) when following the uncertainty phase, attempts to establish contact with a person, avessel or other craft have failed and inquiries addressed to other appropriate sources

have been unsuccessful, or

(b) when information has been received indicating that the operating efficiency of a vessel orother craft -is impaired. but not to the extent that a distress situation is likely.

Distress Phase

(a) when positive information is received that a person, a vessel or other craft is in danger

and in need of immediate assistance.


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Emergencies and Safety (b) when following the alert phase, further unsuccessful attempts to establish contact with a

person a vessel or other craft and more widespread unsuccessful inquiries point to the

probability that a distress situation

exists or

(c) when information is received which indicates that the operating efficiency of a vessel or

other craft hasbeen impaired to the extent chat a distress situation is likely.

The IAMSAR Manual provides details of action to be taken in each of the phases

11.2.3 Chapter 5: Ship Reporting Systems

An important aspect of the SAR. is to know where ships were lost without a distress

signal or any other trace. If only their progress during the voyaged was known, would

have been possibl e to launch a SAR operation. Ship reporting systems also facilitate the

provision of help through ships in the area if their position is known.

The ship reporting system should provide up-to-date information on the movements of

essels in order. in the event of a distress incident, to

(a) reduce the interval between the loss of contact with a vessel and the initiation of

search and rescue operations in cases where no distress signal has been received;

(b) permit rapidIdentification of vessels which may be called upon to provide assistance

(c) permit delineation of a search area of limited size 'in case the position of a person. a

vessel or other craft In distress is unknown or uncertain and

(d) facilitates the provision of urgent medical assistance or advice. INSPIRES

(Indian Ship Reporting and Information Reporting System).

It is Mandatory for all Indian merchant vessels including coastal and Fishing vessel of

more than 300 Grt Other vessels within the reporting area arc encouraged to participate In

the system. The use of the system is to provide data for SAR operations. vessel traffic management

and weather forecasting. Vessels participating in the system transmit reports

through sclected radio stations.

The details of INPIRES are given in IndianN

otices to Mariners No.8 It has been in effectsince I Nov. 1986. The Directorate General of Shipping co-ordinates the functioning of the

system

w

ith Maritime Operation Room. Mumbai

Those of you who are serving on ships that may not have the Indian notices to mariners

should attempt to find out this informationfrom other sources.

11.2.9 The 2004 Amendments

The 2004 amendments to the convention dealt with a difficult problem of dealing with

those whoare rescued at sea. Persons found in distress at sea are not necessarily seafarers.

They

are sometimes persons who have left their home land in search of refuge because of

politics or other causes. Ships have had some difficulty to land these In ports after taking

them on board. If such people cannot be landed at the first port ships may be reluctant to pick

up survivors- especially those of the refugee type. The amendments shall enter into force on

1 January 2006 and include provisions for dealing with persons in distress at sea. In addition

it includes:

* The notion of a person in distress at sea also includes persons in need of assistance

who have found refuge on a coast in a remote location within an ocean areainaccessibletoHe to any rescue facility other than as provided.i

Make the necessary arrangementsin co-operation with other RCCs to ldentify the

most appropriate place(s) for disembarking persons found in distress at sea.

Parties shall co-ordinate and co-operate to ensure that masters of ships providing

assistance by embarking persons in distress atsea are released from their obligations with

minimum further deviation from the ships' intended voyage


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Search and Rescueprovided that releasing the master of the ship from these obligations does not further

endanger the safety

of life at sea. The Parity responsible for the search and rescue

region in which such assistance is rendered shall exercise primary responsibity for

ensuring such co-ordination and co-operation occurs. so that survivors assisted are

disembarked from the assisting ship and delivered to a place of safety, taking into

account the particular circumstances of the case and guidelines developed by the Organization

fn these cases_ the relevant Parties shall arrange for such disembarkation to be effected as

soon as reasonably practicable.

AQ 1

(a) Look around the ship and find the equipment or signals that wouldbe

used

for search and rescue of a man overboard.

(b) How did the GMDSS improve the SAR system?

(c) What is the function of the rescue coordination centre?

(d) How is cooperation between states organised"

11.3 OPERATIONAL REQUIREMENTS

hip reporting systems should satisfy the following requirements:

(a) Provision of information. including sailing plans and position reports. which

would make it possible to determine the current and future positions of participating

Vessels(b)Maintenance of a shipping plot:

(c) Receipt of reports at appropriate intervals from participating vessels

(d) Simplicity in system design and operation: and

(e) Use of internationally agreed standard ship reporting format and procedures.

11.4 TYPES OF REPORTS

A ship reporting system should incorporate the following types of ship reports in

accordance with the recommendations of the Organization:

(a) Sailing plan:.

(b) Position report: and

(c) Final report.

Use of Systems

Parties should encourage all vessels to report their position when travelling in areas where

arrangements have beers to collect information on positions for search and rescue

purposes. Such reports on the position of vessels should disseminate so far as practicable. to

other States when so requested for search and rescue purposes.


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Emergencies and Safety 11.5 IAMSAR MANU

In 1978. the Maritime Safety Committee (MSC), IMO'S senior technical body. adopted a

manual called the IMO Search and Rescue Manual (IMOSAR) to help Governments to

implement the International Convention on Maritime Search and Rescue. The manual

provides guidelines rather than requirements fora common maritime search and rescue

policy, encouraging all coastal States to develop their organizations on similar lines and

enabling adjacent States to cooperate and provide mutual assistance. It was also updated

in 1992. with the amendments entering into force in 1993.

Concurrently

with the revision ofthe SAR Convention. the IMO and the International Civil

Aviation Organization (ICAO) jointly developed the International Aeronautical and

Maritime Search and Rescue (LAMSAR) Manual, published in three volumes coheringOrganization and Management; Mission Co-ordination: andMobile Facilities.

This manual was aligned as closely as possible with ICAO Search and Rescue Manual to

ensure a common policy and to facilitate consultation of the two manuals for

administrative or operational reasons. These are available on board and we recommend

that get familiar with it. It is not much use if you start finding the relevant information

when the ships it immediately.

11.6 GIS-BASED DECISION SUPPORT SYSTEM

Maritime Search and Rescue Large Passenger Ship Safety

Under the IMO review of Large Passenger Ship Safety, one of the areas identified as

warranting further research was the assessment of the adequacy

and capability of local

(regional) Search and Rescue (SAR) to cope with incident situations on large passenger

c

ships.

Addressing the tasks identified by IMO. namely:

"Advise on what the combined SAR services are able to effect in a given region on

'Identify and evaluate the adequacy of SAR services to rescue hat numbers of personsrom a large passenger ship, in particular to consider the:

ability and capability

of ships to handle a large number of persons from large

passenger ships.

capacity ofSAR facilities, other than commercial ships, to handle a large number

of persons firom large passenger ships (size of rescue facility, rate of transfer, etc).

* availability

of SAR services by geographic region. specifically

addressing time

estimates to get adequate SAR facilities on scene with and without commercial ship

assistance and in support of the work of the Large Passenger Ship Safety

Working

Group. the UK Maritime and Coastguard Agency's first approach was to develop two

trial GIS models of a mass rescue scenario. The models were intended to serge as anexample of GIS utility

in the field of maritime SAR and to provide a rough

assessment of the ability and adequacy of SAR resources to cope with a major

passenger ship incident within a predefined sea area.

A Geographic Information System GIS is a computer technology that combines

geographic data (the location of human-made and natural features on the earth's

.surface) and other types of information (names, classifications, addresses and much

more) to generate visual maps and reports.

The first model predicted the number of hours needed by dedicated SAR services to usefully

respond to an incident and to rescue given numbers of casualties at all locations within the

defined studv area. The second model estimated the number of hours needed by bothdedicated and additional SAR facilities (passing ships etc.) to rescue given numbers of

casualties at all locations within the defined study area.


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Search and RescueThough fit for the scope of the trial, these preliminar

ymodels had a number of

limitations related to the quality of the input data. the capabilities of the software used

and the number of assumptions and simplifications 'incorporated. Despite these

limitations, however, the preliminary

models helped to highlight new problem

domains and areas for GIS applicability, delivered some useful solutions and re-

usable algorithms. and setthe

directions for further research.

11.7 THE INDIAN SAR ORGANISATION

India established its system veryearly after the implementation of the convention. As partof the infrastructure. Indian Space Research Organisation (ISRO) established Local user

Terminals for reception of COSPAS-SARSAT signals from Emergency Position

Indicating Radio Beacon (EPIRB).

ISRO promoted awareness of International COSPAS-SARSAT Search and Rescue system

and established formal interface with user countries under Indian Mission Control Centre of

COSPAS-SARSAT for better understanding and co-ordination of the programme.

Indian Coast Guard

Coast Guard has been designated as the National Search and Rescue Co-ordinator in

India With the advent of Global Maritime Distress Safety System and demarcation of

search and rescue regions, Coast Guard's responsibilities have been increased further. The

activation of toll free No. 1718 is another facility provided towards an efficient search and

rescue service. Coast guard is to establish the SAR Coordination centres at Mumbai,

Chennai and Port Blair with communication equipment and other facilities.

So far. Coast Guard has conducted 741 search and rescue missions and saved

1472 lives at sea.

SAQ 2

(a) What reports are to be made by the ship to facilitate the SAR. operations andat what intervals?

(b) Study the IAMSAR Manual and explain a pattern recommended in themanual for effective search of a ship whose position is not known

(c) What special problems exist in search and rescue operations relating to largepassenger ships?

11.8 SUMMARY

In this unit you have studied -The International Convention on Maritime search and

Rescue. 1979'. This gives brief description of live chapters.

Emergency phases are described in this unit. Measures to ensure safety at sea must be

understood by everyperson working on the ship. In certain cases, help is sought from outside.

For this, there is need to send out meaning distress message. Ship personnel should also

known the right persons to whom massages should be sent in a difficult situation. Sailing

plan. position report and final report are the part of ship reporting systems. Such reports,

can be used for search and rescue purposes and therefore must be disseminated to mother

states.


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Emergencies and Safety 11.9 ANSWERS TO SAQs

SAQ I

(a) Hint : See the emergency drill relating to man overboard.

(b) GMDSS improved the communication systems from the ship to shore directly.and therefore, made it easier for SAR organizations to come to the rescue

without much loss of time.

Rescue coordination centre is the place where first intelligence of the distress intelligence isreceived through one of the communication systems under GMDSS.

(d) Cooperating between states is normal])- organised through treaty betweenstates or group of states. Such treaties include the type of equipment to be

made available. the areas where it is applicable and the financial aspects to

support the organizations.

SAQ 2

(a) Ships send reports as per specified format at the beginning of the voyage

indicating the sailing plan. position report regularly

or when there is a large

diversion and the final report when the vessel arrives at its destination_

(b) Student to select any one of the pattern and to explain the. same.

(c) Large passenger ships have a large number of passengers and when indistress it becomes extremelv difficult to arrange for the rescue of these by

the ships in the area. IMO, therefore, has launched a special project to

ascertain the process to effect such rescue operations. In the initial stage.

such ships in collaboration with the administration and the coastal authorities

are required to prepare contingency plans.

To Note Only

The following is an example of a real life situation:

A cruise liner with 732 people on board -- most of them Spanish has been crippled by a

severe storm in the western Mediterranean. A French-led rescue operation is

underway to reach the stricken Voyager. now about 100 km (60 miles) from Menorca.

Several people suffered minor injuries and the ship has lost all engine power. a

spokesman for its owner. V Ships of Monaco. told the BBC News website.

It was sailing from Sardinia, on a voyage from Tunis to Barcelona. The spokesman

said the crew were battling to restore engine power and a liquefied gas tanker. the

Gimi was on the scene after recei

ving the

distress call.

Battered b

y

storm A high wave smashing through the Windows of the bridge anddamaging electronics is thought to have caused the power cut.

The distress call front ship said it was taking on water and was in "terrible

condition UK coastguards reported.

They received the message just after 0900 GMT on Monday via the Gimi. The French

coastguards told the BBC that the ship was not on fire and not in danger of sinking.

Two tugs Spanish and a French one are travelling to the stricken vessel and hoping

to tow it into a French port, they said.

The V Ships spokesman said they would be there within 14 hours. Several aircraft have

also been sent to the scene. Most of the passengers are Spanish and the ship is

chartered to a Barcelona cruise firm, the V Ships spokesman said. "When she does getsome engine power back, the crew will turn the vessel into the weather. It is pretty rough

out there. so I'm sure it isn't particularly comfortable. Any vessel will be being knocked

around a lot, "the spokesman said".


16/43

UNIT 12 SI I II' REPORTING SYSTEM

P NX0,otion ') 1~ )

-MJ U" I VC;

12.2 History of VTS

12.3 The Role of VTS

12.4 VTS Tools

12.4.1 Data Collection

12.4.2 Data Evaluation

12.4.3 Data Dissemination

12.4.4 Need for Good Communications

12.4.5 Responsibilities and Liability

12.4.6 Operational Requirements

12.4.7 Action to be Taken in Case of Violations

12.5 VTS Service

12.5.1 Issue of Instructions

12.5.2 Division of a VTS Area

12.5.3 Communication and Reporting

12.6 The Future of VTS : P otential Benefits of AIS

12.7 The Limitations of VTS

12.8 Summary


12.1 INTRODUCTION

The purpose of vessel traffic services (VTS) is to improve the safety and efficiency of

navigation- safety of life at sea and the protection of the marine environment and/or in the

adjacent shore area. worksites and offshore installations from possible adverse effects of

maritime traffic.

clear distinction needs to be made between a Port or Harbour VTS and a Coastal VTS

Port VTS is mainly concerned with vessel traffic to and from a port or harbour or

harbours. while a Coastal VTS is mainly concerned withvessel traffic passing through the

area. A VTS could also be a combination of bo th types. The ty

pe and level of service orservices rendered could differ between both t

ypes of VTS: in a Port or Harbour VTS a

navigational assistance service and/or a traffic organization service is usually provided for.,

while in a Coastal VTS usually only an information service is rendered.

VTS allows:

identification and monitoring of vessels

strategic planning of vessel movements,

provision of navigational information and assistance.

assist in prevention of pollution and co-ordination of pollution response- and

the precise objectives of any vessel traffic service will depend upon the particular

circumstances in the VTS area and the volume and character of maritime

traffic.17


17/43

18

Emergencies and Safety Objectives

After studying this unit. you will be able to

describe the history of vessel traffic services (VTS).

explain the role ofVTS,

explain various VTS tolls, and

describe the limitations of VTS.

12.2 HISTORY OF VTSFor centuries. shipping has been a major means of transport to support world commerce-

There has always been a need for ships to navigate accurately. safely

and expeditiously

and to assist in this many authorities have provided aids to navigation in and around their

coastal waters.

As early as 1946 the International Meeting on Radio Aids to Navigation (IMRAN) had

shown that it is was possible. using jointly land based radars stations and VHF communications. to

help navigation in poor visibility conditions. In particular- the delays to vessel traffic

movements caused by periods of dense fog resulted in ser ious disruption port operations the

storage of goods and to other modes o f transporting cargoes to and from ports. The general

opinion of experts was that shore based radar Could provide traffic images in order to keep

maritime traffic flows moving in port areas and their approaches. The first was established in

Douglas, Isle of Man.. In 1948. Some three months later. in the same year. the port of Liv

erpool established their radar site[s] and trials took place Rotterdam.

In the 1990s a number of shore based radar chains were established m other North West

European major or ports, for example the approaches to the port of Amsterdam (ljmuiden) in

. I J

1952 and the entire Rotterdam area was covered in 1956.

These early

systems were intended primarily

to avoid traffic delays and to increase efficiency of

traffic flows in general. However, attention was also being givens to the number of accidents

and the way in which these might be reduced. This resulted in studies of the effect that

shore-based radar was having on the number of accidents in port areas under radar

surveillance. The studies concluded that. in addition to increasing the operational hours.

thereby provid ing better ut ilisat ion of a port's capacity, the number of accidents was reduced

significantly.

In the seventies major oil tanker disasters (e.g. Torre Canyon, Meting. Amoco Cadiz and

many others) increased the public awareness of the damage being caused and substantial

pressure came from environmental groups to protect the marine environment. The concern

that such disasters might happen in port approaches and port areas caused policy makers'

to reconsider the concepts of the port radar chains and the co-operation between pilots and

radar operators. It was also widely felt that some form of international harmonisation onisation was

needed. However in those early days oftraffic management aided by radar surveillance. the

view on how to proceed further was debated at considerable length.

Slowly there was movement towards a co-ordinated approach that was to become Vessel

Traffic Services (VTS). VTS was defined and the matter was discussed in IMO, and then

known as the Inter-Governmental Maritime Consultative Organisation (IMCO). An

Assembly Resolution was adopted on the implementation of VTS that provided a

framework for further harmonisation. The development of modern technology was very

important for the technical concept of VTS. In the mid 1990s. the resolution was reviewed

revised and superseded In 1997 by IMO Assembly Resolution on VTS

1A.857 (20)].


18/43

ship Reporting SystemThe number of VTS systems worldwide increased rapidly in particular during the last two

decades. Ina limited number of countries VTS has been established in inland waters with

the same overall objectives that apply to the maritime VTS systems.

In summary. VTS has developed from a shore based radar system with the,aim ofenhancing navigation in bad visibility conditions to a modern system using multiplesensors with the objectives of enhancing safety. improving the efficiencyof maritimetraffic and protecting the marine environment.

The realities of modern shipping. with larger and less manoeuvrable ships traffic congestionin ports, hazardous cargoes and the potential for environmental damage, demand that

sophisticated measures be taken to reduce risks. Establishing 1. Vessel TrafficS

ervice is asignificant response to that demand. When established, implemented and operated within thecontext of international laws, conventions and maritime customs, and with the co-operationof vessel operators. a VTS can contribute substantially to the safety and efficiency ofmaritime traffic and protection of the environment.

Because of the improvements in efficiency. safetyand the reduction of potential

environmental pollution experienced byauthorities using a VTS, together with the rapiddevelopments in computer technology. the number ofVessel Traffic Services has increasedconsiderably and there are now about 500 of these services operational.

As Vessel Traffic Services have grown in number throughout the world, the operating

concepts have led to two categories of VTS, coastal services and port or river services. Acoastal VTS is a service provided to assist the safe and expeditious passage of shippingthrough coastal waters. particularly where there is a high density of maritime traffic or anarea of environmental sensitivitiy or through waters. which maybe difficult to navigatebecause of geographical constraints or offshore exploration. A port or river VTS is a serviceprovided to assist the efficiency and safe navigation ofshipping when entering or leavingports and harbours or when sailing along rivers or through wafters which similarly restrict themanocuvring of ships.

12.3 THE ROLE OF VTS

A VTS is particularlyappropriate in an area that may include any of the following:

(a) High traffic density;.

(b) Traffic carrying hazardous cargoes:

(c) Conflicting and complex navigation patterns,

(d) Difficult hydrographical. hydrological and meteorological elements

(e) Shifting shoals and other local hazards

(f) Environmental considerations:

(g) Interference byvessel traffic with other marine-based activities;

(h) A record of maritime casualties:(1) traffic Existing or planned vessel trac services in adjacent waters and the need for co- o

operation between neighbouring States, if appropriate;

Narrow channels. port configuration. bridges and similar areas where the progressof vessels maybe restricted: and

(A) Existing or foreseeable changes in the traffic pattern resulting from port oroffshore terminal developments or offshore exploration and exploitation in thearea.

Ship and land are connected to each other. Large volumes of goods and/or passengers are

transported around the world bymaritime means. Ships have to call in ports to load anddischarge these goods and in doing so theyface risks that are inherent to the vicinityofcoastline dangers. 19

(i)


19/43

Emergencies and Safety Apart from these, a vessel at sea has two other principal enemies: the meteorologicalconditions and the surrounding traffic. hi addition, in our dail jobs, we, as pilots. are verycommonly facing a combination of all these elements.In order to properly navigate the ship the bridge team uses the ship borne navigational aids,

ranging from charts and relevant documents to radars, positioning systems, etc.. all serving

the purpose of collecting the data upon which the decisions the

is governing t

navigation are based.

On the other hand. the shore side contributes to that data collecting process by providingaids to navigation. These may range from the traditional visual aids, such as lighthousesand buoys including Racons, to the installation of electronic position fixing systems, theinstitution of traffic separation schemes and the implementation of VTSs.

Last but not least, let us not forget to mention the utmost contribution of pilotage servicesin the safe and expeditious passage of the most hazardous part of the voyage of anyship.

It is essential that the distinction between -navigational aids being the onboard navigationalfacilities. and "aids to navigation". being the shore based facilities, is clearly understood. Theyshou !,I be regarded as two independent sources of information to the navigator.

In the process of navigation, who is actually taking decisions'? The officer on the watchand/or the pilot makes decisions in directing the movement of a vessel expeditiouslyandsafel-, from one point to another. This decision making process is an ongoing process ofselecting a course of action to meet the objectives from a number of actions that are availablyat a certain moment in time. The selection of a particular option is based upon theinformation that is available at that particular moment to the mariner and to hisdiscrimination ability.

The main sources of information available to the bridge team to any decision makingprocess are:

Voyage planning based upon charts and various documentations.

Local knowledge and experience.

Current information gained from visual observations (if a proper lookoutis maintained!). navigational aids and aids to navigation.

Both the qualityand the effectiveness of the decisions made are directly related

to: The accuracy, the reliability and the comprehension of the information.

The ability of the decision maker to select the right options.

A VTS instituted by a competent authority for the safety and efficiency of the traffic and theprotection of the environment have the capability to interact with the traffic and to detectdangerous situations developing in the VTS area. The level of interaction determines the levelof service provided. namely:

An information service is a service to ensure that the essentialinformation is available in good time to assist the ship in its navigational process.This information mayconcern.

The positions, intentions and destinations of vessels.

Amendments and changes in promulgated information concerning the VTS area

such as boundaries, procedures. radio channels or frequencies, reporting points.

Tile variables elements influencing the navigation of vessel such as meteorological andhydrological conditions, notices to mariners, status of aids to navigation. traffic congestionand special vessels with restricted manoeuvrability which may impose restrictions on thenavigation of other vessels or any other potential impediments.

A navigational assistance service is a service to assist the navigational decision makingprocess on board and to monitor the effects, especially in difficult navigational ormeteorological circumstances or in case of defects or deficiencies.

20


20/43

A VTS can contribute to the decision making process bygiving navigational Ship Reporting System

information such as

Course and speed made good by ship.

Position relative to the fairway axis and way-points,

Positions, identities and intentions of surrounding traffic. and

Warnings to individual vessels.

Navigational assistance is given at the request of the vessel or if deemed necessary

by

the

VTS and should only

be given if positive identification has been established and can be

maintained throughout the process. The beginning and -the end of such a service should beclearl

ystated b

ythe ship or the VTS and acknowledged by the other party.

A traffic organisation service is a service to prevent the development of dangerous

situations and to provide for the safe and efficient movement of traffic within the VTS area.

Traffic organisation concerns the forward planning of movements and is particularly

relevant in times of congestion or when the movement of special transport may affect the

flow of other traffic. Monitoring the traf is and enforcing adherence to governing rules and

regulations are integral part of traffic organisation.

The service may include establishing and operating a system of traffic clearance in respect

of the priority of movements. the allocation of space the mandatory

reporting of

movements, establishing routes to be followed. speed limits to be observed and such othermeasures as may be considered necessar

yand appropriate by the VTS authority.

Where the VTS is authorised to issue instructions to vessels. the instructions should be

",result oriented" only and leave the details of the execution to the master or pilot.

Regardless of the level of service provided a VTS authorit

yestablishes a set of operating

rules and regulations. and disseminate to mariners full details concerning the specific VTS.

In establishing such a set. great care must be taken to impose the minimum of rules and/or

regulations so that the mariner's workload is not substantially increased when transiting

through the area and thus jeopardising safety.

Finally, the VTS authority ensures that the local traffic rules and regulations in force. the

services offered and details of the area concerned are promulgated in a way convenient for

use by the mariners. The information is published either as a local document or as an

international publication, or both Of special attention the World VTS Guide is also

published on the internet and co-ordinated. by

the following organisations: IMPA_ IFSMA,

JAI-A. IHMA. IAPH.

1 2 . 4 V A T S T O O L S

To perform either kind of service VTS personnel should at all times have access to a VTS

traffic image. For this purpose, it is essential that the VTS collects and evaluates data to

develop the traffic image and spreads the decisions resulting from an assessment of it.

The options for developing and maintaining the traffic image can be simple in their level of

technology

and rely mainlyon

human participation, employ

highly sophisticated

techniques requiring a minimum of human assistance, or be somewhere in between these two

solutions. It depends on the VTS authority to determine its specific needs to suit the .

particular operational requirements, taking into account both the technical options and the

standards of VTS operators.

12.4.1 Data Collection

The data to be collected are of two levels:

The strategic data that include meteorological and hydrological conditions

operational status of aids to navigation. These can be obtained from meteorologicaland hydrological sensors such a5 tide and current gauges, wind gauges, and

databases of allied services such as meteorological offices, lighthouse authorities. 21


21/43

Emergencies and Safety The tactical data that concern the traffic situation, including ships movements and

ship conditions. There are several methods, which can assist in obtaining this

information, from a basic pair of good binoculars in the hands of a good sighted

man properly situated (e.g. on a pilot boat!) to the most sophisticated technologies.

The radar is the major current technical means of monitoring the traffic because itcan provide an overview of the complete covered area. However, radar on its own

cannot identify

the targets that it displays. This identification requires voice

communication between VTS operators and ships using VHF.

AIS primarily

developed for the exchange of information between ships, which as a IMOmandatory carriage requirement is now in force and is capable of transmitting messages

containing the identity, position and details of a ship to the shore. (Refer to module on

navigational aids.)

In some cases, we can also notice the use of Closed Circuit Television (CCTV) and

infrared devices.

12.4.2 Data Evaluation

The most important information that needs to be analysed is that concerning the

movements of shipping in order to determine whether action from the VTS is required and if

so to decide upon the appropriate action. To achieve this VTS traffic image should at all

times be a comprehensive overview of traffic in the VTS area. To enable an area of hightraffic densit

ywith restricted waterways and with a high risk of casualty to be monitored

adequately. assistance

inthe evaluation of ships movement is obtained b

ythe use of

computers. which develop automatically

a traffic image of the complete VTS from the

inputs of the radar and other sensors. Computer programmes also exist to alert VTS

operators when potentially dangerous situations are developing.

12.4.3 Data Dissemination

Decisions resulting from the assessment of the traffic image need to be communicated to

users. Communications of a general nature are broadcast at regular intervals by VHF. Vital

navigational information is broadcast as soon as it is received at the VTS centre and

subsequently repeated at appropriate intervals.

Communication with a particular ship is made either on request by the ship or when

deemed necessary by the VTS and should make it clear whether it contains mformationn.

advice or instructions.

The use of AIS will also improve considerably the effectiveness of transfer of data

between a VTS centre and ships. It will allow routine information to be transmitted rapidly.

keeping the VHF channel clear for important and/or emergency

communications.

12.4.4 Need for Good Communications

The efficiency of a VTS will depend on the reliability and continuity

of communications

and on the ability to provide good and unambiguous information. The quality of accidentpre

vention measures will depend on the system's capability of detecting a developing

dangerous situation and on the ability

to give timely warning of such dangers.

12.4.5 Responsibilities and Liability

Where two or more Governments have a common interest in establishing a VTS in a

particular area, VTS is developed as a co-ordinated service on the basis of an agreement

between them with uniform procedures and operations.

12.4.6 Operational Requirements

The VTS authority in its operation should.

(a) Ensure that the objectives of the VTS are met.

(b) Ensure that the standards setby

the competent authority

for levels of services and 22

operator's qualifications and equipment are met.


22/43

Ship Reporting System(c) Ensure that the VTS is operated in conformity with relevant IMO resolutions,

(d) Ensure that the VTS operations are harmonized with, where appropriate, shipreporting and routeing measures, aids to navigation, pilotage and port operations,

(e) Consider, where appropriate, the participation of the pilot both as a user andprovider of information,

(f) Ensure that a continuous listening watch on the designated radio frequencies is keptand that all published services are available during the operational hours of the VTS.

4 (g) Ensure that operating procedures for routine and emergency situations are

established. and

(h) In a timely manner. provide mariners with full details of the requirements to be met

and the procedures to be followed in the VTS area.

This information should include the categories of vessels required or expected to

participate,radio frequencies to be used for reporting; areas of applicability;

thetimes and

geographical positions for submitting reports; the format and content of the required reports;

the VTS authority

responsible for the operation of the service-, an information. advice or

instructions to be provided to participating ships; and the types and level of services

available. This information should be published in the appropriate nautical publications and

in the "World VTS Guide" published by IALA/IAPH and IMO.

The liability element of an accident following compliance with VTS guidance is animportant consideration, which can only be decided on a case-b

y-case basis in accordance

with national law. Consequently, a VTS authority

should take into account the legal

implications in the event of a shipping accident where VTS operators may have failed to

carry out their duty competently.

12.4.7 Actions to be taken in Case of Violations

Contracting Governments should ensure that ships flying their flag comply with the

requirements of vessel traffic services. Those Contracting Governments that have received

information of an alleged violation of a VTS by

a ship flying their flag should provide the

Govermnent. which has reported the offence with details of any appropriate action taken.

SAQ 1

(a) What are the principal functions of VTS?

(b) How the development of Radar helped establishment of VTS?

(c) What is the advantage of VTS to the ships in approaches to ports?

12.5 VTS SERVICES

The following guidance concerning the services that are rendered by a VTS should be

taken into account:

The information sen4ce is provided by broadcasting information at fixed times and

intervals or when deemed necessary

by

the VTS or at the request of a vessel, and may

include for example reports on the position. identity

and intentions of other traffic:

waterway

conditions-, weather; hazards; or any other factors that may influence the

vessel's transit.

The navigational assistance service is especiall

y

important in difficult navigational ormeteorological circumstances or in case of defects or deficiencies. This service is normally

rendered at the request of a vessel or by

the VAS when deemed necessary.


23/43

Emergencies and Safety The service for traffic management concerns:

(a) Operational management of traffic. and'

(b) Forward planning of vessel movements to prevent congestion and dangeroussituations, particularly relevant in times of high traffic density or when the

movement ofspecial transports may affect the flow of other traffic.

(c) Establishing and operating a system of traffic clearances or VTS sailingplans or both in relation to :

Priority of movements,

Allocation of space,

Mandatory reporting of movements in the VTS area,

Routes to be followed

Speed limits to be observed. or

Other appropriate measures which are considered necessary by theVTS authority.

12.5.1 Issue of Instructions

Instructions issued by

VTS to ships should be result-oriented only. leaving the details of

execution. such as course to be steered or engine manoeuvres to be executed, to the master

or pilot on board the vessel. Care should be taken that VTS operations do not encroachupon the master's responsibilit

yfor safe navigation, or disturb the traditional relationship

between master and pilot.

12.5.2 Division of a VTS Area

A VTS area can be divided into sectors. but these should be as few as possible. Area and

sector boundaries are normally not located where vessels normally alter course or manoeuvre

or where they

are approaching areas of convergence. route junctions or where there is

crossing traffic. VTS centres in an area or sector should use a name identifier. The

boundaries should be indicated in the appropriate nautical publications and in the "World

VTS Guide.

12.5.3 Communication and Reporting

Communication between a VTS authority

and a participating vessel should be conducted

in accordance with the Guidelines and Criteria for Ship Reporting systems and should be

limited to information essential to achieve the objectives of the VTS. IMO Standard Marine

Communication Phrases should be used where practicable.

In any VTS message directed to a vessel or vessels it should be made clear whether the

message contains information- advice, warning or an instruction.

12.6 THE FUTURE OF VTS: POTENTIAL BENEFITS

OF AIS

In the foreseeable future AIS is expected to contribute significantly to the fulfilluig of the

tasks of a VTS. Some of these shall be briefly presented to you.

Automatic Vessel Identification

Most VTS organisations require ships to report to the VTS centre when

approaching or entering the VTS area. It is obvious that, being the primary role of

AIS in the ship-to-ship mode. itwill also fulfil the same task in the ship to shore

mode.

VHF Communications

It is likely that AIS will reduce quite significantly the amount of voice

communication.

24


24/43

Ship Reporting SystemImproved Vessel Tracking

Wider geographical coverage. AIS data will be received by other AIS transponders.

or by other base or repeater stations. Where a VTS organisation is fitted witch such

equipment, it will be capable to r eceive at the maximum reception range of the

radio, conummications frequency in use.

Position Accuracy

AIS aims to achieve positional accuracy

of more than 10 metres when associated

with DGNSS correction signals.

Absence of "Radar Shadow" AreasIN

coastal or harbour waters. radar tracking of ships can be affected by the proximity

of land and buildings. The resultant "shadow" areas can cause the VTS centre to lose

tracks. While AIS is expected to avoid most of such effects. the very close proximit

of obstructions can caused difficulties for AIS in heavily

built-up areas.

In the same way,VHF is not affected as the radar by meteorological side effects like

sea and rain clutters.

Traffic Image Accuracy

When twos ships are passing close to one another. it may result in the label of one

track transferring to the other. It is called "target swapping'. The more precise

tracking by AIS has been shown to prevent this sort of incident.Real Time Manoeuvring Data

Radar based VTS sy stems provide ship's course and speed over the ground

calculated from the ship's past track. AIS in addition can provide elements of real

time manoeuvring data such as ship's heading, rate of turn, which are derived from

the ship's navligation systems and are included directly in the dynamic message

broadcast by the AIS.

Electronic Transfer of Port Passage Information

If AIS is integrated in a VTS system. it would become possible for suitably

equipped ships and the VTS centre to exchange passage information such as

intended waypoints.

Electronic Transfer of Safety Messages

The facility available in the AIS for the transmission of safety related messages

makes possible the electronic broadcasting from a VTS centre of local navigation w arnings

and similar safety related messages to suitably equipped ships. It could also be

possible to broadcast local chart corrections to ships fitted with EMS.

`Portable Pilot Unit (PPU)

Using a portable pilot unit- all these capabilities could be brought back on the

bridge of a ship. providing the pilot with a comprehensive set of information to make

decisions that are more accurate on the tactical side. leaving the strategic role to the

VTS centre. This concepi is called "Silent VTS" and could be seen as a navigationalaid as referred to the definitions given before.

12.7 THE LIMITATIONS OF VTS

As any

other system in the world. and in particular any aid to navigation, a VTS has it s

own limitations.

It is obvious that the primary factor of VTS malfunction is the failure of the VTS tools

and it is not necessary to explain in length the problems tied to the use of radars. VHF

communications, computers and other monitors of all sorts.Likewise. the different sensors (tide, swell wind... ) that ma

ybe used are also ruled by the

hard law of physics.25


25/43

Emergencies and Safety On the other hand. at each end of the system are human beings with their own potential

and limits. These people have to communicate and, therefore, use a common language.

which is not necessarily their mother tongue. Despite the existence of the IMO Standard

Maritime Communication Phrases, a complete misunderstanding between the two sides is

not unusual.

As any other people on the planet, a VTS operator cannot escape from his human

condition and consequently can be liable to error. A lack of proper education and training,

a work overload, fatigue, personal worries among others can bring him to a wrongrong

analysis of the situation and/or a misjudgement that can lead to an accident. After all,

human failure does not belong in monopoly to the mariners!In order to accommodate and reduce at a very minimum the negative effects of these

potential malfunctions of the system, we need someone who has a complete understanding of

the VTS in every aspect. a comprehensive knowledge of the area and of ships. The pilot is

someone a shipmaster can and will trust. He has always been on the maritime scene as a

major safety factor. long before any single piece of VTS.

SAQ 2

(a) What services are provided by VTSI?

(b) How areVTS areas and instructions prepared and under whose guidance?

(c) What would be the future uses of the VTS?

(d) What are the limitations of the VTS?

12.8 SUMMARY

In this unit. You have studied about ship reporting s

y

stems. Vessel Traffic Service (VTS) isused to improve the safety and efficiency of navigation, safety of life at sea and the

protection of the marine environment. A costal VTS is a service provided to assist the safe

and expeditious passage of shipping through coastal water, particularly

where there is a

high density of maritime traffic. A port VTS is a service provided to assist the efficiency and

safe navigation of shipping entering or leaving ports and harbours. Roles of VTS have been

explained to you in this unit, T o perform services. VTS personnel should at all times have

access to a VTS traffic image. For this purpose, it is essential that VTS collects and

evaluates data to develop images. VTS has its own limitations.The failure of the VTS

tools may lead to malfunctions of VTS. This system is handled by

human beings heaving

their own potential and limitations. Mother tongue of the person handling VTS may cause

some problems in communication.

12.9 ANSWERS TO SAQs

SAQ I

(a) Principal functions of VTS allows:

Identification and monitoring of vessels.

Strategic planning of vessel movements.

Provision of navigational information and assistance and

Assist in prevention of pollution and co-ordination of pollution response.

26


26/43

Ship ReportingThe precise objectives of an' vessel traffic service will depend upon theparticular circumstances in the VTS area and the volume and character ofmaritime traffic.

(b) The radar is the major current technical means of monitoring the traffic

because it can provide anoverview ofthe complete covered area. However

radar on its own cannot identify the targets that it displays. This identificationrequires voice communication between VTS operators and ships using VHF.

Avrs provides following advantages to ships in approaches to ports byproviding information about

provi

Traffic density

Traffic carrying hazardous cargoes;

Conflicting and complex navigation patterns:

Difficult Hydrographical. Hydrological and meteorological elements;

Shifting shoals and other local hazards.-

Environmental considerations.

Interference by vessel traffic with

other marine-based activities A record of maritime casualties

Existing or planned vessel traffic services in adjacent waters and the needfor co-operation between neighbouring States.

if appropriate,

Narrow channels. port configuration.. bridges and similar areas where the

progress of vessels maybe restricted:

Existing ing or foreseeable changes in the traffic pattern resulting fromPort Or offshore terminal developments or offshore exploration andexploitation in the area.

SAQ 2

(a) The principal functions of VTS are to improve safety and efficiency ofnavigation in heavy traffic areas or environmentally sensitive areas and throughthat to ensure safetyof life at sea and the protection ofenvironment. VTSprovides information. advises on traffic and instructions on traffic and track tofollow. It also corrects the ships navigation if found to be proceeding wrongly. Itis the dutyof the VTS, to plan in advance of ships arrivals and departure andintimated the ships accordingly

(b) Planning of VTS is guided by World VTS guide prepared by IMO and thehydrographic services.

(c) VTS is a dynamic system and it viould improve a number of navigationalaspects for ship. They include

Use of VHF and AIS would provide long term tracking and therefore. longdistance traffic management.

Provision of position accuracy to ships at long distances.

Improved detection through AIS shall remove shadow areas, whichoccur with radar.

Automatic Vessel Identification: Most VTS organisations require ships

to report to the VTS centre when approaching or entering the VTS area.It is obvious than. being the primaryrole of AIS in the shipto-ship mode.

n

(c)


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Emergencies and Safety VHF communications: It is likely that AIS will reduce quite

significantly the amount of voice communication.

lmproved vessel trackin.

Wider Geographical Coverage: AIS data will be received by other

AIS transponders, or by other base or repeater stations. Where a VTS

organisation is fitted withsuch equipment. it will be capable to receiveat the maximum reception range of the radio, communications

fre que ntl y in use.

Position Accuracy: AIS aims to achic positional accuracy of more

than 10 metres when associated withDGNSS correction signals.

Absence of "Radar Shadow" Areas: In coastal or harbour waters.

radar tracking of ships can be affected b\ then proximity of land and

buildings. The resultant shadow areas can cause the VTS centre to lose

tracks. While AIS is expected to aviod most of such effects. the ery

close proximity of obstructions can cause difficulties for AIS in

heavily built-up areas.

In the same way, VHF is not affected as the radar by meteorological side

effects like sea and rain clutters.

4t/

Traffic Image Accuracy: When two ships are passing close to one

another, it may result inthe label of one track transferring to the other.

It is called "target swapping". The more precise tracking by AIS has

been shown to prevent this sort of incident.

Real Time Manoeuvring Data: Radar based

VTS systems provide ship's course and speed over the ground calculated

from the ship's past track. AIS in addition can provide elements of real

time manoeuvring data such as ship's heading, rate of turn. which are

derived from the ship's navigation systems and are included directly in

the dynamic message broadcast by the AIS.

Electronic Transfer of Port Passage

Information: I f AIS is integrated in a VTS system, it would become

possible for suitably equipped ships and the VTS centre to exchange

passage information such as intended waypoints.

Electronic Transfer of Safety Messages: The

facility available in the AIS for the transmission of safety related

messages makes possible the electronic broadcasting from a VTS

centr e of l ocal navi gatio n warnings and similar safety related

message s to suitab ly e quipp ed ships. It could also be possible to

broadcast local chart corrections to ships fitted with ECDIS.

Using a Portable Pilot Unit (PPU), all these capabilities could be

brought back on the bridge of a ship. providing the pilot-with a

comprehensive set of information to make decisions that are more

accurate on the tactical side. leaving the strategic role to the VTS

centre. This concept is called "Silent VTS" and could be seen as a

navigational aid as referred to the definitions given before.

(d) Besides the limitations of failure of equipment, the major problem that may

arise is the language of communications between the ship and VTS operators.

Interpretation of data by the operator is also likely but that is avoided by

good taming systems.


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UNIT 13 CONTINGENCY PLANNING

Structure

III Introduction

Objectives

13.2 Why Plan for Contingencies

13.3 Primary Actions to be Taken in Contingencies

13.4 Introduction to Basic Contingencies

13.4.1 Fire Fighting at Sea

13.4.2 Man Overboard

1.3.4.3 Steering Failure

13A.4 Power Failure

t3.4.5 Imminent Collision

13. 4.6 Unidentified or Suspiciously Manoeuvred Vessels in Vicinity

13.4.7 Upon Receiving Emergency or distress Signals

13.5 Introduction to the Integrated Contingency Planning

5 Introduction 13.5.1 General Principles

13, A.2 Planning. Preparedness and Training

13-5.3 Response Actions

13.5.4 Reporting Procedures

13.6 Summary


13.1 INTRODUCTION

We learnt as soon as we joined the ship that Muster Lists arc displayed at various

conspicuous places on board and that they specify the details of general alarm signal with

instructions regarding immediate action that will be needed upon hearing the alarm. These

dealt with,in principle width the two major contingencies viz. abandonment of the ship and

fire on board. We also learnt about the locations from where they can be sounded.

Objectives

After studying this unit. you should be able to

state the importance of planning for contingencies and the appropriate actions

to be taken,

state contingencies which could take place at sea,

describe planning required in all contingencies,

describe the response actions in the event of contingencies.

13.2 WHY PLAN FOR CONTINGENCIES

[Note : In this self learning module the words contingency and emergenc y have the same

meaning as regards the actions to be taken_ etc..]

It is vital that all ship board organizations take the development and maintenance of thecontingency plan as well as the disaster recovery plan seriousl

y. It is not one of those tasks

that should be attended to expeditiously, a serious incident can affect the ship at any tune -)q


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Emergencies and Safety and this includes the next 24 hours! The contingency plan needs to be developed b ya team

representing all functional departments of the ship. This requires the development of aformal project, which must have approval and support from not only the Master but also01the Company.

13.3 PRIMARY ACTION TO BE TAKEN IN

CONTINGENCIES

The plan takes into account the formation of an emergency squad. which jumps to action

in everyemergencyand directs the controlling and monitoring action.The emergencysquad is somewhat like the fire brigade. It gets into action for everyemergencyand

then gets other services to help as necessary.

We have learnt the basic actions for any emergency and theyare as under:

The responsible persons must be informed of the situation at the earliest.

All persons on board should be warned through alarms or the internalcommunication system.

All persons upon knowing about the emergency must act quick-by and followthe process outlined in the plan.

After having taken the initial actions. the subsequent action has to be based on the

particular details of the emergency.

SAQ 1

What is the initial action in anycontingency?

13.4 INTRODUCTION TO BASIC CONTINGENCIES

13.4.1 Fire Fighting at Sea

We have learnt at the basic fire fighting course that must act upon discovering a fire. smokeor upon hearing a fire alarm. Let us look at more details regarding fire prevention, protectionand fire fighting.

In case of fire. following factors need to be considered.

(a) Root or cause of fire. e.g. oil_ electrical. cabin articles, wood. etc.

(b) Best way and medium to tackle the fire in prevailing circumstances.

(c) Adverse effects of inappropriate means or procedures. Such as i

When water jet is used to extinguish oil fire.

Opening a compartment unnecessarily where the fire couldhave died down naturally. If compartment was not opened.

Free surface and stability hazards including list caused di,e to the useof water for extinguishing fire.

Effect of water on cargo carried.

Possibility of explosion or life saving equipment catching fire.

rendering the same unusable.

Possibility of a person being trapped in the compartment. 30Headcount in a fire situation, therefore. is always a must.


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Contingency PlanningRemember

There are 3 basic tools of fire lighting:

Smothering,

Starving of the fire from the inflammable material, and

Cooling.

Smothering

Smothering is adding non-combustible gases to reduce the Oxygen percentage to

less that 15% or causing a blanket effect between combustible material and Oxygen.Shutting off ventilation also assists it. (Oxygen is one of the sides of the fire

triangle.)

Starving

Starving is the taking away from the fire of inflammable materials. (Combustible

material is one of the sides of the triangle.)

Cooling

Cooling is the process ofmaking away the heat from the seat of fire so that fire is not

sustained. (Heat is one of the sides of the triangle.)

Different fire extinguishing mediums available at sea are as depicted in table below:

MediumNature

Advantage Disadvantage

CO2 Colourless, Heavier Excellent smothering agent does It is not available in

than air, not damage cargo, can be injected

rapidly into a compartment can

reach fires, which are at a low

level.

continuous supply.

Once cylinders are

empty, they have to

be recharged

ashore.

Inert Gas Colourless heavier Can go to lower spaces. Does not Inert gas. High

than air. does not damage.cargo. Can be generated speeds injection

support combustion. on the vessel or can be tapped off like CO2 not

N2(85%)+ CO2(14 %) from the boiler uptake. possible. Not

accepted for Eng.

Room.

Foam Consists of bubbles Very effective smothering agent Clean up operation

containing CO2/air. for oil fires. Chemical foam has after the fire is

Chemical foam is CO2bubbles and mechanical extinguished, will

generated by reaction

between Aluminium

sulphate and sodium

bicarbonate.

foam has air bubbles. It causes

cooling.

take long time.

Vaporising Sodium Bi Carbonate Difficult to clean up later many

liquid 1 additives. Rapidly

vaporises to form gasblanket to smoother

the fire.

produce toxic gases.

A basic knowledge of not only the nature of fire fighting material, but also of

properties and nature of commonly carried goods, e.g. Coal, Cotton, Sulphur. etc.

must be acquired. in order to decide as to what is the most suitable method of

fighting a fire in prevailing circumstances.

Other important aspects. which must be considered in a fire situation, are

Immediate availability of all equipment including fire pump.

Boundary cooling. External help should be requested, if available.

31


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Emergencies and Safety S A Q 2

(a) In case of fire in the engine room, describe what fire-fighting agent could be

used and the safety precaution to be taken.

(b) What is the use of CO, and blankets in extinguishing fires?

13.4.2 Man Overboard

We know that for the rescue of a man who has fallen into the water, certain actions must be

taken at the earliest without losing any

time.

Releasing of Man Overboard marker, at the earliest can be of greatest help to the person.

This is because a person in the water has a very lim ited horizon or visible range. He will very

soon stop seeing the ship. Upon seeing the life buoy being released from ship or

smoke. which has come from a mail overboard. marker, he will be assured that his fallingoverboard has been noticed by the ship's staff and people have started working towards his

rescuing. His morale will be higher than what it would be otherwise. He will gear up his left

over energy and courage and use it for helping to save own life. The lighted marker or a

smoke signals also helps in pin pointing the position. GPS position recorded shall also help

in returning to the same position quickly.

More the number of people who know that a man is overboard and that too at the earliest is

better as this will aid in locating the person faster. A person who falls overboard from the

fore part of ship will very soon be out of sight. If a sharp and continuous lookout is not

maintained right from the beginning chances of recovery become low. Ship's crew who ho

has been designated the duty

of manning the rescue boat must prepare for rescue

wit hout losing any time.Person in water has immediate threat from propeller, but trying to stop propeller before the

person passes it is not only practically impossible but also of any great help because-in

certain manoeuvres. e.g Williamson's turn, the speed is to be maintained for some time to

reach the original position. This means that to protect the person who has fallen, altering the

course to take the stern away from the person in the water is an important action.

which a duty

officer can and must perform instantly even if the master is not in

wheelhouse or is being informed.

Detailsregarding different manoeuvre

imu emergencies and safety

Documents