Technical Session 2 – Risk, quality and environment Part 1

Technical Session 2 – Risk, quality and environment Part 1

Chair: Mr André Châteauvert (Canada)

Vice Chair Captain Duncan Glass (UK)

World-wide green and sustainable Aids to Navigation service, Mr Hendrik Eusterbarkey, German Federal Waterways and Shipping Administration

Presented by Mr Hendrik Eusterbarkey.

The main contribution of Aids to Navigation (AtoN) and Maritime Traffic Technology to the protection of the environment is by safeguarding safe and efficient vessel traffic and thus avoiding accidents and minimizing pollution. But the services are also contributing to sustainable development of worldwide navigation by saving energy and other resources.

The (AtoN) services worldwide have been improving the efficiency of their services in the last decades and will continue to do so. Some typical technical solutions for environmental optimization for visual AtoN are shown in this presentation. Further research and development will be necessary, but also a view back could be interesting in order to see what already has been achieved. The ecological footprint and the carbon footprint are criteria for sustainable performance.

It is proposed to establish an Environmental Management Framework for AtoN Services and Maritime Traffic Technology. The framework, its basic principles and its potential value is briefly described.

The key points of the presentation were:

1 Safeguarding safe and efficient vessel traffic is the major contribution of AtoN and Traffic Technology to the protection of the environment minimizing pollution.

21 However, also saving energy in operation and maintenance of AtoN and Traffic Technology services is a valid option to contribute to worldwide sustainability.

22 Life Cycle, the ecological footprint and the carbon footprint are relevant tools to judge the sustainability of services.

23 An Environmental Management Framework can be of big value and have significant benefits for AtoN and Traffic Technology providers.

Improvement of navigational routes in the South of Chile, Lt Cdr James Crawford, Armada de Chile

Presented by Lt Cdr James Crawford.

Before starting his formal presentation, Lt Cdr Crawford explained that the Chilean Navy, and in particular its aids to navigation services, was very involved in the aftermath of the tragic earthquakes and tsunamis that hit his country earlier this year to support the population in general. Many marine aids to navigation also suffered from the earthquake and tsunami and a considerable effort of reconstruction is now underway.

In Chile, in order to improve safety to navigation new routes, new aids and equipments for navigation with state-of-the-art technology are being implemented. These are replacing all lighting systems with conventional lanterns with LED technology with up to 9 NM range, changing current Racons to pressurised equipment and buoys with a metallic floating section to rotationally moulded polyethylene buoys. AIS equipments are being also tested for their future implementation in the country.

The area of Punta Arenas contains the highest quantity of installed aids to navigation and where there is a high navigational traffic in inner waters. With the aim of enhancing specific areas due to significant projects for the development of the country, two projects are presented, which were developed in recent years: Tortuoso Passage and Gray Channel.

The key points of the presentation were:

1 Significance of Magellan straight for Chilean maritime traffic.

24 Deployed electronic aids to navigation.

25 Installation of VTS.

26 Installation of buoys along the route.

Guideline for seismic-proof performance of Aid to Navigations and relative facilities, Cdr Takafumi Sato, AtoN Engineering Division, Maritime Traffic Department, Japan Coast Guard

Presented by Captain Takahashi Toshio (Japan Coast Guard).

Because Japan has suffered from many disasters due to earthquakes, safe and efficient marine transport is essential for prompt recovery from earthquake damage. Maintaining Aids to Navigation Service is, therefore, very important. In such a situation the Japan Coast Guard set a target of seismic-proof safety in 2008 and developed a guideline for seismic proof standard for Aids to Navigation facilities. This presentation provides the contents of the guideline and also introduces a seismic proof work of Bisan-seto VTS centre.

The key points of the presentation were:

1 Seismic-proof standard in Japan.

2 Seismic proof standard for Aids to Navigation developed by the JCG.

3 Improvement in seismic-proofing of Aids to Navigation facilities for.

Use of Web-Based Decision Support Technology for In-Transit Under Keel Clearance Management, Dr Terry O'Brien, OMC International

Presented by Dr Terry O'Brien.

Recent developments in navigation technology make possible the monitoring and control of the under keel clearance of large vessels by optimisation of vessel speed during transit along shallow waterways.

The integration of Dynamic Under Keel Clearance (DUKC®) technology onto laptops (or smaller devices) carried by pilots and into VTS Centres enables vessel speed and predicted under keel clearance ahead to be monitored onboard and ashore. These decision support tools also allow the effect of alternative speed/sailing options on under keel clearance to be quickly investigated by pilots and masters in situations where the passage does not proceed as planned. This could include situations such as vessel breakdown, vessel delayed leaving the berth, vessel loaded in excess of its planned passage draft, vessel not performing as expected or deterioration in the environmental conditions during transit.

The accuracy of the numerical ship motion models used in the DUKC® system have been comprehensively tested against full-scale measurements conducted on more than 250 vessels of varied types, transiting a wide variety of waterways under diverse environmental conditions.

Examples are presented from Australia and Europe which illustrate the integration of DUKC® into pilot laptop and VTS Centres for under keel clearance management in port channels, rivers and coastal waterways.

The key points of the presentation were:

1 Optimisation of vessel speed during transit.

27 Predicted under keel clearance ahead to be monitored onboard & ashore.

28 Effect of alternative speed/sailing options on under keel clearance.

29 DUKC® is increasingly being used as a risk mitigation tool for under keel clearance management.

30 DUKC® Series 5 is web-based.

A study on the VIMSAS v QMS of AtoN service, Mr Jiang Jianyu, China Maritime Safety Administration

Presented by Mrs Jiang Xuemei (China MSA).

The presentation focused on the analysis of the special features of Voluntary IMO Member State Audit Scheme(VIMSAS) which concerned AtoN, the main difficulties in the audit and the relationship between the QMS of AtoN and hydrographic service in China MSA and VIMSAS.

It was suggested that preparation can be made for VIMSAS by setting up a framework guided by IALA Guideline No. 1054 and with the QMS of AtoN and hydrographic service in China MSA as the basis. The presentation assimilated an answer to the first question “Advice on how the level of AtoN service is determined relative to the volume of traffic and degree of risk?” in Article 3 of Question VIII in the pre-audit questionnaire. The presentation also sought to find the relative answers of the pre-audit questionnaires from the QMS of AtoN and hydrographic service in China MSA

The key points of the presentation were:

1 It is difficult to define the audit details as the obligations listed in SOLAS Chapter V are not all covered by specific IMO standards.

31 Moreover, for AtoN service, the convention stipulates only the principles and requirements in the same way as other obligations of coastal states.

32 In order to improve service quality, and to fit with the users’ requirements more appropriately, China MSA put forward the plan to set up the AtoN Service QMS, which is referred to IALA guideline 1052 from 2005. Up till now, all the relevant document is finished and the system is well implemented. We get almost all the benefits we anticipated.

33 Follow the IALA Guideline No. 1054, we can prepare for the AtoN auditing basing on the QMS of AtoN service of China MSA, which can lead a smooth process of auditing.

Discussion – Technical Session 2 – Part 1 (papers 1 to 5)

With regard to the modelling of under keel clearance, Professor Knudt Benedict said that he would have been very pleased to explain to his students the detail of the process supporting the DUKC® system. He regretted that it is not in the public domain and, therefore, he cannot teach the students for the benefit of safety. He then questioned the presenter on the responsibility left to the master of a ship when using the information provided by the system.

Dr Terry O’Brien replied that the DUKC® system should be considered as an aid to navigation, The system provides information that the master has to integrate into the package of all the information at his disposal, before taking the final decision. Also, as for all technology, the user has to be trained to use it. He also added that his company is responsible for the results of the calculation provided but not for the environmental conditions in a port.

Answering another question, Dr. O’Brien explained that the ship, either through the local agent or directly, has to provide all her characteristics regarding not only her physical dimensions and loading conditions but also stability criteria, in particular the GM which is very influential for some types of ship, such as container ships when they are fully loaded.