Technical Session 4 – From VTS to VTM Part 2

Technical Session 4 – From VTS to VTM Part 2

Chair: Mr Mike Sollosi (USA)

Vice Chair Mr Neil Trainor (Australia)

Regional co-operation and VTS to VTM in international waters - An e-Navigation Perspective, Mr John Erik Hagen, Norwegian Coastal Administration

Presented by Mr John Erik Hagen

The increasingly interconnected global economy, the increasing volume of vessel traffic, a series of accidents and the threat from illegal activities followed by pressures from the public and the media to avert the negative impact of these is creating a need to cooperate to find common solutions to common problems. As VTS is one of the main players in the interaction between ships and shore it could also become an important part of the solutions. Traditional traffic management instruments; however, cannot alone meet the demands of various stakeholders. VTS should therefore be incorporated into a new wider concept, Vessel Traffic Management (VTM), which in order to be fully realized requires that integrated processes, instruments, procedures and systems are put in place. These items can be linked to e-Navigation, a new concept which is now being developed to ensure a holistic approach to a wide range of services. The e-Navigation concept aims to ensure a more efficient and effective data exchange between maritime stakeholders, and by doing so, it will assist in bringing the VTM concept from paper into practice. Important key words in this respect are user needs and interoperability. A structured harmonized approach to develop further e-Navigation and VTM is required and should result in globally agreed standards, where e-Navigation and VTM solutions should comply. On the path towards a new paradigm in the international field of maritime services many interesting questions and challenges will arise along the way, some of which will be discussed in the presentation.

The major challenge for shipping is to manage the human element. Developments in communications technology will raise ship monitoring capabilities to new levels. Therefore, there is a need to create more ‘value added’ networks linking ship and shore.

IALA is attempting to define the scope of the VTM concept, is an important contributor to the Maritime Domain Awareness effort and has made a significant contribution to the shore aspects of e-Navigation.

IMO NAV 54 and 55 confirmed the strong links between VTM and e-NAV. The concept of VTM is about generic activities of various stakeholders to manage and reduce risk. In time, VTM will be a global concept, like e-Navigation. Therefore harmonisation, interoperability and scalability are absolutely essential.

There are some examples of regional cooperation that Norway is involved in. They are:

• EMSA North Atlantic monitoring area;

• Regional maritime traffic monitoring in the North Sea;

• Norway and the Russian Federation establishing the exchange of VTS information in the Barents Sea.

Off the coast of Norway, several routing measures exist. VTS here interacts with ships in international waters. Norway has 5 VTS in the southern portion of the country and one in the north, which monitors traffic in the Traffic Separation Scheme.

The responsibilities of Vardo VTS, in northern Norway, which carries out a monitoring role for all of Norway were outlined. Accidents and illegal activities call for monitoring outside territorial waters and LRIT will assist with this.

COMSAR 14 agreed that AIS via satellite could be a part of e-Navigation. However, there are numerous issues to be studied and discussed.

The global economy is interconnected. Shipping volumes have grown and ships are bigger. Therefore, the risk of pollution is higher.

The concepts of VTM and e-Navigation are complementary and therefore they must be developed in harmony. However the human element must be placed in the centre, so as to improve the safety of navigation and protection of the marine environment.

Following the work programme agreed by IMO MSC 86, user needs have been identified and prioritised. At COMSAR 14, it was agreed that GMDSS could be a part of e-Navigation. By NAV 56 (July 2010), the initial system architecture and gap analysis should be completed.

VTM and e-Navigation can only be achieved if there is the will and cooperation at the highest levels of national maritime administrations. This can be problematic as often, the responsibilities for different functions lie with different national departments. Norway has started a process to examine the national implication of implementing e-Navigation.

The key points of the presentation were:

1 The global economy

89 VTS in a wider context

90 VTM and e-Navigation

91 User needs

92 Interoperability

Research on applying AIS information in Qiongzhou Strait VTS, Mr Qiu Zhixiong, Mr Zhang Yaowei, Mr Wang Pingzhuang & Mr Liangyu Lin, China Maritime Safety Administration

Presented by Mr Shianshe Ma (China MSA).

In order to bring AIS information into full play, enhance the function of VTS and improve the efficiency of VTS, this paper describes the current situation of Vessel Traffic and VTS in Qiongzhou Strait, analyzes the problem of Qiongzhou Strait vessel traffic services and supervision, and provides an idea of applying AIS information to realize the intelligent management of VTS, which is also applied to the upgrading of Qiongzhou Strait VTS. Application of AIS information would effectively solve problems existing in Qiongzhou Strait VTS at present and improve the quality and the efficiency of traffic service.

The key points of the presentation were:

1 VTS.

93 AIS.

94 Vessel traffic.

95 Qiongzhou Strait.

Lessons learned on VTM concept, Mr Francesco Frau, SELEX Sistemi Integrati -Italy

Presented by Mr Francesco Frau.

A number of nation-wide integrated maritime surveillance and managing systems are now in advanced phase of deployment by SELEX Sistemi Integrati. The ‘Lesson learned’ during the first period of operation, on true traffic management requirements and standardisation were presented and discussed, from the manufacturer’s point of view.

Satellites are the new tool for maritime surveillance. If set-up correctly, VTM can influence shipboard decision-making. Satellite technology and sensor correlation can be used to detect anomalous behaviour. The last satellite of the Cosmo Sky-med constellation is expected to be launched in the period of the Conference; the expectation on satellite imagery support to VTM was discussed as a conclusion.

The key points of the presentation were:

1 Presentation needs for effective Traffic Picture display have to be able to support Traffic Management.

96 Use of existing technologies for system architecture on such a wide scale and global capability of data exchange and interoperability.

97 Technical support to normative standardisation and the applicability of ‘ad hoc’ technical solutions that may induce ‘for convenience’ a desired behaviour, on statistical basis, that cannot otherwise be imposed.

98 The ‘on board’ component of the communication chain.

99 Anomalous detection at sea, using satellite detection and to assist authorities.

100 Information distribution is not a technical problem, but an issue of the requirements of authorities. Technology can deliver whatever an authority wants.

How to react to VTM requirements by electronic means? Mr Dirk Eckhoff, German Federal Waterways and Shipping Administration

Presented by Mr Dirk Eckhoff.

In the past different applications today summarized under VTM have been integrated step by step into various AtoN or VTS systems. These applications are in use by VTS operators today.

To avoid putting more workload on the operators by new VTM functions, additional automatic functions or software tools were installed. In addition an upgrade of an operator’s human machine interfaces became necessary.

For the implementation of the new applications engineers extended the systems, embedded components, installed new stand-alone equipment or connected systems to remote information sources. Each time the interface between the existing systems and the new applications had to be specified and implemented once again.

Most of new installations are now overlapping with the old systems in that they are accessing the same data but not using the same system hardware.

Not to end up in a heterogeneous cloud of systems the German Waterways and Shipping Administration decided about 10 years ago to develop a system structure which can be extended and upgraded in a more economical, time and resources saving manner.

The presentation presented a system structure which is open for future extensions of VTM applications. More system features and the future challenges of its implementation and management were described.

The key points of the presentation were:

1 VTM interconnects the processes of various stakeholders in the maritime domain.

101 More electronic support is required to acquire, process, distribute and present the data needed for the VTM processes.

102 The German Administration developed a system structure which is open for future extensions of VTM applications.

Emergency situation management in the Turkish Straits, Mr Tayfun Yalcin, Directorate General of Coastal Safety - Turkey

Presented by Mr Tayfun Yalcin

Risk management is a continuous and developing process which runs throughout the strategy and involves three phases: “risk mitigation”, “action plans for emergency situations” and its “implementations”. The last two phases are the subject of emergency situation management.

Emergency situation management is a discipline that involves preparing for an emergency situation before it occurs as a part of risk management.

The presentation identified the experience of The Turkish Straits VTS in emergency situation management with concrete examples, as well as providing an introduction of The Turkish Straits and its VTS.

The key points of the presentation were:

1 Risk mitigation.

103 Action plans for emergency situations and their implementation.

104 Emergency situation management.

VTS to VTM – Is there a need for further training?, Captain Terry Hughes, Trinity House

Presented by Captain Terry Hughes.

The roles of the ship master, pilot and VTS Operator were outlined. He then provided an overview of the international regulatory framework in relation to VTS, with the remark this was all too confusing to a ship’s officer.

It was clearly stated that the definition of VTM did not mean more vessel control. VTS would remain a core element of VTM but noting that clarity was required about the concept of VTM. However, for the moment not any changes to the current VTS model courses are expected.

It was asserted that for VTS to be successful in VTM, all personnel must be trained to the IALA model courses and additionally, the training organisation must be accredited; this with the caution that this did not mean manufacturer training.

Currently there is no requirement for a change in the provision of VTS primary services and therefore no knock-on effect on the training of personnel. However, schools of thought predict the possibility that, during the development process of the VTM concept, the delivery of the primary services of VTS (INS, TOS, NAS) may change as a result of the enhanced information position of the VTS.

A number of developments that have taken place during the last decade may have consequences for VTS personnel due to a foreseen shift in operational tasks to be executed. These developments include:

• increasing ship traffic, larger ships, an increased of diversity of shipping and an increasing pressure on the availability of clear water ship domains due to, inter alia, the establishment of offshore renewable energy installations utilisation for other purposes (e.g. wind farms);

• rapid development and availability of modern and more efficient technologies for navigation, communication and information exchange. As a consequence, of an increasing availability of valid information and the increasing reliability of technical equipment on board for decision‐ making, it is expected that the vessels will become more self‐sufficient.

• an increasing public demand for an improved monitoring and surveillance of traffic in sensitive areas.

• anticipated monitoring of the overall traffic image on a tactical level. This may require additional competences from VTSOs, such as assessing vessel traffic dynamics, supervisory control, allocation of space etc.

At present some of these trends are already recognisable in VTS operations in many traffic areas. However, it should be noted that no specific attention has yet been given to the identification of such a set of appropriate competencies.

The key points of the presentation were:

1 VTS.

105 VTM.

106 Operations.

107 Training.

Discussion – Technical Session 4 – Part 2 (papers 6 - 11)

In response to a question from the floor, Terry Hughes stated that VTM is not about control but that VTM would lead to more control of vessels is a common misunderstanding. The Chairman, M Sollosi and P Paap agreed with this reply.

Tuncay Cehrehli added that the confusion was due the letter ‘M’, which stands for management. It meant the management of stakeholder activities; VTM was not a body, but a concept. He did not foresee ‘VTM Operators’.

Pieter Paap commented that VTM and e-Navigation are complementary concepts.