VTS: THE NEED FOR CHANGE

Almost a quarter of a century ago, the IMO adopted Resolution A.857(20) on Guidelines for Vessel Traffi c Services (VTS). It would, of course, be an understatement to note that the world of ports and shipping has moved on since then – and that’s quite apart from the technology.

As Kevin Gregory, Education and Development Manager, International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA), says: “The current Guidelines were approved in 1997. The progression of the industry since then has overtaken them. In terms of IALA and operational procedures, the capabilities of VTS grown in the operational sense, technology sense and people sense.”

The new Guidelines about to be finalised represent a major change in VTS policy, according to Gregory. “The old Guidelines were written before IALA really got involved in VTS, and now there is a new body of VTS documentation available. We have worked, through the IMO and its member states, to make the new Guidelines lighter and more flexible, to provide a good new governance framework for VTS in the future.”

THREE TYPES OF SERVICE

What does VTS even mean? Historically there were three types of service – information service, traffic organisation service and navigational assistance service. Essentially, it was up to the VTS authority to determine what to offer based on the volume of traffic and degree of risk, Gregory says; large and complex ports would likely offer all three, while others perhaps only one.

Gregory explains further. “That was not good for the mariner, because the service was different wherever they went. We tried to turn it around and think about what pilots, captains and other users wanted. They want good quality information on what is going on – traffic, weather, berthing. They expect their movement to be managed so they do not meet another ship on a bend or get into a jam or have to slow down unnecessarily.

"They expect that if they are in a dangerous position – in danger of running aground, for example – they will be helped out. We also said it was a strange thing that any authority would invest hundreds of thousands into a VTS system and not expect it to do those things.”

The new Guidelines will do away with the idea of three types of service because all should be covered, says Gregory. “The Guidelines state that these are the functions of a VTS and they should be implemented in a way that is appropriate to volumes and degree of risk.”

ESTABLISHING THE NEED FOR CHANGE

The process of revision has taken several years – from establishing the need for change and gaining member state support, to writing the Guidelines and taking these through subcommittee stage to approval by the Maritime Safety Committee (MSC) last year. Assuming approval by IMO Assembly later this year, the revised Guidelines will come into force early in 2022.

“Ports need to be aware of this and know what they need to do,” says Gregory. “Of course, we cannot prejudge the decision of member states but we need to reach out on what will be the most important changes. the major change is going to be the types of service everyone has to be prepared for and has to implement.” This could require investment to ensure that procedures are in compliance, and in necessary training.

IMPROVING HARMONISATION, SAFETY AND EFFICIENCY

Overall, says Gregory, the new Guidelines are designed to improve harmonisation, safety and efficiency. “VTS has traditionally been seen as a safety tool; now, while safety is still first and foremost, efficiency of navigation and commercial benefits come from VTS.”

The main driver is to achieve harmonisation and to encourage the implementation of the IALA standards – and within this, communication standards are key. “A running thread through incidents has been miscommunication,” he says. “How do we communicate to the vessel what we need them to do? VTS must be able to communicate with mariners in a clear way.”

The Guidelines cover the use of standardised message markers – the prefixes such as ‘advice’ ‘or ‘warning’, for clarity as to the type of communication to follow. “The issue is the human element of being able to communicate with the mariners in a clear way, resolving any problem of unclear or ambiguous messages.”

VTS AND DIGITALISATION

While VTS systems have become increasingly sophisticated over recent years, VTS development must also take into account the rapid advances in digitalisation and technology across the sector. At IALA’s April symposium, being held online, key topics for discussion include digitalisation, e-navigation and MASS (Maritime Autonomous Surface Ships), and how VTS may need to prepare and adapt.

“MASS are very much up and coming – still at the early stages but we believe IALA will be key in that. Whether fully or semi-autonomous ships, there is the important issue of how they interact with non-MASS ships and how they interact with shoreside infrastructure including aids to navigation and VTS,” explains Gregory.

“IALA has formed a working group to look at this across all of the various technical domains. However, for the bigger deepsea elements I can’t see fully autonomous ships for some time; I think we are more likely to see degrees of automation coming in. Perhaps more decision support for the bridge team to help with decision making to increase safety. For a truly unmanned ship, it would be interesting to consider how VTS would work – and we are looking to set the scene a little bit.”

E-navigation also involves small steps towards a bigger vision, he says. Technology and digital solutions to support functions such as passage planning, weather routing and speed optimisation are all gaining ground – but, as Gregory points out, there will be the ‘haves’ and the ‘have nots’ in the fleet.

“New, large ships will have the latest technology but there will also be the old ships at the end of the spectrum which will probably never invest in such systems unless it is mandatory. So berth optimisation and just-in-time arrival solutions are all fine – but there will still be ships that aren’t doing that and turn up 12 hours late to mess it all up.”

Could there be a clash between onboard systems around intelligent tech’ and decision support, and what Vessel Traffic Services? While the tech’ in the background could pick up something that the VTS operator cannot see, it will be important that decision support systems are harmonised, he says.

A UNIFYING BRIDGE

The new IMO Guidelines will create a ‘bridge’ between SOLAS and the IALA standards, Gregory concludes. “The Guidelines provide the overarching governance and harmonisation which is the IALA goal. The rationale is that if you comply with the IALA standard, you comply with the SOLAS requirements for VTS.”

Overall, VTS services and systems are emerging and growing quickly, including in developing states. “We are seeing VTS and aids to navigation grow around the world. That is down to the requirement to manage ships in a safe and efficient way. Shipowners are aware of it, and they look at the ports they are going to visit to find out what kind of VTS is in operation there. A big driver for the growth is the commercial benefit of having safe, efficient navigation.”