D10.2 Description of the Peculiarities in the Finnish Gulf under the Aspect of Traffic

Transcription

1 Baltic Sea Spatial Development INTERREG IIC BALTIC Transport Communication and Regional Development D10.2 Description of the Peculiarities in the Finnish Gulf under the Aspect of Traffic Version 1.0 August 2000 EUROPEAN Regional DEVELOPMENT FUND Community Initiative concerning Transnational Cooperation Spatial Planning

2 Document Information Document: Date: August 2000 Editor: Authors: BALTIC Transport Communication and Regional Development Deliverable D10.2 Description of the Peculiarities in the Finnish Gulf under the Aspect of Traffic Work Package 10: Impact of Vessel Traffic Information System in the Finnish Gulf ISSUS Rainer Gemmecke Status: Version 1.0 Document Releases: Version Date Distribution Draft 1.0 August 2000 Consortium

3 Contents 1. Introduction Description of information exchange Demand for information exchange St. Petersburg s peculiarities St. Petersburg Port information exchange Existing information systems Internal port information flow External port information exchange Model of port information exchange VTS information exchange in the St. Petersburg area General approach to regional information exchange Communication aids and interfaces Proposals for VTMIS data exchange between St. Petersburg and Finland Conclusions Annex Version 1.0, August /3

4 1. Introduction This task D 10.2 describes the VTS data and information exchange in St. Petersburg Port, in the area around as well as cross-border exchange with Estonia and Finland. There is a continuously increasing pressure on the safety and efficiency aspects of maritime transport operations. For this reason, optimal use of resources is becoming more and more important. However, the pressure on optimal use of resources must not be allowed to be to the detriment of safety. Optimisation of the use of resources can only be successful if the information necessary for resource management is available at the right time, in the right format and of high reliability and integrity. On the other hand, optimal use of information links is important as well, which means that unnecessary communication should be avoided. The information to be exchanged by means of a VTMIS-network should support the various business processes in maritime transport. The following processes have been identified: 1.Vessel Traffic Management - Navigation of ships - Admittance of ships - Monitoring vessel traffic - Resource management by assisting services (pilots, tugs, lines men) - Incident prevention and combat 2.Value Added Services - Terminal operations - Resources management by service providers - Inland transport of cargo - Provision of statistics and information to national administrations. Version 1.0, August /4

5 2 Description of information exchange The process of setting up information exchange links between two parties starts with a discussion on the information to be exchanged and the procedures to be followed, resulting in an information exchange agreement. The next step is the realisation of the data links and the modification of the internal organisations of each of the parties. In addition to the realisation of the physical connections, the realisation of the data links includes the adaptation of the related computer applications and the realisation of interfaces. The implementation of electronic data interchange between two business partners requires a modification of the internal organisations in order to fully make use of the advantages of electronic data interchange. At this moment, it is not completely clear how a VTSMIS-network will be set up. Probably, it will consist of a number of direct data links between interested parties. In addition, a number of services will be provided using Internet or Intranet techniques. As long as a VTMIS-network is not managed, which is likely to be the situation for the time being, the setting up of direct data links will proceed along the same lines as described above with respect to two business partners. This means that the network will consist of a large number of bilateral agreements and corresponding data links between the systems of the participating parties and a number of information services supplied by means of an internet or intranet solution. Version 1.0, August /5

6 3 Demand for information exchange To meet its information needs, each party can take the necessary actions. For instance, many shipping companies have set up a communications network to communicate with its business partners to obtain the information needed to optimise their operations. Also many ports have taken action to obtain the information needed to create safe and efficient traffic flows. However, the advantage of setting up a VTMIS network is the increase in efficiency with respect to information exchange. With respect to the demand for a VTMIS network, Vessel Traffic Services (VTS) and Vessel Traffic Management and Information Systems (VTMIS) currently operate mainly on a local (e.g. port VTS) or a national (e.g. coastal VTS) basis. From a Baltic Sea point of view, information available locally or nationally could improve the efficiency of such services assuming improved communication between the existing systems. Currently observed deficiencies manifest themselves in the following examples: - Vessels navigating along European coasts have to exchange the same data with various services repeatedly - Individual services request different information from the same vessel - Vessels mandatory reports frequently coincide with locations where navigating becomes difficult because of restricted manoeuvring space and traffic density - Requirements to communicate static or semi-static data adds to a vessel s operator s workload - Vessel access to allied and support services is restricted to local services and not organised in a standardised way Version 1.0, August /6

7 - VTMIS centres have a partially incomplete picture of future traffic - Background information to assess the individual risk attached to vessels is either not available or cumbersome to collect - Exchange of information between services is hampered by a lack of adequate organisational and structural prerequisites - Public and private organisations dependent on timely traffic information in order to apply an optimum resource management (e.g. pilots and terminal services) find it difficult to obtain tailor made data - Indications of marine pollution resulting from environmental monitoring do not always lead to immediate investigation of causes - Information for cross-institutional and cross-border emergency and pollution response services is not always organised efficiently. Version 1.0, August /7

8 4 St. Petersburg s peculiarities This paragraph focuses mainly on issues involving safe maritime navigation. The port of St. Petersburg lies at the end of a lengthy fairway (average width 1 nm), culminating in a 25 nm channel (average width m and minimum depth 11 m). In addition to the navigation challenge that this poses, especially in thick or heavy weather, the area suffers from ice for between 4-5 months each year. Passage along the approach channel takes up to 2 hours and its narrow width means that there has to be careful planning as many movements can take place in one direction only. Passing places are under discussion but are yet to be implemented. Although the system is prepared to be flexible (on the basis that a plan is a basis for change ) impromptu arrivals at the Sea buoy are discouraged. Ship movements currently average 70 per day but this can vary between 90 per day in the summer months and 35 per day in winter. The volume of traffic has recently been increasing and the trend is expected to continue. Ships arriving must give a minimum of 24 hours notice and those departing 12 hours. A 24 hour plan is prepared by staff at the port VTS centre and released to outstations and other interested parties at 1500 each day. Currently the only real time link is with the Maritime Administration, with the remaining organisations being informed by fax. The distribution of the plan can take up to 2 hours and updates are made by telephone / fax. Ship movement information is also provided to Lloyd s List. The Maritime Administration installed a Web server at the beginning of 1998 but, so far in the St. Petersburg area, only the port VTS is connected to it. However, there are plans to put the daily movement plan on the server. Version 1.0, August /8

9 The port is under surveillance by radar and CCTV and a new VTS system has been set to work in The approach channel is under surveillance by three radars, with control being exercised from VTS Raskat. This station provides navigation assistance to all vessels between the sea buoy and the port entrance. It also provides assistance to river traffic in 25 nm of shallower channels in the port approaches. The assistance is provided by master mariners, trained in house by the Chief Pilot-operator. This is understood to be common for other Russian VTS centres. However, there are plans to form a national VTS training centre at St. Petersburg. No consideration is currently being given to exercising shore-based pilotage. VTS Raskat expends considerable effort to monitor its own system accuracy and reports variation in buoy positions to the Russian Hydrographic Office twice weekly. Plans also exist to establish a VTS with larger coverage, to seaward of the port approaches, where there is a 90 nm channel of average width 1 nm. Approval in principle, has also been given by the Maritime Administration to explore the formation of a VTMIS for the Gulf of Finland, which will involve co-operation with Finland and Estonia. Navigation assistance currently depends upon radar positioning but experiments with DGPS have been taking place since February 1998 and ships with appropriate receivers can already receive the corrections. The system became operational in In common with other nations, Russia is waiting for the implementation of an IMO carriage requirement for a transponder but consideration is being given to use of pilot carry-aboard equipment (all vessel entering St. Petersburg are required to carry a pilot). The shore based infrastructure required to support AIS is being planned for. DGPS is being implemented and not DGLONASS because there is currently no IEC standard for that system, whereas there is for DGPS. Radio direction finding (RDF) is Version 1.0, August /9

10 fitted to the westernmost radar site, for ship identification. However, once so identified no requirement is seen for further RDF. The security of data and the commercial and confidentiality issues attached to its release were discussed. There is a willingness, by those operating the system, to release data but this has yet to be discussed with the appropriate higher authority. It was anticipated that data relevant to ships leaving St Petersburg for specific ports could be made available but that a written request, specifying exactly what is required, would be necessary. In discussions, there was acceptance that commercial considerations would play a major part in whether or not commercial bodies would become involved and, on this basis, it was accepted that this aspect of VTMIS would probably only grow slowly. The port runs a comprehensive database, which amongst other aspects has a connection to the department responsible for billing visiting ships. Each segment of a ship s passage from sea buoy to her berth is individually recorded. The database is used by the control system that is used to coordinate both sea and river traffic, including the opening of bridges. The system also co-ordinates the operation of ice breakers and the formation of convoys through the water that they clear. No more specific requirements for a VTMIS have been derived from St. Petersburg. The set-up of a VTMIS in the Gulf of Finland is still being studied but it is unclear which data should be exchanged. 5 St. Petersburg Port information exchange Version 1.0, August /10

11 5.1 Existing information systems The study of information exchange between VTSs has to be commenced with analysis of some aspects of VTS operational activity, as well as if common seaways exist. Ship movements into the service zones are being regulated by corresponding national rules. They take into account ship to shore means of communication, list of compulsory messages (priority of traffic, anchoring position, route and speed etc.), information messages (off-set value in respect to the channel axis, encountering vessels etc.), the order of ship-pilot exchange, including the information volume, the order of communication with VTS etc. In accordance with regulations of the MPA of the St. Petersburg port all ships coming from seaward send common arrival information to the MPA Harbour Master, 48 and 24 hours before arrival and a more precise time is to be given, i.e. 4 hours before reaching the Entrance buoy. Common information contains type and name of the vessel, flag, ID number, estimated time of arrival to VTS service zone, actual draught, kind and quantity of cargo etc. The information is being put in computer and via LAN system named SKAP may be extracted by other users both in real time and in retrieval modes. Computer database contains daily plan of ship s movements and all useful information on ships port facilities etc. The port authority s services such as pilotage, icebreaking and ship inspection require information regarding sea traffic, ship s plan, service orders, real time ship positions etc. Besides that a lot of information concerning commercial activity is needed for ship s owners, agents, stevedoring companies. Above mentioned system SKAP satisfies all these demands of users. It runs a comprehensive database which amongst other aspects has a link to the department for billing the visiting ships, ice convoy service, statistics service etc. The database is Version 1.0, August /11

12 used by the service which coordinates the traffic of transit river-sea ships as well. All information of SKAP system is in possession of VTS, MRCC and Pilot-service which have direct lines for data exchange. VTS database which contains voyage and cargo information is being continuously updated by the multi-sensor target tracking. In a netted system configuration all VTS allied services may have access to these stored data files, e.g., SAR or oil-combating authorities to coordinate their rescue operations. Some information concerning the ships and cargo are available via Paris Memorandum system Sirenac-E, but the PSC surveyors have no direct access to the Central database. It affects negative by the information exchange. The current traffic and information system in the MPA of St. Petersburg port is shown in Figure 1. Besides there is Electronic Freight Net (EFNet) in the port of St. Petersburg, a commercial service based on FTN technology. It unites the companies dealing with shipping into informative electronic space chaining together marine agents and brokers, cargo-owners and consignees, ship owners and charterers. It may be used via Internet. EFNet has been divided into areas (directions) of information ("Open Cargo", "Open Ships", "Container", "Port-Info" etc.).the area "Port-Info" puts in disposal information concerning the ships bounding to Russian ports in Baltic, the ships anchoring at the entrance road of St. Petersburg and at port piers, the cargo for transport etc. The EFNet is interfaced via modem and phone-line, via TELEX net, COMTEXT. Local area networks which contain the full information regarding the ship s traffic are being developed in other ports of the Gulf of Finland. Finland National Board of Navigation has meanwhile implemented in ports the information systems PilotNet and PortNet. Version 1.0, August /12

13 PilotNet receives from the ship s representative (ship handler, owner, agent) the traffic data, first the time table, 1 week - 3 months before ship s arrival, next follows the service order, a minimum of h before arrival. In addition the ship s representative informs of an IMO-cargo. All this information is integrated with another system, i.e. PortNet, that is used by the MPA, customs, environmental services, harbour offices and ship handlers. The information is automatically transferred from PortNet to PilotNet and vice versa. The real time radar tracking information, is fed into the PilotNet system. All the statistics presently required may be created. Billing and the pilot s travel account is also handled automatically. The ship database is maintained by MPA and used by VTS for traffic organisation. Thus ship information into the databases interfaced with Local Area Networks (LAN) is considered as the most important prerequisite for the broad information dissemination. LAN system concept allows the message exchange for all netted subsystems. The data flow is routed via LAN/WAN routers/bridges. Version 1.0, August /13

14 Figure1: Current traffic and information system in the MPA of St.Petersburg Port Version 1.0, August /14

15 5.2 Internal port information flow The process of ensuring safe calling at the port (or leaving the port) may be subdivided into the following stages: planning of ship flow adjusting and realizing of traffic plan reporting and statistical treatment. Planning of ship flow at the port approaches (from the entrance buoy) and in the port of St. Petersburg is performed by the "planning team" of the Port State Surveillance Inspectorate of the Maritime Port Administration. Planning starts with collection of applications from agent companies and chief dispatchers of sea and timber ports for calling at, leaving or shifting of ships in the port. The applications are received in written form through telex or facsimile communication channels from 8 till 12 o clock a.m. The application includes: - name of the agent company - flag - ship owner - charterer - length - breadth - draught - name of the ship - cargo Version 1.0, August /15

16 - engine power - starting and final waypoints - time of movement start (declared) - purpose of call - shore mooring team. The applications are entered by the operator into an automatic information system of the Harbour Master Service (SKAP), which draws up on this basis the Daily Traffic Schedule (DTS). Volume of information contained in such an application does not exceed 1 kbit. From 100 to 200 applications are received daily by the "planning team". Planning, that is drawing up the DTS is performed from 15 o clock of the present day till 15 o clock of the following day. The process of planning as an element of ensuring traffic safety, includes: - taking into account the liner ships traffic (according to the schedule) - taking into account the large ships traffic (more than 155 m in length) in the course which the canal for the remaining ships is closed - taking into account the river ships traffic according to the schedule of bridge raising - verification of correspondence between the declared overall dimensions of the ship and the berth data (length, depth, draught). The drawn up DTS is printed out in accordance with the accepted form and approved by the Harbour Master. The DTS consists of the following sections: Version 1.0, August /16

17 - ship coming from seaward - movement down the river - ship leaving of the port - riverwards transit - ship shifting - seaward transit - movement up the river and includes the following information: - name of ship - starting and final waypoints - draught - shore mooring team - declared time of movement start - agent (name of company) - planned time of movement start - kind of cargo. The volume of the information contained in the DTS is about 50 to 100 kbit. After approval by the Harbour Master, the DTS is distributed to: - agent companies Version 1.0, August /17

18 - Chief Dispatchers of port - Central Office of the Port State Surveillance Inspectorate - watch operator of the Traffic Control Post - VTS Centre "Raskat" - masters of icebreakers (in winter) - duty Captain of Marine Rescue Coordination Centre - Customs - Border guard - Quarantine Service. The communication channels are: telex, facsimile, local area network. The block diagram of information exchange temporal sequence is given in Figure 2. Version 1.0, August /18

19 Figure 2: Block diagram of information exchange in St. Petersburg Port Realization and everyday adjustment of the DTS is entrusted to the Central Office of the Port State Surveillance Inspectorate (CO PSSI), Traffic Control Post, Vessel Traffic Services Centre (VTS Centre) "Raskat". Two hours and a half an hour before the time of movement start the agents submit by telephone or fax an application to the CO PSSI to confirm or cancel the movement start. The duty shift of the CO PSSI keeps records of these applications, time when they are received, reasons for postponement or cancellation of ship shifting, states the name of the agent with whom all matters concerning ship shifting are agreed, states the name of the pilot. All data are entered in a separate file of the SKAP Data Base. The DTS is adjusted with due regard for the changes agreed. The up-to-date adjusted DTS is the Operative DTS (ODTS) which is transmitted through the LAN to the TCP and MPA. The operator on watch of the TCP, being guided by the ODTS, Version 1.0, August /19

20 gives instruction on the movement through the VHF Communication channel to the ships in port and to VTS Centre. Information on the movement completion is transmitted from the ships through the VHF Communication channel to the TCP and from there to the CO PSSI where the "Table of ship position" is compiled. The VTS Centre "Raskat", having received the TCP instruction, accomplishes traffic control along the whole length of the approach channel and fairway from the entrance buoy up to the port water area. The VTS Centre establishes communication with each of these ships through the VHF channel and fills a relevant servicing receipt which contains the following information: - receipt number - date of radar pilotage - name of the operator of the VTS Centre - name of ship - flag of ship - port of departure - port of destination - ship owner - agent - ship s draught - time of beginning and completion of radar pilotage - initial and final points of radar pilotage - speed - availability of deck cargo Version 1.0, August /20

21 - name of the Master and Pilot. All receipts are entered into the Data Base of the VTS Centre, whereby an appropriate file is combined. This file is transmitted at least once a day through a dedicated communication channel (radio link) to the PSSI where put into data base of SKAP. Depending on the number of ships serviced the volume of information transmitted to the PSSI and associated with registration of ship radar pilotage, ranges from 8 to 25 kbit. Beyond the information mentioned, the same dedicated communication channel is used for continuous transmission from the VTS Centre "Raskat" to the TCP, of dynamic information reflecting the current position, elements of movement and name of the ships observed with the use of shore based radars of the VTS. Reception of the dynamic information at the TCP makes it possible to synthesize the picture of ship flow within the VTS area, put on the electronic chart of the water region, on the work station displays of the TCP operator. Information transmission rate is 4800 Baud. Upon terminating the shift, the CO PSSI draws up the Daily Cumulation Report about ship stay and movement in the Port of St. Petersburg which includes the following information: stay of ships - ordinal number - berth number - name of ship - flag - agent - ship owner - kind of operation arrival (departure) of ships Version 1.0, August /21

22 - ordinal number - berth number - shore mooring team - time - name of ship - flag - direction of movement shifting of ships - ordinal number - name of ship - flag - from the berth No - to the berth No - time of movement start - time of movement completion - shore mooring team - name of pilot movement behind the reception buoy - ordinal number - name of ship - from where - in what direction Version 1.0, August /22

23 - time of movement start - time of movement completion. Version 1.0, August /23

24 5.3 External port information exchange On the basis of the Daily Cumulation Reports the Lloyd-list is automatically generated every week, available in the printed form or text file which is conveyed through the E- mail or fax to MARINEX for subsequent forwarding to the Lloyd agency (Figure 2). The file includes the following information: - name of ship - call signs - flag - IMO number - net tonnage - date of arrival - previous port of call - date of departure - port of destination. The volume of information is about 28 kbit per week. In compliance with the Paris Memorandum of understanding on Port State Control ("Paris Memorandum") ratified by the Government of the RF foreign ships calling at the port of St. Petersburg are to be subjected to an inspection verification on a sampling basis to determine their compliance with the requirements of the Convention. The procedure for issuing documents relation to ship verification and exchange of information associated with this procedure includes two stages: Version 1.0, August /24

25 preparation and forwarding an inquiry about the results of ship verification in the previous port of call preparation and forwarding of the verification report. The inquiry about the results of ship verification is generated by automatic information system of the SKAP with the use of its Data Base wherein the normative and reference information on ships is stored. The inquiry relating to a particular ship shall include: - name of ship - call sign - flag - IMO number. Based on the results of the ship inspection a verification report in accordance with a set form is prepared. The report is prepared and printed out with the use of a program loaded into a portable computer (Note Book with a built-in printer), which is brought aboard by the surveyor. The printed out report is signed by the Master of the ship under verification. The surveyor, after he has came back to his office, connects his Note-Book to the SCAP system, to which all information on the verification results is rewritten. One of the programs of the SKAP system automatically generates, at the request of the user, a file which represents the surveyor s report in a coded form. Both the inquiry file and the verification file are communicated through the to the National Paris Memorandum Centre (St. Petersburg) for processing and subsequent communication of data to the International Information Centre in Saint-Malo (SERENAK-E system, Figure 2). The verification report is drawn up in two formats A and B. The both reports, with consideration for the coded kinds of messages contain in total about 25 kbit of information on each ship. According to statistics, this comes, on the average, to one ship per day. Version 1.0, August /25

26 5.4 Model of port information exchange The departments which form a Harbour Master Service and integrated by the LAN or dedicated communication channels may be considered as internal sources and uses of the information within the framework of the Maritime Port Administration. Among these are: - Harbour Master Office - Port State Surveillance Inspection - Traffic Control Post - Marine Rescue Coordination Centre. In its turn, both the users and sources of information need to be set off from the PSSI: - planning team - Central Office PSSI - Port State Control. The following users and sources of information shall be considered as external to the Maritime Port Administration: - ships - agent companies - Lloyd s representation MARINEX - National Paris Memorandum Centre - Pilot society of St. Petersburg - Chief port dispatcher offices - Customs Version 1.0, August /26

27 - Border guard - Quarantine Service - Navtex service - Hydrometeorological Office - Contingency headquarters - Marine Rescue Coordination Centres of neighbouring countries. A block diagram of the internal and external information exchange with respect to the Maritime Port Administration is given in Figure 3. According to the data given, the volume of the internal and external information exchange with respect to the Maritime Port Administration in St. Petersburg, associated with the vessel traffic planning and services, realized in the form of text messages is rather modest with about 7 Mbit per day. To transmit such volume of information needs only one digital telephone channel. So far, unfortunately, a considerably larger portion of the information exchange is handled in the radio-telephone mode through the VHF communication channel. Such state of affairs decreases significantly the possibilities for automation of the information exchange. It can be inferred that wide implementation of the Automatic Information System (AIS) transponders on board ships can be a help in solution of this problem. While analysing the contents of the text messages pertinent to the vessel traffic planning and VTS it is worth noting their similarity. Essentially all of them consist, to about 50%, of the normative and reference data on the ship concerned. The remaining information relates to indication Version 1.0, August /27

28 of time, place, identity of the ship. This opens up good chances for an unification of the messages. In its turn, unification facilitates considerably the process of automation in the exchange and processing of data. At present the automation level of the information exchange process pertaining to the safety of traffic in the port of St. Petersburg shall be considered as insufficient. The main problem is the manual entry of data into the SKAP information system from the application received from the agent companies. It is especially inconvenient for operational planning. The second problem is lack of automatic information exchange between the Data Base of the VTS Centre and that of the SKAP system. This compels us to adjust the normative and reference information in the Data Base of the VTS Centre on the basis of the facsimile messages received from the Administrator of the SKAP system. The about mentioned problems are scheduled to be solved through upgrading of the dedicated communication line between the VTS Centre "Raskat" and SKAP system, as well as upgrading of the software of the SKAP which is already being made. Version 1.0, August /28

29 Figure 3: Block diagram of internal and external information exchange with the Maritime Port Administration (broken red line) 6 VTS information exchange in the St. Petersburg area 6.1 General approach to regional information exchange Version 1.0, August /29

30 Safety of sea may be sufficiently improved if VTS would be supplied with additional information regarding the traffic in adjacent waters transmitted from another VTSs. The information volume depends upon mutual geographical positions of VTS s. There are some scenarios of VTS disposal (Figure 4): Figure 4: VTS scenarios Contiguous VTSs with overlapping service zones VTS-1 <-> VTS-2. It occurs more frequent in the waters of the same country. It is desirable to include the traffic information of each VTS in the common computer network with instantaneous access. For VTS the most important is the traffic image in the overlapping areas where the ships are handed-over from one VTS to adjacent. Version 1.0, August /30

31 Separated VTSs with common recommended seaways VTS-1 <-> VTS-3, VTS-2 <-> VTS-3, VTS-3 <-> VTS-4. This scenario occurs both in one country waters and in more. It s main feature common recommended seaway. There is a reason to exchange the traffic information of appropriate zone where ships leave the service area in the direction to the next VTS on the route. Besides the ship movements extrapolation to the border of next VTS service area is extremely essential. Separated VTSs without common seaways VTS-1 <-> VTS-4, VTS-2 <-> VTS-4. The information exchange may be limited with the data concerning the ships bounding for the proper port. All arguments listed are related to normal (routine) traffic conditions. In case of calamity information exchange between VTSs may be changed in accordance with developing situations in which the ship finds itself. Version 1.0, August /31

32 6.2 Communication aids and interfaces For information exchange with adjacent VTS/VTMIS centres, the Port Authority of St. Petersburg has following access methods : 1. Via Internet over TCP/IP circuits. EFNet is able to support the following methods of access on a local basis: - asynchronous modem dial-up - telex access from conventional telex terminals (one-sided access) - by X.400 addresses of EFNet - via COMTEXT networks on number of EFNet. The minimum hardware requirements for access are MHz PC, 2 MB memory, an auto-answer modem and EFNet software interface. The Internet, utilising the TCP/IP technologies is an easy and universal telematics entity for the exchange of information between remote VTS centres. But the problem is controlled to the databases. 2. Via the Maritime Industry s Global Communication Network COMTEXT providing global access by Infonet. The COMTEXT is operational on a worldwide basis and available for different hardware platforms (including LANs, UNIX and main-frames) and for a number of proprietary electronic mail systems (cc:mail, MS Mail, X.400 service). For access using leased line or dial-up, an auto-answer modem, a Group III fax machine, a telex number or an X.25 NUA. One of the advantages of COMTEXT is feasibility to automatic communications with vessels equipped with Inmarsat-C terminals. 3. Via SES Inmarsat-C It has been possible to send data and on Inmarsat-C, but it has a transmission rate of 600 bits/sec, so is best Version 1.0, August /32

33 suited to sending brief messages, such as position polling control and point-to-point Via network technologies At present, the new network technologies such as ISDN, Frame relay, ATM are being developed in St. Petersburg. The Maritime Administration considers now a possibility to use the already-existing fibre optic communication links, including for automatic transmission of the traffic image between ports. 6.3 Proposals for VTMIS data exchange between St. Petersburg and Finland Taking into account the common approach above mentioned the data concerning the service area of the VTS s of Russia, Finland and Estonia were collected to produce the lay-out. Various variants 1, 2 and 3 can be observed in the Gulf of Finland (Figure 5). Version 1.0, August /33

34 Figure 5: VTS areas in the Gulf of Finland VTS St. Petersburg and VTS s of Finland may be considered only as VTSs with common recommended ways. Consequently, the most important function for data exchange will be the real time operational traffic situation in the VTS s areas of both countries. It will be useful also exchange with ship s timetable for the last 24 hours, including all data about the actual arrival and departure. The Daily Cumulation Reports, prepared by CO PSSI contains such information. This information have an enough high level of reliability due to this time table is used repeatedly proved data. The general picture of ship s traffic in the port of St.Petersburg and at the approachesis generated by electronic chartering information system dkport which is located in the Port State Surveillance Inspectorate. The dkport system completed by ship s location messages and radar tracking information from VTS Centre «Rascat» as well as from Traffic Control Post and Version 1.0, August /34

35 MRCC. The picture of traffic situation includes: ship s position on the electronic chart, MMSI number, course and speed, port of destination and ETA. The time of updating is minimum 3 min. The 24-hours ship s timetable in the port of St. Petersburg (Daily Cumulation Report) consists of 4 ship s groups: ships at anchor, arrival and outgoing ships, ships proceeding into the port and ships proceeding the pilot boarding place. Each group needs: name of ship, flag, ship s owner and agent. Further, depending on group: berth number, time of passing the Entrance buoy, kind of work, port of destination and ETA. The sources of information for dkport system are: - VTS Centre Rascat - Database SKAP - Data of MRCC. The dkport system provides automated collecting, processing and converting data into common required format section for sending to LAN of Maritime Port Administration. The dkport system has two options to present information: - chart form, providing ship s location and traffic control (position, course, speed and ship s identification MMSI or IMO number) - statistics form, which may be configured on the user s level depend on information character and user s access. Version 1.0, August /35

36 IBM PC Pentium Mb RAM is considered as the minimum user s hardware. The software runs on a Windows 95/NT. The user s workstations are based on IBM compatible computers under Windows NT 4.0 workstation, using MS access moving to MS SQL Server for live operation. The base of software is the navigation electronic chartering data S57 standard. The design of the link technology is shown in Figure 6. Figure 6: Network for data exchange The dkport system has following access methods: - via LAN of Maritime Port Administration on number, - asynchronous modem dial-up (V.34), - via Internet, utilising the TCP/IP technologies through Web-server (on-line mode). The remote Web-server is located on Internet-provider of Maritime Port Administration and run on a Windows NT server, using MS access moving to MS SQL Server for Version 1.0, August /36

37 operation (up to 10 Mbit/s). These links may be used for data exchange between St.Petersburg and Finland (Figure 7). Figure 7: Data exchange between St. Petersburg and Finland The web-site of Maritime Port Administration of St.Petersburg will soon have the following areas: - real time traffic situation, including ship s location, moving and timetable - statistics information from the SKAP system - the port mandatory regulations. Version 1.0, August /37

38 7 Conclusions 1. The key point of shipping management is VTMIS. It is considered as a strong resilient system, fully capable of handling traffic surveillance and position determination for all users in area. VTMIS plays a crucial role in traffic management, helping to reduce the rate of collisions and groundings essentially improving the safety and decreasing a risk of environmental pollution. 2. A brief overview of the main information systems recommended by IMO and EC for augmentation of safety at sea in coastal waters allows to conclude that integration of radio navigation, communication and surveillance aids together with automatic data exchange between ships and VTS Centres may essentially improve the efficiency of shipping management. 3. The port productivity and the quality of its services are directly linked to the speed of both physical and administrative operations. That s why state-of-the-art technology should be implemented in the ports providing powerful data processing methods. Interface between VTMIS and port data-processing services might be expected to have the sound impact on improving the port efficiency. 4. VTS structure has to include Local Area Network (LAN) system as the most important prerequisite for the broad information exchange. LAN system of Master Port Service (SKAP) has been put into operation in port of St. Petersburg and used for traffic organisation. Finland National Board of Navigation has just implemented in ports the information systems PilotNet and PortNet. Version 1.0, August /38

39 5. The question concerning the controlled access to the database and corresponding payment for information should be studied additionally. The common standards of report formats as well as procedures of information exchange are inevitable for automatic transmission of the information between ports. The volume of text information associated with the maintenance of the safe traffic of ships and circulating through the internal and external communication channels of the Maritime Port Administration of St. Petersburg is relatively modest and can be transmitted through a single digital telephone channel. The great bulk of the text messages to the safety of traffic have a similar structure and contents which in principle makes it possible to unify completely these messages and render the process of exchange of the said information automatic. 6. The Daily Traffic Schedule for the port of St. Petersburg may be considered as one kind of information exchange between the Maritime Port Administration of St. Petersburg and port authorities of neighbouring countries (Estonia, Finland). 7. Information exchange with adjacent VTS/VTMIS centres should be organised via Internet over TCP/IP circuits. Version 1.0, August /39

40 8 Annex 1 Glossary of terms and abbreviations ADSS AIS ARPA ATM CNIIMF COPSSI DGPS DTS ECDIS EDIFACT EFNet GMDSS GNSS IALA ID IFTDGN IMO ISDN LAN Automated Dependent Surveillance System Automatic Identification System Automatic Radar Plotting Aid Asynchronous Transfer Mode Central Marine Research and Design Institute Central Office Port State Surveillance Inspectorate Differential Global Positioning System Daily Traffic Schedule Electronic Chart Display Information System Electronic Data Interchange For Administration Commerce & Transport Electronic Freight Net Global Maritime Distress and Safety System Global Navigation Satellite System International Association of Lighthouse Authorities Identification Dangerous Goods Notification Message International Maritime Organisation Integrated Services Digital Network Local Area Network Version 1.0, August /40

41 MPA MRCC NEPS ODTS PCN PCS PSC RCC RVTS SAR SKAP SPSP STDMA TCP TDMA TSS VHF VTMIS VTS Maritime Port Administration Maritime Rescue Administration Nuclear Electric Power Station Operative Daily Traffic Schedule Port Community Net Port Community System Port State Control Rescue Co-ordination Center Regional Vessel Traffic System Search And Rescue Harbour Master Information System Sea Port of St. Petersburg Self-organised Time Division Multiple Access Traffic Control Post Time Division Multiple Access Traffic Separation Scheme Very High Frequency Vessel Traffic Management and Information Services Vessel Traffic Services Version 1.0, August /41