Final

D-WATCH 322 Capt. W eek 1

Deck Watch keeping w/ Bridge Ronel
io I. T
Resource Management isoy
• MODULE 2: Perform assigned watchkeeping duties
as part of the bridge team, in different weather, sea
and traffic conditions, utilizing all bridge equipment
in ensuring the safety of navigation
Topic:
• Use of reporting in accordance with the General
Principles for Ship Reporting Systems and with VTS
procedures
Learning Outcome ( LO ):
After completing this course, the cadet will be able to:
• Determine the importance of reporting to the VTS in the safety
of navigation and the proper procedures in ship reporting
system and VTS procedure
• Vessel traffic services (VTS)
are shore-side systems which range from the
provision of simple information messages to ships,
such as position of other traffic or meteorological
hazard warnings, to extensive management of
traffic within a port or waterway.
Objectives of VTS:
1. 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.
2. 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.
3. 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. 
4. The precise objective of any vessel traffic service will
depend upon the particular circumstances in the VTS
area and the volume and character of maritime traffic
The benefits of implementing a VTS:-
• It allows identification and monitoring of
vessels, strategic planning of vessel
movements and provision of navigational
information and navigational assistance.
• It can assist in reducing the risk of pollution and, should it
occur, coordinating the pollution response. Many
authorities express difficulty in establishing justifiable
criteria for identifying whether VTS is the most appropriate
tool to improve the safety and efficiency of navigation,
safety of life and the protection of the environment.
• A VTS is generally appropriate in areas that may
include any, or a combination, of the following:
a. high traffic density;
b. traffic carrying hazardous cargoes;
c. conflicting and complex navigation patterns;
d. difficult hydrographical, hydrological and
meteorological elements;
e. shifting shoals and other local hazards and
environmental considerations;
f. interference by vessel traffic with other waterborne
activities;
g. number of casualties in an area during a specified period;
h. existing or planned vessel traffic services on adjacent
waterways and the need for cooperation between
neighbouring states, if appropriate;
i. narrow channels, port configuration, bridges,
locks, bends and similar areas where the progress
of vessels may be restricted; and
j. existing or foreseeable changes in the traffic
pattern in the area.
VTS is governed by SOLAS Chapter V Regulation
12 together with the guidelines for Vessel
Traffic Services [ IMO Resolution A.857(20) ]
adopted on 27 November 1997.
A Vessel traffic image is compiled and collected
by means of advanced sensors such as radar,
AIS, direction finding, CCTV and VHF or
other cooperative system services.
A modern VTS integrates all information into a
single operator screen i.e his working
environment for ease of use and in order to
allow for effective traffic organisation and
communication.
In areas that are covered with VTS, there are
certain procedures for vessels to follow such as
Area Procedures, Sector Areas, Arrival and
Departure Reports, Approach Procedures,
Pilotage Procedures and many more.
A VTS should always have a comprehensive
traffic image, which means that all factors
influencing the traffic as well as information
about all participating vessels and their
intentions should be readily available.
By means of these images, the situations that
are developing can be evaluated and
responded upon. 
The Data evaluation depends to a great extent
on the quality of the data that is collected
and the ability of the operator to combine
this with an actual or developing situation.
The data dissemination process exists of
conveying the conclusions of the operator.
• Use of VTS in navigation:
• Automatic Identification System (AIS) is a
system that makes it possible to monitor and
track ships from suitably equipped ships, and
shore stations.
• AIS makes navigation safer by enhancing
situational awareness and increases the
possibility of detecting other ships, even if
they are behind a bend in a channel or river or
behind an island in an archipelago.
• AIS can also solve the problem inherent with
radars, by detecting smaller craft, fitted with
AIS, in sea and rain clutter.
• When approaching or in a VTS Area:
Generally, ships entering a VTS area report to
the authorities, usually by radio, and may be
tracked by the VTS control centre.
Ships must keep watch on a specific frequency for
navigational or other warnings, while they may be
contacted directly by the VTS operator if there is a
risk of an incident or, in areas where traffic flow is
regulated, to be given advice on when to proceed.
Definitions
• Competent authority – the authority made
responsible, in whole or in part, by the Government
for safety, including environmental safety, and
efficiency of vessel traffic and the protection of the
environment.
• VTS authority – the authority with
responsibility for the management, operation
and coordination of the VTS, interaction with
participating vessels and the safe and effective
provision of the service.
• VTS area – the delineated, formally declared service
area of the VTS. A VTS area may be subdivided into
sub-areas or sectors.
• VTS centre – the centre from which the VTS is
operated. Each sub-area of the VTS may have its own
sub-centre.
• VTS operator – an appropriately qualified person performing
one or more tasks contributing to the services of the VTS.
• VTS sailing plan – a plan which is mutually agreed between a
VTS Authority and the master of a vessel concerning the
movement of the vessel in a VTS area.
• VTS traffic image – the surface picture of vessels and their
movements in a VTS area.
• 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:
1. 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 bt 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.
2. 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.
3. 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 manoeuvre or
where they are approaching areas of convergence,
route junctions or where there is crossing traffic.
• VTS centres in an area or sector should use a name
identifier. The boundaries should be indicated in
the appropriate nautical publications and in the
“World VTS Guide“.
• Communication and Reporting
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.
1. 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.
2. 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.
 3. Masters of vessels should report any observed
dangers to navigation or pollution to the VTS
centre.
 4. In case of a complete failure of the vessel’s
appropriate communication equipment the master
shall endeavour 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.
 5. 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.
•  SOLAS Ch V Regulation 12 – Vessel Traffic Services
1. 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.
•  SOLAS Ch V Regulation 12 – Vessel Traffic Services
2. 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.
•  SOLAS Ch V Regulation 12 – Vessel Traffic Services
3. 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.
•  SOLAS Ch V Regulation 12 – Vessel Traffic Services
4. Contracting Governments shall endeavour to
secure the participation in, and compliance with,
the provisions of vessel traffic services by ships
entitled to fly their flag.
•  SOLAS Ch V Regulation 12 – Vessel Traffic Services
5. 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.
• Archipelagic sea lanes
• The archipelagic State may designate sea lanes and
air routes suitable for the continuous and
expeditious passage of ships and aircraft through or
over its archipelagic waters and the adjacent
territorial sea,” explained Villafuerte, vice chair of
House public accounts committee.
• Reporting procedures of VTS and SRS:
• Reporting procedures of VTS and SRS:- Standard
Reporting Procedures, IMO Resolution A.851 (20) –
‘General Principles for Ship Reporting Systems and
Ship Reporting Requirements’.
• Types of Communication Messages and Message
Markers:-
• To facilitate shore-to-ship and ship-to-shore
communication in a VTS environment, one of the
following eight message markers should be used to
increase the probability of the purpose of the
message being properly understood.
• It is at the discretion of the shore personnel or the
ship’s officer whether to use one of the message
markers and, if so, which marker is applicable to
the situation.
• If used, the message marker is to be spoken
preceding the message or the corresponding part of
the message.
• The contents of all messages directed to a vessel
should be clear; IMO Standard Marine
Communication Phrases should be used where
practicable.
• Elements of the Ship’s Routeing System:
• The objective of ships’ routeing is to “improve the safety of
navigation in converging areas and in areas where the
density of traffic is great or where freedom of movement
of shipping is inhibited by restricted sea room, the
existence of obstructions to navigation, limited depths or
unfavourable meteorological conditions”. 
• Ships routeing systems can be established to
improve safety of life at sea, safety and efficiency of
navigation, and/or increase the protection of the
marine environment.
Elements used in traffic routeing systems include:
• Traffic separation scheme: a routeing measure
aimed at the separation of opposing streams of
traffic by appropriate means and by the
establishment of traffic lanes.
• Traffic lane: an areas within defined limits in which
one-way traffic is established, natural obstacles,
including those forming separation zones, may
constitute a boundary.
• Separation zone or line: a zone or line separating
traffic lanes in which ships are proceeding in
opposite or nearly opposite directions; or
separating a traffic lane from the adjacent sea area;
or separating traffic lanes designated for particular
classes of ship proceeding in the same direction.
• Roundabout: a separation point or circular
separation zone and a circular traffic lane within
defined limits.
• Inshore traffic zone: a designated area between
the landward boundary of a traffic separation
scheme and the adjacent coast.
• Recommended route: a route of undefined width,
for the convenience of ships in transit, which is
often marked by centreline buoys.
• Deep-water route: a route within defined limits
which has been accurately surveyed for clearance
of sea bottom and submerged articles.
• Precautionary area: an area within defined limits where
ships must navigate with particular caution and within
which the direction of flow of traffic may be recommended.
• Area to be avoided: an area within defined limits in which
either navigation is particularly hazardous or it is
exceptionally important to avoid casualties and which
should be avoided by all ships, or by certain classes of ships.
End of Final Week 1

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