Ocean voyage
Passage Planning in Ocean Waters
When planning ocean passages, the following should be consulted:
- Small scale ocean planning and routeing charts providing information on ocean currents, winds, ice limits etc.;
- Gnomonic projection ocean charts for plotting great circle routes, when appropriate;
- The load line zone chart to ensure that the Load Line (LL) Rules are complied with;
- Charts showing any relevant ships' routeing schemes.
Anticipated meteorological conditions may have an impact on the ocean route that is selected. For example:
- Favorable ocean currents may offer improved overall passage speeds offsetting any extra distance travelled;
- Ice or poor visibility may limit northerly or southerly advance in high latitudes;
- Requirements for ballast water exchange may cause the route selected to be amended in view of forecast or anticipated conditions;
- The presence of seasonal tropical storm activity may call for certain waters to be avoided and an allowance made for searoom.
Details
of weather routeing services for ships are contained in lists of radio
signals and in Volume D of the World Meteorological Organization (WMO)
Publication. Long-range weather warnings are broadcast on the SafetyNET
Service along with NAVAREA navigational warnings as part of the
World-Wide Navigational Warning Service (WWNWS).
Landfall
targets need to be considered and identified as to their likely radar
and visual ranges and, in respect of lights, their rising and dipping
ranges and the arcs/colors of sectored lights.
Navigation in ocean waters
- Is keeping a look-out being given due priority?
- Are NAVAREA, HYDROLANT and HYDROPAC navigational warning broadcasts and other long-range weather reports being monitored closely?
- Are changes in the local weather being monitored and is the barometer observed regularly?
- Is participation in area reporting systems (e.g. AMVER) recommended?
- Is the ship’s position being fixed at regular intervals?
- Are celestial navigational techniques being practiced?
- Are gyro/magnetic compass errors and radar performance being checked regularly?
- Have radar techniques been practiced (in clear visibility)?
- Have preparations been made for landfall?
- Have measures been taken to protect the environment from pollution by the ship and to comply with applicable solution regulations?
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Ocean Passages for the world
This book is useful for planning/arranging of ocean passages. This book contains the information and notes for the following:
- Winds
- Weather
- Climate
- Seasonal factors
- Currents
- Swell
- Ice hazards
Ocean
passage world also provides information about passage affecting
factors, directions for the routes and the factors that affect the
routes.
In general passages are based on ships of moderate drafts.
The two type of power driven vessels are:
- High powered vessels (more than 15 knots)
- Low powered vessels (Less than 15 knots)
Chapter 1:
This gives details about the arrangement and planning of routes. This chapter also contains the following:
- Coverage of pilot books
- Admiralty List of Lights and Fog Signals (ALLFS)
- Meteorological and oceanographically details
- Passage planning
Chapters 2-7:
These chapters explain the weather conditions and suggested passages for high powered vessels.
Chapters 8-10:
These chapters provide information of passages suggested for low powered vessels and damaged vessels.
Use
Navigating
officer/operator of the ship should refer to this book (guide) before
planning an ocean passage. The navigating officers should create a
passage plan for a journey much before, so that they can be familiar
with the general information of the book.
Updating
This
book is updated in section no: IV of the AWNM. The procedure to keep
the corrections record is same as that of pilot books. Supplements are provided, if necessary and important. If there is a need, new editions can be published.
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Sailing Directions
Admiralty Sailing Directions
What these are
Admiralty
Sailing Directions, also called “British Admiralty Pilot Books”
abbreviated to “Pilot Books,” are published by the United Kingdom
Hydrographic Office (UKHO).
In
2004, there were 72 volumes covering all navigable areas in the world.
The number increases as more and more areas are covered. Each volume
covers a different geographic area and is given a distinctive number and
name.
For example:
- No: 33 – Philippine Islands Pilot,
- No: 21 – Bay of Bengal Pilot.
Of what use Pilot Books are
Pilot
Books provide complete information on navigational hazards, buoyage
systems, pilotage, local regulations, general notes on countries, port
facilities, seasonal currents, ice and climatic conditions.
Before
planning a passage, and also while on passage, you have to consult
Pilot Books, other navigational publications, and navigational charts of
the areas concerned.
How Pilot Books are kept up to date
Weekly
editions of Admiralty Notices to Mariners (abbreviated to AWNM)
explained later, gives corrections, if any, of immediate importance for
each volume in Section IV.
The
Admiralty recommends that you cut out the correction from the AWNM and
paste it in the relevant page of the Pilot Book. It is then called a
paste up. The reference number of the notice should be entered near the
paste up. The pasting is usually done such that it does NOT obscure the
original words of the book. One end of paste up is stuck on the margin
of the page so that it is like a flap (see accompanying diagram). The
superseded lines of the original text are scored out in pencil and the
reference number of the correction stated next to it.
Some
mariners prefer to make pencil marks on the affected parts of the pilot
book and then file the corrections in a separate file.
Minor
corrections can be written in by hand but notation of the AWNM number
must be entered in the margin alongside. You have to maintain a record
(as shown in the accompanying diagram), of each correction made, on the
inside cover of the Pilot Book for verification by various authorities.
When
a large number of corrections are necessary, the Admiralty publishes
supplements which are small booklets. Each supplement cancels the
previous one. For example, when supplement no: 2 is received, supplement
no: 1 is to be discarded after writing “Obsolete” on its cover.
|
NP 44 RECORD
OF AMENDMENTS The table below is to record Section IV Notices to Mariners amendments
affecting this volume. Sub-paragraph numbers in the margin of the body of the book are to
assist the user when making amendments to this volume Weekly Notices to Mariners (Section IV)
|
New editions are published when necessary and intimation is given through the AWNM.
Use of the Pilot Books
Pilot books provide detailed information on the following:
- Navigational hazards
- Approach hazards
- Buoyage systems
- Pilotage
- Local regulations
- Common notes on countries
- Port facilities
- Seasonal currents
- Ice and weather conditions
It is necessary to notice the information in pilot books before planning a passage and while on passage. We can also refer to other navigational publications and navigational charts.
Essential
for use in passage planning for ocean voyages, Routeing Charts include
routes and distances between major ports, ocean currents, ice limits,
load lines and wind roses. They also contain expected meteorological and
oceanographic conditions for each month of the year.
Following
pre-determined routes was a practice as early as 1898 when shipping
companies started operating passenger ships across the North Atlantic.
The SOLAS convention later on made provisions for such routeing
practice.
Passage
planning is necessary to support the bridge team and ensure that the
ship can be navigated safely between ports from berth-to-berth through
risk assessment of hazards and waypoint selection. The passage plan
should cover ocean, coastal and pilotage waters.
Ship
reporting has been introduced by a number of coastal states so that
they can keep track, via radio, radar or transponder, of ships passing
through their coastal waters. Ship reporting systems are therefore used
to gather or exchange information about ships, such as their position,
course, speed
and cargo. In addition to monitoring passing traffic, the
information may be used for purposes of search and rescue and prevention
of marine pollution.
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Ship Reporting Systems
The
Ship Reporting System contributes to the safety of those vessels
participating as well as those not participating. It gives an overview
of the maritime traffic in a given sea area. This information makes the
following possible with ease:
- Make available information on navigational hazards
- Better assistance in terms of medical advice
- Directing the closest vessel to a scene of distress
- Defining an area of search in SAR operations.
The
participation by the ships can be either voluntary or obligatory
depending on the requirements of the state. The reports are made in
prescribed format at regular intervals as agreed.
The
means of communication available as part of GMDSS is used to transmit
and receive such messages. The reports are normally sent to coast radio
stations and then they are forwarded to the concerned head office.
The
reports received by the head office are compiled and the movement of
ship is followed. The time interval between subsequent reports is
monitored and if a report is not received as expected, a procedure to
trace the vessel and begin search is initiated even if a distress alert
was not received.
The
search area will be very large if the interval between reports is long.
Therefore it is justified to reduce the time interval between two
reports and to make the system more efficient.
The
International Convention on Safety of Life At Sea (SOLAS) stipulates
the provisions regarding obligatory reporting systems. The International
Maritime Organisation (IMO) holds the authority to issue instructions
and define conditions and rules for regulating the Ship Reporting
System.
The
obligatory Ship Reporting System in compliance with the provisions of
SOLAS may refer to all or some types of ships not including military,
subsidiary merchant vessels or non-commercial vessels commissioned by
governments.
The Master of a ship is obligated to send reports as follows:
- Sailing Plan
- Position Report
- Deviation Report
- Final Report
In
addition to the above, the Master of a ship is expected to send the
following reports if he becomes aware of pollution or possible
contamination of the sea:
- Dangerous goods
- Harmful substances
- Marine pollutant
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SOLAS Regulation on Ship Reporting Systems
SOLAS Ch V Regulation 11 – Ship Reporting Systems
- Ship reporting systems contribute to safety of life at sea, safety and efficiency of navigation and/or protection of the marine environment. A ship reporting system, when adopted and implemented in accordance with the guidelines and criteria developed by the Organization pursuant to this regulation, shall be used by all ships, or certain categories of ships or ships carrying certain cargoes in accordance with the provisions of each system so adopted.
- The Organization is recognized as the only international body for developing guidelines, criteria and regulations on an international level for ship reporting systems. Contracting Government shall refer proposals for the adoption of ship reporting systems to the Organization. The Organization will collate and disseminate to Contracting Governments all relevant information with regard to any adopted ship reporting system.
- The initiation of action for establishing a ship reporting system is the responsibility of the Government or Governments concerned. In developing such systems provision of the guidelines and criteria developed by the Organization shall be taken into account.
- Ship reporting systems not submitted to the Organization for adoption do not necessarily need to comply with this regulation. However, Governments implementing such systems are encouraged to follow, wherever possible, the guidelines and criteria developed by the Organization. Contracting Governments may submit such systems to the Organization for recognition.
- Where two or more Governments have a common interest in a particular area, they should formulate proposals for a co-ordinated ship reporting system on the basis of agreement between them. Before proceeding with a proposal for adoption of a ship reporting system, the Organization shall disseminate details of the proposal to those Governments which have a common interest in the area covered by the proposed system. Where a co-ordinated ship reporting system is adopted and established, it shall have uniform procedures and operations.
- After adoption of a ship reporting system in accordance with this regulation, the Government or Governments concerned shall take all measures necessary for the promulgation of any information needed for the efficient and effective use of the system. Any adopted ship reporting system shall have the capability of interaction and the ability to assist ships with information when necessary. Such systems shall be operated in accordance with the guidelines and criteria developed by the Organization pursuant to this regulation.
- The Master of a ship shall comply with the requirements of adopted ship reporting systems and report to the appropriate authority all information required in accordance with the provisions of each such system.
- All adopted ship reporting systems and actions taken to enforce compliance with those systems shall be consistent with international law, including the relevant provisions of the United Nations Convention on the Law of the Sea.
- Nothing in this regulation or its associated guidelines and criteria shall prejudice the rights and duties of Governments under international law or the legal regimes of straits used for international navigation and archipelagic sea lanes.
- The participation of ships in accordance with the provisions of adopted ship reporting systems shall be free of charge to the ships concerned.
- The Organization shall ensure that adopted ship reporting systems are reviewed under the guidelines and criteria developed by the Organization.
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Ship reporting procedures
At
certain locations specified by coastal states, ships have to report
their identities and other particulars by radio. The VHF channel/Radio
frequency to be used is specified and other particulars may include:
Name, port of registry, call sign, UN number, MMSI number, type of ship,
nature and quantity of cargo carried, previous port of call,
destination, etc. It may be argued that AIS (Automatic Identification
System) may suffice but - all vessels need not have AIS; it may be
switched off; data in it may not have been updated, full details are not
available, etc!!!
The
initial reason for reporting was SAFETY. In case any vessel is in
distress, the local Search and Rescue Coordinating Centre would have a
SURPIC (Surface Picture) of all vessels in the vicinity and their rescue
capability. It is also useful for weather forecasting, prevention of
pollution of the marine environment, etc.
Subsequently,
the ship reporting system became very useful for SECURITY - against
illegal activities such as Human trafficking, Drug trafficking, Gun
running, Smuggling, Terrorist activities, etc.
Ship Reporting System is covered by Chapter V of SOLAS (74) as amended from time to time.
A
ship reporting system proposed by a coastal state, adopted and
implemented in accordance with IMO guideline and criteria, is mandatory.
There are over 23 such locations around the world, details of which are
given in ALRS 6.
It
is hoped that, in due course, the messages worldwide would be
standardized The messages are to be in specific format so that they get
entered in the computer directly without human intervention – reduction
of load on the staff ashore. The burden on ship’s staff also would be
reduced when they have to make very minor changes in successive
reports.
So
far we have discussed only single position reports. However, area
-specific reports also exist. These messages are transmitted by radio
telex. Some such areas are:
- AMVER (Automated Mutual-Assistance Vessel Rescue System) worldwide, operated by the US Coast Guard.
- JASREP (Japanese Ship Reporting System)
- AUSREP (Australian Ship Reporting System)
A
ship entering an area-specific reporting area, or leaving a port within
such an area, transmits an initial report. If it deviates from the
track stated earlier, a deviation report is to be transmitted. On
arrival port, an arrival report is to be transmitted.
Amver Reports
The
basic format for Amver reports follows the International Maritime
Organization (IMO) standard. The first line in every report begins with
Amver followed by a slash (/), the report type (SP, PR, DR, FR), and
ends with a double slash (//). Each remaining line begins with a
specific letter followed by a slash (/) to identify the line type. The
remainder of each line contains one or more data fields separated by
single slashes (/). Each line ends with a double slash (//). All reports
should end with a "Z" end-of-report line.
Sailing Plan (SP)
This
report contains the complete routing information and should be sent
within a few hours before departure, upon departure, or within a few
hours after departure. It must contain enough information to predict the
vessel's actual position within 25 nautical miles at any time during
the voyage, assuming the Sailing Plan is followed exactly. Sailing Plans
require A, B, E, F, G, I, L, and Z lines. The M, V, X, and Y lines are
optional. (The Y line is required for U.S. vessels.)
Position Report (PR)
This
report should be sent within 24 hours of departing port and at least
once every 48 hours thereafter. The destination be included (at least in
the first few reports) in case Amver has not received the Sailing Plan
information. Position Reports require A, B, C, E, F, and Z lines. The I
line is strongly recommended. The M, X, and Y lines are optional. (The Y
line is required for U.S. vessels.)
Deviation Report (DR)
This
report should be sent as soon as any voyage information changes which
could affect Amver's ability to accurately predict the vessel's
position. Changes in course or speed due to weather, ice, change in
destination, diverting to evacuate a sick or injured crewmember,
diverting to assist another vessel, or any other deviation from the
original Sailing Plan should be reported as soon as possible. Deviation
Reports require the A, B, C, E, F, and Z lines. The I and L lines are
required if destination or route changes. The I line is always strongly
recommended, even when not required. The M, X, and Y lines are optional.
(The Y line is required for U.S. vessels.)
Final Arrival Report (FR)
This
report should be sent upon arrival at the port of destination. This
report properly terminates the voyage in Amver's computer, ensures the
vessel will not appear on an Amver SURPIC until its next voyage, and
allows the number of days on plot to be correctly updated. Final Arrival
Reports require the A, K, and Z lines. The X and Y lines are optional.
(The Y line is required for U.S. vessels
Imo standard for Amver reports
AMVER/DR//
A/Vessel Name/International Radio Call Sign//
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VTS
VTS(Vessel Traffic Service)
A
VTS is a marine traffic monitoring system established by harbour or
port authorities, similar to air traffic control for aircraft. Typical
VTS systems use radar, closedcircuit television (CCTV), VHF,
Radiotelephone and AIS (automatic identification system) to keep track
of vessel movements and provide navigational safety in a limited
geographical area.
VTS is also referred to as VTMS (Vessel Traffic Management Service).
Its equipment includes:
- Radars and ARPA
- Display software
- Automatic Identification System (AIS)
- Weather Station
- CCTV surveillance camera
- VHF communication system
- VTMS simulator software
- Display system
- RF communications
Its display features include:
- Daylight viewing of raw radar in colour
- Adjustable afterglow showing vessel movements
- Automatic detection and tracking of all Radar targets.
- Identity tagging/Vessel name
- Speed/course vectors
- Up dated and accurate chart overlays
- Offcentring and zoom functions
- Data from several radars on one display.
Objectives of VTS
The
purpose of vessel traffic services is to improve the safety and
efficiency of navigation, safety of life at sea and the protection of
the marine environment and/or the adjacent shore area, worksites and
offshore installations from possible adverse effects of maritime
traffic.
A
clear distinction may need to be made between a Port or Harbour VTS and
a Coastal VTS. A Port VTS is mainly concerned with vessel traffic to
and from a port or harbour or harbours, while a Coastal VTS is mainly
concerned with vessel traffic passing through the area. A VTS could also
be a combination of both types. The type and level of service or
services rendered could differ between both types 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.
The
benefits of implementing a VTS are that it allows identification and
monitoring of vessels, strategic planning of vessel movements and
provision of navigational information and assistance. It can also assist
in prevention of pollution and co-ordination of pollution response.
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
accident prevention 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.
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.
Responsibilities and Liability
Where
two or more Governments have a common interest in establishing a VTS in
a particular area, they should develop a co-ordinated vessel traffic
service on the basis of an agreement between them. Where a co-ordinated
vessel traffic service is established, it should have uniform procedures
and operations.
In planning and establishing a VTS, the Contracting Government or Governments or the competent authority should:
- Ensure that a legal basis for the operation of a VTS is provided for and that the VTS is operated in accordance with national and international law;
- Ensure that objectives for the VTS are set;
- Ensure that a VTS authority is appointed and legally empowered;
- Ensure that the service area is delineated and declared a VTS area; where appropriate, this area may be subdivided in sub-areas or sectors;
- Determine the type and level of services to be provided, having regard to the objectives of the VTS;
- Establish appropriate standards for shore- and offshore-based equipment;
- Ensure that the VTS authority is provided with the equipment and facilities necessary to effectively accomplish the objectives of the VTS;
- Ensure that the VTS authority is provided with sufficient staff, appropriately qualified, suitably trained and capable of performing the tasks required, taking into consideration, the type and level of services to be provided and the current IMO Guidelines on the recruitment, qualifications and training of VTS operators;
- Establish appropriate qualifications and training requirements for VTS operators, taking into consideration the type and level of services to be provided;
- Ensure that provisions for the training of VTS operators are available;
- Instruct the VTS authority to operate the VTS in accordance with relevant IMO resolutions;
- Establish a policy with respect to violations of VTS regulatory requirements, and ensure that this policy is consistent with national law. This policy should consider the consequences of technical failures, and due consideration should be given to extraordinary circumstances that result.
In operating a VTS the VTS authority should:
- Ensure that the objectives of the VTS are met;
- Ensure that the standards set by the competent authority for levels of services and operators qualifications and equipment are met;
- Ensure that the VTS is operated in conformity with relevant IMO resolutions;
- Ensure that the VTS operations are harmonized with, where appropriate, ship reporting and routeing measures, aids to navigation, pilotage and port operations;
- Consider, where appropriate, the participation of the pilot both as a user and provider of information;
- Ensure that a continuous listening watch on the designated radio frequencies is kept and that all published services are available during the operational hours of the VTS;
- Ensure that operating procedures for routine and emergency situations are established;
- 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; the times and geographical positions for submitting reports; the format and content of the required reports; the VTS authority responsible for the operation of the service; any information, advice or instructions to be provided to participating ships; and the types and level of services available.
The
liability element of an accident following compliance with VTS guidance
is an important consideration which can only be decided on a
case-by-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.
Contracting
Governments should ensure that ships flying their flag comply with the
requirements of vessel traffic services. Those Contracting Governments
which have received information of an alleged violation of a VTS by a
ship flying their flag should provide the Government which has reported
the offence with details of any appropriate action taken.
VTS Services
VTS
should comprise at least an information service and may also include
others, such as a navigational assistance service or a traffic
organization service, or both, defined as follows:
Information Service
An
information service is a service to ensure that essential information
becomes available in time for on-board navigational decision making.
This information service is provided by broadcasting information at
fixed times and intervals or when deemed necessary but VTS or at the
request of the vessel. For example, reports on the position, identity
and intentions of traffic; waterway conditions; weather; hazards; or any
other factor that may influence vessel’s transit.
Traffic Organisation Service
A
Traffic Organisation service is a service to prevent the development of
dangerous maritime traffic situations and to provide for the safe and
efficient movement of vessel traffic within the VTS area. The traffic
Organisation service concerns the operational management of traffic and
the forward planning of vessel movements to prevent congestion and
dangerous situations and is particularly relevant in times of high
traffic density or when the movement of special transports may affect
the flow of the traffic.
Navigational Assistance Service
A
navigational assistance service is a service to assist on-board
navigational decision making and to monitor its effects. The
navigational assistance service is essentially important in difficult
navigational or meteorological circumstances or in case of defects or
deficiencies. This service is normally rendered at the request of a
vessel or by the VTS when deemed necessary.
When
the VTS is authorized to issue instructions to vessels, these
instructions 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 encroach upon the Master’s
responsibility for safe navigation, or disturb the traditional
relationship between Master and pilot.
A
VTS area can be divided into sectors, but these should be as few as
possible. Area and sector boundaries should not be located where vessels
normally alter course or man oeuvre or where they are approaching areas
of convergence, route junctions or where there is crossing traffic. VTS
centers in an area or sector should use a name identifier. The
boundaries should be indicated in the appropriate nautical
publications.
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SOLAS Regulation on VTS
SOLAS Ch V Regulation 12 – Vessel Traffic Services
- Vessel traffic services (VTS) contribute to safety of life at sea, safety and efficiency of navigation and protection of the marine environment, adjacent shore areas, work sites and offshore installations from possible adverse effects of maritime traffic.
- Contracting Governments undertake to arrange for the establishment of VTS where, in their opinion, the volume of traffic or the degree of risk justifies such services.
- Contracting Governments planning and implementing VTS shall, wherever possible, follow the guidelines developed by the Organization. The use of VTS may only be made mandatory in sea areas within the territorial seas of a coastal State.
- Contracting Governments shall endeavor to secure the participation in, and compliance with, the provisions of vessel traffic services by ships entitled to fly their flag.
- Nothing in this regulation or the guidelines adopted by the Organization shall prejudice the rights and duties of Governments under international law or the legal regimes of straits used for international navigation and archipelagic sea lanes.
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VTS procedures
Communication and Reporting
VTS Reporting Procedures
Vessel
Traffic System (VTS) is a system operating from the shore side that can
range from simple collection of information messages from ships and
providing information on traffic, weather warnings to extensive traffic
management within a sea area or a port or a waterway.
A
ship when entering into an area governed by a VTS is obligated to
report to the concerned authority usually by VHF radio. The VTS then may
track the vessel’s position on their radar ashore.
The
VTS will have a working frequency on the radio and the ship’s officer
must keep a watch on this frequency as long as navigating within the
area covered by the VTS or until the VTS operator advises otherwise.
Important
navigational information or other warnings may be communicated to the
ship via this frequency. The VTS operator will directly contact the ship
if a traffic situation is developing or if a vessel is running towards
danger.
The
SOLAS convention makes way for the governments to establish and operate
VTS if it is felt necessary considering the density of traffic and
degree of risk.
The
navigator must be aware of such VTS along the passage. It should be
pre-planned and implemented in the passage plan. The Admiralty List of
Radio Signals (ALRS) provides information on VTS which should be
consulted when preparing passage plan.
The
reporting points are marked on the chart before transiting the area.
All information that needs to be communicated during the reporting are
compiled and kept ready. The working frequency of the VTS is tuned on
the radio and the station is called.
It is important to keep a record of the reporting including the time of report and the information exchanged in the log book.
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 achieving 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.
Participating Vessels
Vessels
navigating in an area where vessel traffic services are provided should
make use of these services. Depending upon governing rules and
regulations, participation in a VTS may be either voluntary mandatory.
Vessels should be allowed to use a VTS where mandatory participation is
not required.
Decisions concerning the actual navigation and the manoeuvring of the vessel remain with the Master.
Neither
a VTS sailing plan nor requested or agreed on changes to the sailing
plan can supersede the decisions of the Master concerning the actual
navigation and manoeuvring of the vessel.
- Communication with the VTS and other vessels should be conducted on the assigned frequencies in accordance with established ITU and SOLAS chapter IV procedures, in particular where a communication concerns intended manoeuvres.
- VTS procedures should stipulate what communications are required and which frequencies should be monitored. Prior to entering the VTS area, vessels should make all required reports, including reporting of deficiencies. During their passage through the VTS area, vessels should adhere to governing rules and regulations, maintain a continuous listening watch on the assigned frequency and report deviations from the agreed sailing plan, if such a plan has been established in co-operation with the VTS authority.
- Masters of vessels should report any observed dangers to navigation or pollution to the VTS centre.
- In case of a complete failure of the vessel’s appropriate communication equipment the Master shall endeavor to inform the VTS centre and other vessels in the vicinity by any other available means of communication of the vessel’s inability to communicate on the assigned frequency. If the technical failure prevents the vessel from participation or continuing its participation in a VTS, the Master should enter in the vessel’s log the fact and reasons for not or further participating.
- Vessels should carry publications giving full particulars on governing rules and regulations regarding identification, reporting and/or conduct in the VTS area to be entered.
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