embarc wednesday, 07 october 2015slide no. 1 safety at sea and efficiency in ports a european...

EMBARCFriday, April 21, 2023Slide No. 1

Safety at Sea and

Efficiency in Ports

A European Project to Improve the Advanced Use of VTM

EMBARC

FARGIS conference Høvik Feb. 28th and March 1st, 2005


EMBARC

European

Maritime study for

Baseline and

Advanced

Regional and

Coastal Traffic Management


EMBARC is geared to

Technologies for Maritime Administrations.

Transport efficiency for end-users.


Achievements of EMBARC:•Validation of VTMIS•Guidelines for storing AIS data•The role of commercial users in VTMIS•Practical implementation problems of AIS•VTM at Sea•Reporting•High Risk Vessels•Use of AIS networks for logistical players•AIS and sensor fucion in a port•AIS and calamity abatement in a port•AIS and linear planning of traffic in a river•Risk based nautical support in a port•FSA at sea and assessment of oil abatement capabilities


•Reporting in European waters•VTM at sea and combination of MRCC with Vessel monitoring and Vessel Traffic Management•Intervention convention and UNCLOS•High Risk Vessels

EMBARC’s contribution to Safety at Sea


CG3

CG

1

CG2

AABB

ZZ

Reporting and monitoring


EMBARC Reporting

Precondition: All European SAR areas are one reporting area, with some exceptions such as Portugal and UK.All CGs have AIS monitoring system.If vessel is under coverage of AIS system no reports are made.If vessel is out of coverage and still in zone of responsibility vessel reports position at regular intervals

How it works:Voyage from port A to Port BVessel Z asks permission to leave port A to the VTSAVTSA gives permission to leave portVessel Z starts movingVTSA reports to CG1CG! Reports to all intermediate CGs and to final CG of Port BCG1 reports to SSNVessel Z exceeds boundary from CG1 to CG2CG1 reports that vessel Z has left to SSNCG2 reports that vessel Z has entered own zone to SSNVessel Z exceeds boundary from CG2 to CG3CG2 reports that vessel Z has left to SSNCG3 reports that vessel Z has entered own zone.CC3 reports to port of destination the ETAVessel enters port of destination and reports to VTSBVessel safely berthed and reports to VTSBVTSB reports to CG3 and to SSN the ATD

V


The result is that:•The master of the vessel only reports once•The SAR authorities know what vessels to expect and they know the position of these vessels once they have reached the own area of responsibility.•The same is valid for the monitoring authorities that also act as authorities for VTM at sea to implement possible measures according to the intervention convention.•SSN knows when vessel change of SAR area since reports are gong to SSN.•SSN is not heavily burdened since they globally know where vessels are and the national authorities know precisely where vessels are, using their coastal network.


VTM at SEA

Based on:•Support of the navigation of the vessel•Reducing accidents and their consequences•Enhance efficiency of movements•Protect the environment•Management of allocation of spacethrough •Interaction with the vessel


VTM Sea Centre

AIS Coastal Monitoring network

MRCC

Vessels

Lifeboats

Heli’s

RVTS

PreventiveHRV

Enforcement, All vessels

Remedial measuresAll vessels

MAS

Safe Havens

ETV

SSN Index server

PollutionAbatement

Rerouting

Escort tug

Dyn Mehra

Stop vsls

Littoral seasAll AISvessels

Outside VHF areas but still European waters

All AIS vesselsSATCOM


VTM in Ports

Vessel Traffic Management

VTM at sea VTM in Inland Waters

CVTSComplete

TI

CRVTS PVTSComplete

TICoop &

NonCoopSystemAll VTSfuctions

PRVTSIncompl

TICoop

SystemReduced

VTS functions

IVTSComplete

TICoop &

NonCoop system

All VTSfunctions

IRVTSIncompl

TICoop

SystemReduced

VTS functions

TerritSea

TerritSea

HighSeas

High Seas


High Risk Vessels and how to distinguish them

Risk/nm= Multiplication_factor(Accident Statistics)* Factor(PSC(black, grey and white list position)) *Factor(Weather(Location, time))*Factor(average casualty_rate(Location)*Unit of exposure(Location)*

(Factor(oilpollution (distance to shore, pollution abatement strategy)+Factor PAR(location, weather, SAR resources))

Frequency

Consequences


We expect that 20 % of the vessels may be responsible for 70 to 80% of the risk.Again 70 % of the risk is constituted by BF 6 and more.By taking measures we might reduce the risk of these vessels by 40%

Pinpointing HRV is hence beneficial to risk.

Are we able to do this?


In UNCLOS and related documents the following expressions are often used:•Substantial discharges•Significant pollution•Major damage•Pollution of the marine environment

Art 220 UNCLOS indicates that the use of modern technology to detect HRVs may be used to:•Predict extent of damage•Management of risk if so identified


This requires that this article (220) may be amended so that the legal issues are parallel with technical developments:This can be done in two ways:•Amend UNCLOS, (takes 10 years or more)•Use the Precautionary principle and if a court finds that the precautions taken by a coastal State are reasonable and proportional then the coastal State may not be liable for economic damages to the vessel. Preventive easures by VTM at sea might become commonplace.


FSA to assess Oil abatement capabilities, and SAR resources

embarc wednesday, 07 october 2015slide no. 1 safety at sea and efficiency in ports a european...

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