Safety at Sea and Efficiency in Ports A European Project to Improve the Advanced Use of VTM

1. Safety at Sea and Efficiency in PortsA European Project to Improve the Advanced Use of VTM EMBARC FARGIS conference Høvik Feb. 28th and March 1st, 2005

2. EMBARC European Maritime study for Baseline and Advanced Regional and Coastal Traffic Management

3. EMBARC is geared to • Technologies for Maritime Administrations. • Transport efficiency for end-users.

4. 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

5. EMBARC’s contribution to Safety at Sea • 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

6. Reporting and monitoring CG2 A B CG1 CG3 Z

7. 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 B Vessel Z asks permission to leave port A to the VTSA VTSA gives permission to leave port Vessel Z starts moving VTSA reports to CG1 CG! Reports to all intermediate CGs and to final CG of Port B CG1 reports to SSN Vessel Z exceeds boundary from CG1 to CG2 CG1 reports that vessel Z has left to SSN CG2 reports that vessel Z has entered own zone to SSN Vessel Z exceeds boundary from CG2 to CG3 CG2 reports that vessel Z has left to SSN CG3 reports that vessel Z has entered own zone. CC3 reports to port of destination the ETA Vessel enters port of destination and reports to VTSB Vessel safely berthed and reports to VTSB VTSB reports to CG3 and to SSN the ATD V

8. 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.

9. 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 space • through • Interaction with the vessel

10. Outside VHF areas but still European waters All AIS vessels SATCOM VTM Sea Centre Littoral seas All AISvessels AIS Coastal Monitoring network Enforcement, All vessels MRCC RVTS Remedial measures All vessels Preventive HRV ETV MAS Rerouting Vessels Pollution Abatement Safe Havens Escort tug Lifeboats Dyn Mehra SSN Index server Heli’s Stop vsls

11. Vessel Traffic Management VTM at sea VTM in Inland Waters VTM in Ports CVTS Complete TI CRVTS PVTS Complete TI Coop & NonCoop System All VTS fuctions PRVTS Incompl TI Coop System Reduced VTS functions IVTS Complete TI Coop & NonCoop system All VTS functions IRVTS Incompl TI Coop System Reduced VTS functions Territ Sea High Seas Territ Sea High Seas

12. 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

13. 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?

14. 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

15. 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.

16. FSA to assess Oil abatement capabilities, and SAR resources

25. Thank you