Routeing & Reporting Bridge Navigation.pptx

2M/BR.WK/ROUTEING+REPORTING SYSTEMS / Capt.S.F.Gomez
SHIPS ROUTEING – What is it?
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• THE MAIN 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“.
• THE EARLIEST ROUTEING SYSTEM ORIGINATED IN 1898 AND WAS THE NORTH ATLANTIC TRACK AGREEMENT
BETWEEN SHIPPING COMPANIES AND WAS INCORPORATED INTO SOLAS IN 1960.
• SOLAS CHAPTER V RECOGNIZES THE IMO AS THE ONLY INTERNATIONAL BODY FOR ESTABLISHING SUCH
SYSTEMS.
• GOVERNMENTS INTENDING TO ESTABLISH A NEW ROUTEING SYSTEM, OR AMEND AN EXISTING ONE, MUST
SUBMIT PROPOSED ROUTEING MEASURES TO IMO'S SUB-COMMITTEE ON NAVIGATION, COMMUNICATION
AND SEARCH AND RESCUE (NCSR), WHICH WILL EVALUATE THE PROPOSAL AND MAKE A
RECOMMENDATION REGARDING ITS ADOPTION. THE RECOMMENDATION IS THEN PASSED TO THE MSC FOR
ADOPTION. ONCE ADOPTED, IT BECOMES A MANDATORY SYSTEM AND PASSING VESSELS MUST FOLLOW
AND COMPLY WITH THE ROUTEING REQUIREMENT.
• RULE 10 OF THE COLREGS PRESCRIBES THE CONDUCT OF VESSELS WHEN NAVIGATING THROUGH TRAFFIC
SEPARATION SCHEMES ADOPTED BY IMO.
• AS WELL AS TRAFFIC SEPARATION SCHEMES, OTHER ROUTEING MEASURES ADOPTED BY IMO TO IMPROVE
SAFETY AT SEA INCLUDE TWO-WAY ROUTES, RECOMMENDED TRACKS, DEEP WATER ROUTES (FOR SHIPS
WHOSE ABILITY TO MANOEUVRE IS CONSTRAINED BY THEIR DRAUGHT), PRECAUTIONARY AREAS (WHERE
SHIPS MUST NAVIGATE WITH PARTICULAR CAUTION), AND AREAS TO BE AVOIDED (FOR REASONS OF
EXCEPTIONAL DANGER OR ESPECIALLY SENSITIVE ECOLOGICAL AND ENVIRONMENTAL FACTORS).

SHIPS ROUTEING – Example
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• SHIPS' ROUTEING SYSTEMS, INCLUDING TRAFFIC SEPARATION SCHEMES, THAT HAVE BEEN ADOPTED BY
IMO, ARE CONTAINED IN THE IMO PUBLICATION, SHIPS' ROUTEING, WHICH IS UPDATED WHEN SCHEMES
ARE AMENDED OR NEW ONES ADDED.
• TRAFFIC SEPARATION SCHEMES AND OTHER SHIP ROUTEING SYSTEMS HAVE NOW BEEN ESTABLISHED IN
MOST OF THE MAJOR CONGESTED, SHIPPING AREAS OF THE WORLD, AND THE NUMBER OF COLLISIONS
AND GROUNDINGS HAS DRAMATICALLY REDUCED.

SHIPS ROUTEING – Main Elements
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THE MAIN ELEMENTS OF A ROUTEING SYSTEM ARE :
• TRAFFIC SEPARATION SCHEMES: THIS IS MEANT TO SEPARATE OPPOSING STREAMS OF TRAFFIC BY
ESTABLISHING TRAFFIC LANES.
• TRAFFIC LANE: AN AREA 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: THIS SEPARATES TRAFFIC LANES IN WHICH SHIPS ARE PROCEEDING IN
OPPOSITE OR NEARLY OPPOSITE DIRECTIONS; OR SEPARATES A TRAFFIC LANE FROM THE ADJACENT SEA
AREA; OR SEPARATES TRAFFIC LANES DESIGNATED FOR PARTICULAR CLASSES OF SHIP PROCEEDING IN THE
SAME DIRECTION [E.G. SEPARATE LANE FOR TANKERS].
• ROUNDABOUT: A CIRCULAR SEPARATION ZONE HAVING A CIRCULAR TRAFFIC LANE WITHIN DEFINED
LIMITS.
• INSHORE TRAFFIC ZONE: AN 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.

SHIPS ROUTEING – Objective, Precautions, Criteria
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OBJECTIVE :
• ROUTEING MEASURES AIM TO SEPARATE OPPOSING STREAMS OF TRAFFIC, ORGANIZE CROSSING TRAFFIC
AND REDUCE THE DANGERS OF COLLISION.
• IT SIMPLIFIES THE PATTERN OF TRAFFIC FLOW IN AREAS OF CONVERGING TRAFFIC, ORGANIZES TRAFFIC
FLOW IN AND AROUND AREAS WHERE NAVIGATION BY ALL SHIPS OR CERTAIN CLASSES OF SHIPS IS
CONSIDERED DANGEROUS OR UNDESIRABLE AND REDUCES THE RISK OF GROUNDING BY DIRECTING
VESSELS THROUGH SAFE WATERS.
• IT MAY INCLUDE ROUTES OR ROUTEING MEASURES SUCH AS TRAFFIC SEPARATION SCHEMES, TWO-WAY
ROUTES, RECOMMENDED TRACKS, AREAS TO BE AVOIDED, INSHORE TRAFFIC ZONES, ROUNDABOUTS,
PRECAUTIONARY AREAS AND DEEP WATER ROUTES.
PRECAUTIONS :
• VESSELS FOLLOWING OR NAVIGATING NEAR A TSS MUST COMPLY WITH RULE 10 OF THE COLREGS.
• AT JUNCTIONS AND PRECAUTIONARY AREAS, WHERE SHIPS MAY NEED TO CROSS ROUTES OR CHANGE TO
ANOTHER ROUTE, NAVIGATE WITH GREAT CAUTION AND UNDERSTAND THAT YOU MAY HAVE NO SPECIAL
RIGHT OF WAY.
• FOLLOW THE GENERAL DIRECTION OF TRAFFIC [AS INDICATED BY ARROWS] AND KEEP AS NEAR TO THE
STARBOARD SIDE OF A LANE AS IS PRACTICABLE.
• WHEN NOT REQUIRED TO USE A TSS, KEEP WELL CLEAR AND DO NOT INTERFERE WITH THE SMOOTH FLOW
OF TRAFFIC WITHIN THE ROUTE.

SHIPS ROUTEING – Objective, Precautions, Criteria
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CRITERIA :
• ROUTES SHOULD FOLLOW THE EXISTING TRAFFIC FLOW PATTERN AS FAR AS PRACTICABLE.
• MINIMUM COURSE ALTERATIONS, PREFERABLY NOT NEAR PRECAUTIONARY AND CONVERGING AREAS.
• ADEQUATE SPACE SHOULD BE AVAILABLE FOR ALTERATIONS OF COURSE.
• PRECAUTIONARY AND CONVERGING AREAS SHOULD BE AS WIDELY SEPARATED AS POSSIBLE.
• ROUTES SHOULD MAKE OPTIMUM USE OF NAVIGATIONAL AIDS IN THE AREA.
• SHIPS SHOULD BE ABLE TO FIX THEIR POSITION VISUALLY AND BY RADAR USING BEARING AND RANGES OF
READILY IDENTIFIABLE OBJECTS.
• WHERE READILY IDENTIFIABLE OBJECTS ARE NOT AVAILABLE FOR FIXING, BUOYS SHOULD BE PROVIDED.
• SEPARATION ZONES SHOULD BE USED INSTEAD OF SEPARATION LINES WHEREVER SPACE PERMITS.
• ROUTES SHOULD FOLLOW SAFELY NAVIGABLE WATERS AND THE WIDTH SHOULD BE SUFFICIENT TO
ACCOMMODATE THE EXPECTED FLOW OF TRAFFIC.
• DEPTHS / DANGERS WITHIN THE LANE SHOULD BE CLEARLY MARKED.

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SHIPS ROUTEING – Elements
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2M/BR.EQP/ / Capt.S.F.Gomez 13
Weather is the state of the atmosphere, including temperature,
atmospheric pressure, wind, humidity, precipitation, and cloud cover. It
differs from climate, which is all weather conditions for a particular
location averaged over about 30 years. Weather is influenced by latitude,
altitude, and local and regional geography. It impacts the way people dress
each day and the types of structures built.

SHIPS ROUTEING – Climatic & Weather Routeing
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CLIMATIC ROUTEING:
MARINERS HAVE ALSO PLANNED ROUTES WHILE CONSIDERING THE CLIMATIC CONDITIONS OF THE AREAS BEING
TRANSITED. CLIMATIC ROUTEING CHARTS ARE PUBLISHED FOR THE NORTH AND SOUTH ATLANTIC AND PACIFIC
OCEANS AND FOR THE INDIAN OCEAN. EACH CHART HAS TWELVE VERSIONS, ONE FOR EACH MONTH OF THE YEAR
WITH ROUTES SHOWN TAKING INTO ACCOUNT THE CLIMATIC CONDITIONS GENERALLY PREVAILING AT THAT TIME
IN THAT AREA. THE FOLLOWING DATA IS AVAILABLE ON A MONTHLY ROUTEING CHART :
1] AN OUTLINE OF THE LAND AREAS
2] THE POSITION OF MAJOR PORTS
3] RECOGNISED SHIPPING ROUTES BETWEEN MAJOR PORTS [WITH DISTANCES]
4] DATA ON WIND SPEED, DIRECTION AND FORCE
ROUTES PLANNED ON THE BASIS OF CLIMATIC CONDITIONS ARE NOT OPTIMUM ROUTES AS LOCAL WEATHER
CONDITIONS CAN VARY GREATLY FROM DAY TO DAY.
WEATHER ROUTEING:
WEATHER CONDITIONS CAN GREATLY AFFECT A SHIP'S NAVIGATION, AND IN 1983 IMO ADOPTED RESOLUTION
A.528(13), RECOMMENDATION ON WEATHER ROUTEING, WHICH RECOGNIZES THAT WEATHER ROUTEING CAN
AID SAFETY. FOR THIS SHIPS ARE PROVIDED WITH "OPTIMUM ROUTES" TO AVOID BAD WEATHER, MAXIMISE
SAFETY AND MINIMISE FUEL CONSUMPTION. GOVERNMENTS SHOULD ADVISE SHIPS FLYING THEIR FLAGS OF THE
AVAILABILITY OF WEATHER ROUTEING INFORMATION, PARTICULARLY THAT PROVIDED BY SERVICES LISTED BY THE
WORLD METEOROLOGICAL ORGANIZATION. WEATHER ROUTEING REQUIRES CLOSE MONITORING OF LOCAL
WEATHER CONDITIONS, FORECASTING OVER LONG PERIODS OF TIME, UPDATING FORECASTS FREQUENTLY AND
ROUTEING THE VESSEL SO AS TO AVOID HEAVY WEATHER AND TO MAXIMISE THE EFFECTS OF FAVOURABLE WIND
AND CURRENT. SEVERAL PRIVATE ROUTEING SERVICES PROVIDE WEATHER ROUTEING SERVICES FOR A FEE. SHIPS
SEND REGULAR POSITION AND WEATHER DATA TO THE SERVICE PROVIDER WHO THEN PROVIDES A
RECOMMENDED OPTIMUM ROUTE WITH REGULAR UPDATES TO THE ROUTE AS WEATHER CONDITIONS CHANGE.

SHIPS ROUTEING – Routeing Chart
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SHIPS ROUTEING – Climatic Routeing
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ONE OF THE CIRCULAR DIAGRAMS (CALLED A WIND ROSE) ON THIS CHART IS SHOWN BELOW. EACH WIND ROSE
GIVES THE TOTAL NUMBER OF WEATHER OBSERVATIONS AT THAT LOCATION, AS WELL AS THE PROPORTION OF
OBSERVATIONS AND WIND STRENGTH IN EACH DIRECTION. THE LENGTH OF EACH RED OR WHITE BAR STICKING
OUT OF THE ROSE GIVES THE PROPORTION OF OBSERVATIONS IN EACH OF FIVE WIND RANGES: 0-10 KNOTS, 11-16
KNOTS, 17-27 KNOTS, 28-34 KNOTS AND ABOVE 34 KNOTS. THE WIND ROSE SHOWN HAS BEEN COMPUTED FROM
2,430 OBSERVATIONS AS SHOWN BY THE NUMBER IN THE CIRCLE. THE TWO NUMBERS IN THE CIRCLE BELOW THIS
FIGURE GIVE THE PROBABILITY (AS A PERCENTAGE) OF VARIABLE WINDS AND THE PROBABILITY OF NO WIND
RESPECTIVELY.

SHIPS ROUTEING – Climatic & Weather Routeing
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SHIPS ROUTEING – Weather Routeing – Weather Conditions
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THE MARKINGS
AT THE END OF THE
ARROW ARE KNOWN
AS BARBS OR
FEATHERS

SHIPS ROUTEING – Weather Routeing – Currents
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SHIPS ROUTEING – Optimum Weather Routeing Service
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WHAT IS OPTIMUM WEATHER ROUTEING?
• OPTIMUM SHIP ROUTEING IS THE ART AND SCIENCE OF DEVELOPING THE “BEST ROUTE” FOR A SHIP
BASED ON THE EXISTING WEATHER FORECASTS, SHIP CHARACTERISTICS, OCEAN CURRENTS AND
SPECIAL CARGO REQUIREMENTS.
• FOR MOST TRANSITS THIS WILL MEAN THE MINIMUM TRANSIT TIME THAT AVOIDS SIGNIFICANT RISK
TO THE VESSEL, CREW AND CARGO.
• OTHER ROUTEING CONSIDERATIONS MIGHT INCLUDE PASSENGER COMFORT, FUEL SAVINGS OR
SCHEDULE KEEPING.
• THE GOAL IS NOT TO AVOID ALL ADVERSE WEATHER BUT TO FIND THE BEST BALANCE TO MINIMIZE
TIME OF TRANSIT AND FUEL CONSUMPTION WITHOUT PLACING THE VESSEL AT RISK TO WEATHER
DAMAGE OR CREW INJURY.
• OVERALL THIS WILL TRANSLATE TO GREATER SAFETY AND ECONOMY.
HOW IS THIS ACHIEVED?
• A PRELIMINARY ROUTEING MESSAGE IS TRANSMITTED TO THE MASTER OF A VESSEL PRIOR TO
DEPARTURE WITH A DETAILED FORECAST OF EXPECTED STORM TRACKS.
• AN INITIAL ROUTE PROPOSAL IS PROVIDED, WITH REASONING BEHIND THE RECOMMENDATION AND
ALSO THE EXPECTED WEATHER CONDITIONS TO BE ENCOUNTERED ALONG THAT ROUTE OR ANY
ALTERNATE ROUTES.
• THIS ALLOWS THE MASTER TO BETTER PLAN HIS ROUTE AND OFFERS AN OPPORTUNITY TO
COMMUNICATE WITH THE ROUTEING SERVICE ANY SPECIAL CONCERNS THAT HE OR SHE MIGHT HAVE
DUE TO SPECIAL CARGO REQUIREMENTS OR SHIP CONDITION.
• ONCE THE VESSEL DEPARTS, THE VESSEL’S PROGRESS IS MONITORED CLOSELY WITH WEATHER AND
ROUTE UPDATES SENT AS NEEDED.

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SHIPS REPORTING – Purpose, Requirements
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SHIP REPORTING SYSTEMS AND REPORTING REQUIREMENTS HELP TO PROVIDE, GATHER OR EXCHANGE
INFORMATION THROUGH RADIO REPORTS. THEY WORK, TOGETHER WITH ROUTEING SERVICES, TO HELP PROVIDE
FOR SAFE NAVIGATION AND THE SAFETY OF MARINERS AT SEA AS WELL AS FOR ENVIRONMENTAL PROTECTION.
REPORTS MAY BE USED FOR SEARCH AND RESCUE, VESSEL TRAFFIC SERVICES, WEATHER FORECASTING AND
PREVENTION OF MARINE POLLUTION.
THESE REPORTING SYSTEMS AND REPORTING REQUIREMENTS SHOULD, AS FAR AS PRACTICABLE :
1. CONTAIN ONLY INFORMATION THAT IS ESSENTIAL TO THE SYSTEM.
2. BE IN SIMPLE ENGLISH USING STANDARD MARINE NAVIGATIONAL VOCABULARY WHERE REQUIRED.
3. REQUIRE THE MINIMUM NUMBER OF REPORTS.
4. HAVE NO CHARGES FOR THE REPORTS.
5. SAFETY AND POLLUTION RELATED REPORTS MUST BE MADE WITHOUT DELAY. BUT NON-URGENT REPORT
TIMINGS SHOULD BE FLEXIBLE AND NOT INTERFERE WITH ESSENTIAL NAVIGATIONAL DUTIES.
6. WHEN REQUIRED, INFORMATION SHOULD BE MADE AVAILABLE TO OTHER SYSTEMS FOR DISTRESS, SAFETY
AND POLLUTION RELATED PURPOSES.
7. BASIC INFORMATION [SHIPS PARTICULARS ETC] SHOULD BE REQUIRED ONLY ONCE AND BE RETAINED IN THE
SYSTEM, REQUIRING UPDATES ONLY WHEN CHANGES OCCUR.
8. THE PURPOSE OF THE SYSTEM SHOULD BE CLEARLY DEFINED.
9. DETAILS OF REPORTING REQUIREMENTS, INTERVALS AND POSITIONS, METHOD AND ADDRESS OF REPORTS,
TYPES OF SHIPS AND CARGOES INVOLVED MUST BE CLEARLY SPECIFIED.

SHIPS REPORTING – Purpose, Requirements
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10. IT MUST TAKE INTO ACCOUNT INTERNATIONAL AND NATIONAL RESPONSIBILITIES AND REQUIREMENTS, COST
TO SHIP OWNERS AND RESPONSIBLE AUTHORITIES, NAVIGATIONAL HAZARDS AND EXISTING SAFETY MEASURES.
11.THE SHORE ESTABLISHMENT SHOULD BE STAFFED WITH WELL TRAINED PERSONNEL.
12. SHOULD PREFERABLY USE A SINGLE REPORTING FREQUENCY [OTHERWISE THE MINIMUM NUMBER OF
FREQUENCIES.
13.ONLY ESSENTIAL INFORMATION SHOULD BE REQUIRED.
14.IT SHOULD PERMIT SPECIAL REPORTS FROM SHIPS REGARDING ANY DEFECTS IN THEIR HULL, MACHINERY,
EQUIPMENT AND MANNING OR OTHER LIMITATIONS THAT AFFECT NAVIGATIONAL SAFETY AS WELL AS REPORTS
OF ACTUAL OR PROBABLE MARINE POLLUTION.

SHIPS REPORTING – When to report, Format of reports
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SHIPS ARE REQUIRED TO REPORT :
• WHERE REQUIRED, WHEN ENTERING / LEAVING THE WATERS OF A COASTAL STATE WHILE ENROUTE TO /
FROM A PORT.
• PRIOR AND DURING TRANSIT OF A ROUTEING SYSTEM OR A COASTAL VESSEL TRAFFIC SYSTEM OR MONITORED
SEA AREA [E.G. INSPIRES, AMVER, AUSREP, JASREP ETC].
• REPORTS ARE ALSO REQUIRED IN CASE OF ACTUAL OR PROBABLE MARINE POLLUTION INCIDENTS INVOLVING
DANGEROUS GOODS, HARMFUL SUBSTANCES AND MARINE POLLUTANTS. IN THESE CASES REPORTS ARE TO BE
MADE WITHOUT DELAY TO THE NEAREST COASTAL STATE.
• WHEN A SHIP IS ENGAGED IN A RESCUE OR SALVAGE OPERATION WHERE POLLUTION HAS OCCURRED OR IS
EXPECTED TO OCCUR, INFORM THE NEAREST COASTAL STATE WITHOUT DELAY, INDICATING THE ACTION TAKEN
OR PLANNED TO BE TAKEN.
• REPORT TO THE NEAREST COASTAL STATE IN CASE OF THE PROBABILITY OF POLLUTION DUE TO DAMAGE TO
THE VESSEL OR ITS EQUIPMENT.
• WHERE THE VESSEL / MASTER OF A VESSEL IS UNABLE TO MAKE THE NECESSARY REPORTS, THE OWNER,
CHARTERER, MANAGER OR AGENT OF THE VESSEL MUST TAKE THIS RESPONSIBILITY ON THEMSELVES.
TYPES AND FORMAT OF REPORT : AMONG THE DIFFERENT TYPE OF REPORTS, THE STANDARD REPORTS ARE –
• SAILING PLAN [SP] - BEFORE OR JUST BEFORE DEPARTURE FROM A PORT WITHIN A REPORTING SYSTEM OR
WHEN ENTERING THE AREA COVERED BY A SYSTEM - VSL ID, C/SIGN, DATE/TIME, POSITION, COURSE, SPEED,
ROUTE INFORMATION ETC.
• POSITION REPORT [PR] - WHEN NECESSARY TO ENSURE EFFECTIVE OPERATION OF THE SYSTEM – VSL ID,
C/SIGN, DATE/TIME, POSITION ETC.

SHIPS REPORTING – When to report, Format of reports
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• DEVIATION REPORT [DR] - WHEN THE SHIP 'S POSITION VARIES SIGNIFICANTLY FROM THE POSITION THAT
WOULD HAVE BEEN PREDICTED FROM PREVIOUS REPORTS, WHEN CHANGING THE REPORTED ROUTE, OR AS
DECIDED BY THE MASTER - VSL ID, C/SIGN, DATE/TIME, POSITION, AMENDED ROUTE ETC.
• FINAL REPORT [FR] – ON ARRIVAL AT DESTINATION AND WHEN LEAVING THE AREA COVERED BY A SYSTEM -
VSL ID, C/SIGN, DATE/TIME, POSITION ETC.
IN THE FOLLOWING CASES AN INITIAL REPORT MUST BE SENT TO THE NEAREST COASTAL STATE - VSL/ ID, C/SIGN,
DATE/TIME, DEFECTS/DAMAGE, DESCRIPTION OF ACTUAL OR PROBABLE POLLUTION, SHIPS
REPRESENTATIVE/OWNER ETC.
• DANGEROUS GOODS [DG] - WHEN AN INCIDENT TAKES PLACE INVOLVING THE LOSS OR LIKELY LOSS
OVERBOARD OF PACKAGED DANGEROUS GOODS, INCLUDING THOSE IN FREIGHT CONTAINERS, PORTABLE
TANKS, ROAD AND RAIL VEHICLES AND SHIPBORNE BARGES, INTO THE SEA.
• HARMFUL SUBSTANCES [HS] - WHEN AN INCIDENT TAKES PLACE INVOLVING THE DISCHARGE OR PROBABLE
DISCHARGE OF OIL (MARPOL ANNEX I) OR NOXIOUS LIQUID SUBSTANCES IN BULK (MARPOL ANNEX II).
• MARINE POLLUTANT [MP] - IN THE CASE OF LOSS OR LIKELY LOSS OVERBOARD OF HARMFUL SUBSTANCES IN
PACKAGED FORM, INCLUDING THOSE IN FREIGHT CONTAINERS, PORTABLE TANKS, ROAD AND RAIL VEHICLES
AND SHIPBORNE BARGES, IDENTIFIED IN THE INTERNATIONAL MARITIME DANGEROUS GOODS CODE [IMDG
CODE] AS MARINE POLLUTANTS (MARPOL ANNEX III).
THE INITIAL REPORT MUST BE FOLLOWED UP WITH A DETAILED REPORT OF INCIDENT AND ACTION
TAKEN/PLANNED.
• ANY OTHER REPORT AS REQUIRED – VTS, COASTAL TRANSIT REPORTS ETC – FORMAT AS REQUIRED.

SHIPS REPORTING – Standard IMO Format of reports
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• SYSTEM IDENTIFIER AMVER/AUSREP/MAREP/ECAREG/JASREP ETC.
• PREFIX SP-SAILING PLAN, PR-POSITION REPORT, DR-DEVIATION REPORT, FR-FINAL REPORT,
• DG-DANGEROUS GOODS REPORT, HS-HARMFUL SUBSTANCES
REPORT, MP-MARINE POLLUTANTS REPORT
• A SHIP NAME, CALL SIGN OR SHIP STATION IDENTITY, AND FLAG
• B DATE AND TIME OF EVENT - DDHHMM
• C POSITION - XXXXN/S YYYYYE/W
• D POSITION – BRG & DIST FROM LANDMARK
• E COURSE [T] – 3 DIGIT GROUP
• F SPEED IN KNOTS AND TENTHS OF KNOTS – 3 DIGIT GROUP
• G PORT/POSITION OF DEPARTURE
• H DATE, TIME AND POINT OF ENTRY INTO SYSTEM
• I DESTINATION AND ETA
• J WHETHER A DEEP-SEA OR LOCAL PILOT IS ON BOARD
• K DATE, TIME AND POINT OF EXIT FROM SYSTEM OR ARRIVAL AT THE SHIP ‘S
DESTINATION
• L ROUTE INFORMATION/INTENDED TRACK
• M RADIOCOMMUNICATIONS - NAMES OF STATIONS/FREQUENCIES GUARDED
• N TIME OF NEXT REPORT - DATE AND TIME GROUP
• O MAXIMUM PRESENT STATIC DRAUGHT – 4 DIGIT GROUP IN METRES & CM
• P CARGO – BRIEF DETAILS OF DG, HS
• Q DEFECTS/DAMAGE/DEFICIENCIES/OTHER LIMITATIONS

SHIPS REPORTING – Standard IMO Format of reports
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• R POLLUTION DUE – OIL, CHEM, DG ETC WITH POSITION
• S WEATHER & SEA CONDITIONS
• T AGENT/OWNER’S REP
• U SHIP SIZE AND TYPE - DETAILS OF LENGTH, BREADTH, TONNAGE, AND TYPE, ETC.
• V MEDICAL PERSONNEL ON BOARD
• W TOTAL NUMBER OF PERSONS ON BOARD
• X MISCELLANEOUS - ANY OTHER INFORMATION
• Y REQUEST TO RELAY REPORT TO ANOTHER SYSTEM E.G. AMVER, AUSREP,
JASREP ETC.
• Z END OF REPORT

Format fields for your AUSREP SP
Mandatory fields: A, F, H, K, L, M, N, U, V *
For ships transiting the REEFREP SRS area also include E, F,
J, L, O, P
* Where polling is selected as the method of position
reporting, Masters should include the word “POLL” in
section N.
Additional fields: G, I, Q, R, X, Y (include if appropriate)
Format fields for your AUSREP PR
Mandatory fields: A, B, C, E, F, N
Additional fields: X and Y (if appropriate)

Polling
AMSA has introduced the use of Inmarsat-C polling. A Master must
make his ship available for RCC Australia to poll his ship using
Inmarsat-C by inserting the word “POLL” in field N of the Sailing
Plan instead of nominating a date time group. Polling involves RCC
Australia sending a signal to the ship’s Inmarsat-C terminal to
prompt an automatic position report, which includes the ship’s
position. This process alleviates the need for the transmission of a
manual position report.
Masters are still required to send Sailing Plans, Deviation Reports
and Final Reports

There are four types of Reports: Sailing Plan, Position Report, Deviation
Report and Final Report.
[SP] Sailing Plan
Sailing Plan is the basic information to estimate ship's position, and it
should be sent at the time when a ship participates in this system. Reports
should therefore be made when the ship departs from a port within the
service area or when the ship enters the area.
[PR] Position Report
Position Report is the information to verify if ship's position input
according to the Sailing Plan in correct.
The 1st report should therefore be sent at an optional time within 24
hours of departure from a port or entering the service area, and then the
reports should be sent subsequently no less frequently than every 24
hours until Final Report.

[DR] Deviation Report
Deviation Report is the information to be used for necessary
correction of pre-reported Sailing Plan when a ship deviates from
the intended course due to change in Sailing Plan.
Reports should be sent whenever the Ship's position deviates 25
miles or more from the original track, or the port of destination is
changed, or other changes occur with resultant change in Sailing
Plan.
[FR] Final Report
Final Report is the information to terminate participation in the
system. Accordingly, reports should be sent prior to or on arrival at
port, or when a ship departed from the service area of the system.

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Ship Reporting Systems:
An important aspect of the SAR is to know where ships are located.
In a number of cases, ship were lost without a distress signal or any
other trace. If only their progress during the voyage was known, it
would have been possible to launch a SAR operation. Ship reporting
systems also facilitate the provisions of help through ships in the
area if their position is known.
This reporting system should provide up-to-date information on the
movement of vessels in order, in the event of a distress incident, to:
a) Reduce the interval between the loss of contact with a vessel
and the initiation of search and rescue operations in cases
where no distress signal has been received;
b) Permit rapid identification of vessels which may be called upon
to provide assistance;
c) Permit description of a search area of limited size in case the

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Position of a person, a vessel or other craft in distress is unknown
or uncertain; and
d) Facilitates the provision of urgent medical assistance or advice.
INSPIRES (Indian Ship Reporting and Information Reporting
System:
It is mandatory for all Indian merchant vessel including coastal and
fishing vessel of more than 300 GT. Other vessel within the
reporting area are encouraged to participate in the system. The use
of system is to provide data for SAR operations., vessel traffic
management and weather forecasting. Vessel participating in the
system transmit the required reports.
OPERATIONAL REQUIREMENTS:
Ship reporting system should satisfy the following requirements:
a) Provision of information, including sailing plans and position
reports, which would make it possible to determine the current
and future positions of participating vessels;

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b) Maintenance of a shipping plot;
c) Receipt of reports at appropriate intervals from participating
vessels;
d) Simplicity in system design and operation; and
e) Use of internationally agreed standard ship reporting format and
procedures.
TYPES OF REPORTS:
A ship reporting system should incorporate the following types of
ship reports in accordance with the recommendations of the
Organization:
a) Sailing Plan
b) Position report; and
c) Final report

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Use of Systems:
Parties should encourage all vessels to report their position when
travelling in areas where arrangements have been made to collect
information on positions for search and rescue purposes. Such
reports on the position of vessels should be disseminate, so far as
practicable to other States when so requested for search and
rescue purposes.

SHIPS REPORTING – Vessel Traffic Services [VTS]
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WHAT IS A VESSEL TRAFFIC SERVICE AND HOW DOES IT BENEFIT SHIPPING?
• VESSEL TRAFFIC SERVICE (VTS) IS A SHORE-BASED SURVEILLANCE AND COMMUNICATIONS SYSTEM WITH THE
AUTHORITY TO ENSURE THE SAFE AND EFFICIENT MOVEMENT OF VESSEL TRAFFIC IN PARTICULARLY
HAZARDOUS OR CONGESTED WATERWAYS.
• THE SYSTEM’S PRIMARY MISSION IS TO REDUCE THE RISK OF COLLISIONS, ALLISIONS, AND GROUNDINGS.
• TO DO THIS EFFECTIVELY, THE SYSTEM MUST BE ABLE TO DETECT AND RESOLVE UNSAFE TRAFFIC SITUATIONS
IN A TIMELY MANNER.
• THIS REQUIRES THE VTS SYSTEM TO MONITOR, INFORM, RECOMMEND, AND DIRECT. IN PRACTICE, THEY CAN
BE IMPLEMENTED IN ANY ORDER (FOR EXAMPLE, A TRAFFIC WATCH MAY HAVE TO DIRECT A VESSEL AWAY
FROM AN IMMEDIATE HAZARD WITHOUT FIRST ATTEMPTING TO INFORM OR RECOMMEND).
• MONITOR : THIS INCLUDES SURVEILLANCE, COMMUNICATIONS EQUIPMENT, AND OTHER RESOURCES TO
COLLECT, ORGANIZE, DISPLAY, AND ANALYSE INFORMATION RELATED TO VESSELS NAVIGATING WITHIN
THE SYSTEM.
• INFORM : COMMUNICATE WITH VESSELS REGARDING THEIR OWN AND OTHER TRAFFIC MOVEMENTS SO
AS TO IMPROVE NAVIGATIONAL SAFETY, AND SECURITY. IT IS ESSENTIAL THAT THE INFORMATION
PROVIDED IS TIMELY, RELEVANT, AND ACCURATE.
• RECOMMEND : RECOMMENDATIONS ARE USUALLY GIVEN TO RESOLVE MISCOMMUNICATIONS OR
OTHERWISE CALL ATTENTION TO PARTICULAR CIRCUMSTANCES, HAZARDS, OR CONFLICTS WHEN THERE
IS DOUBT THAT APPROPRIATE ACTION IS BEING TAKEN BY THE CONCERNED VESSEL/VESSELS.
• DIRECT : A VTS CENTRE MAY DIRECT THE MOVEMENT OF VESSELS TO MINIMIZE THE RISK OF COLLISION
OR DAMAGE TO PROPERTY OR THE ENVIRONMENT, AND TO ENSURE COMPLIANCE WITH NAVIGATION
REGULATIONS. OTHER FORMS OF DIRECTIONS INCLUDE DESIGNATING TEMPORARY REPORTING POINTS
OR PROCEDURES, ESTABLISHING TRAFFIC ROUTES TO BE FOLLOWED, ENFORCING EXCLUSION AREAS OR
SPEED RESTRICTIONS.

43
DIFFERENT TYPES OF VESSEL TRAFFIC SERVICES
• THERE ARE TWO MAIN TYPES OF VTS, SURVEILLED AND NON-SURVEILLED.
• SURVEILLED SYSTEMS CONSIST OF ONE OR MORE LAND-BASED SENSORS (I.E. RADAR, AIS AND CLOSED CIRCUIT
TELEVISION SITES), WHICH SENDS DATA TO A CENTRAL LOCATION WHERE OPERATORS MONITOR AND
MANAGE VESSEL TRAFFIC MOVEMENT.
• NON-SURVEILLED SYSTEMS CONSIST OF ONE OR MORE REPORTING POINTS AT WHICH SHIPS ARE REQUIRED TO
REPORT THEIR IDENTITY, COURSE, SPEED, AND OTHER DATA TO THE MONITORING AUTHORITY.
THE SERVICES PROVIDED BY VTS MAY INCLUDE ONE OR MORE OF THE FOLLOWING:
• INFORMATION SERVICES [INS]: VTS PROVIDES RELEVANT INFORMATION AT STATED INTERVALS AND ON
REQUEST FOR THE AREA COVERED. INFORMATION PROVIDED MAY BE:
o DATA ON OTHER VESSELS MOVEMENTS, ANY LIMITATIONS AND RESTRICTIONS DUE TO THESE
MOVEMENTS
o REPORTING TIMES, FREQUENCIES AND REPORTING POINTS
o WEATHER, NOTICES TO MARINERS, STATUS OF NAVAIDS ETC
o PORT AND PILOTAGE INFORMATION
• TRAFFIC ORGANISATION SERVICE [TOS]: VTS IS RESPONSIBLE FOR SEPARATING TRAFFIC TO ENSURE SAFETY.
THE SEPARATION MAY BE IN SPACE, TIME OR DISTANCE. VTS MAY ALSO MONITOR TRAFFIC TO ENSURE THEY
FOLLOW APPLICABLE RULES AND REGULATIONS AND MAY DIRECT TRAFFIC TO FOLLOW INSTRUCTIONS. IN THIS
REGARD VTS MAY GRANT TRAFFIC CLEARANCE TO ENTER/LEAVE PORT/ANCHOR/TRAFFIC ROUTE ETC. VTS MAY
ALSO ENFORCE SPEED RESTRICTIONS, PILOTAGE REQUIREMENT, TRAFFIC REGULATIONS AND DIRECT THE USE
OF FAIRWAYS AND CHANNELS.

44
SERVICES PROVIDED BY VTS
• NAVIGATIONAL ASSISTANCE SERVICES [NAS]: THE NAVIGATIONAL ASSISTANCE SERVICE PROVIDES ESSENTIAL
AND TIMELY NAVIGATIONAL INFORMATION TO ASSIST IN THE ON BOARD NAVIGATIONAL DECISION MAKING
‐
PROCESS AND TO MONITOR ITS EFFECTS. IT MAY ALSO INVOLVE THE PROVISION OF NAVIGATIONAL ADVICE
AND/OR INSTRUCTION.
• THIS IS SPECIALLY IMPORTANT IN DIFFICULT NAVIGATIONAL OR METEOROLOGICAL CIRCUMSTANCES OR IN
CASE OF DEFECTS OR DEFICIENCIES.
• IT IS AN IMPORTANT SUPPLEMENT TO THE PROVISION OF OTHER NAVIGATIONAL SERVICES, SUCH AS PILOTAGE.
• NAS MAY BE PROVIDED AT THE REQUEST OF A VESSEL, IRRESPECTIVE OF WHETHER A PILOT IS ON BOARD, OR
WHENEVER A NAVIGATIONAL SITUATION IS OBSERVED AND INTERVENTION BY THE VTS IS DEEMED NECESSARY.
• NAS IS PROVIDED WHEN THERE IS A RISK OF GROUNDING, COLLISION, LOSS OF POSITION INFORMATION,
WHEN DIRECTING A VESSEL TO A SAFE ANCHORAGE, IN HEAVY WEATHER OR RESTRICTED VISIBILITY ETC.

45
WHAT IS EXPECTED OF A SHIP NAVIGATING WITHIN A VTS?
• CO-OPERATION AND UNDERSTANDING BETWEEN THE SHIP AND THE SHORE IS ESSENTIAL TO THE SAFE
OPERATION OF VESSELS IN A VTS AREA. MASTERS ARE EXPECTED TO MAKE THE BEST USE OF VTS IN
NAVIGATIONAL DECISION MAKING.
• REGULATIONS OR INSTRUCTIONS ARE ISSUED AS TO THE TYPES OR CLASSES OF VESSELS THAT ARE REQUIRED
OR REQUESTED TO PARTICIPATE IN THE VTS. THIS WILL INCLUDE THE RADIO FREQUENCIES TO USE IN
COMMUNICATING WITH THE VTS AND A LIST OF THE INFORMATION TO BE PROVIDED.
• THE BRIDGE TEAM SHOULD AT ALL TIMES BE ALERT IN MONITORING VTS COMMUNICATIONS.
• VESSELS OPERATING IN A VTS SHOULD ACKNOWLEDGE INFORMATION FROM THE VTS WHEN ASKED AND
RESPOND PROMPTLY TO INQUIRIES.
• SHIPMASTERS ARE EXPECTED TO ADHERE TO VTS OPERATING PROCEDURES AND REACT TO ALL WARNINGS,
ADVICE AND INSTRUCTIONS.
• AS IN ANY NAVIGATIONAL SITUATION, SHIPMASTERS AND MARINERS MUST EXERCISE GOOD SEAMANSHIP
AND COMPLY WITH THE COLLISION REGULATIONS.
• THE AUTHORITY OF THE MASTER IS NEVER COMPROMISED BY PARTICIPATION IN A VTS.
• VTS PROVIDES INFORMATION RELATED TO THE POSITION, IDENTITY OR INTENTIONS OF OTHER PARTICIPATING
VESSELS IN THE VTS AREA; VISIBILITY OR WEATHER; THE AVAILABILITY OF BERTHS OR ANCHORAGES; THE
STATUS OF AIDS TO NAVIGATION, OR ANY OTHER INFORMATION THAT COULD IMPACT A VESSEL’S SAFE
TRANSIT.
• VESSELS ARE PROVIDED INFORMATION AT REGULAR BROADCAST INTERVALS, ON REQUEST OR WHENEVER
CIRCUMSTANCES SO REQUIRE.
• IN CASE OF FAILURE OF POSITIONING EQUIPMENT, VTS CAN PROVIDE A VESSEL WITH POSITIONING AND
NAVIGATION ASSISTANCE.
• VTS CAN ALSO ASSIST IN IDENTIFYING & CONTACTING VESSELS THAT MAY BE CAUSING CONCERN TO OTHERS.

46
LIMITATIONS OF A VTS SYSTEM :
• NO STANDARDIZED OPERATING PROCEDURES. EACH VTS OPERATES AS PER THEIR INDIVIDUAL GUIDELINES.
• A SINGLE OPERATOR MANAGES SEVERAL SHIPS AT ONCE AND HIS RESOURCES MAY BE OVERLOADED AT TIMES.
• ONLY MANDATORY REQUIREMENT IS FOR VTS TO PROVIDE A VESSEL INFORMATION SERVICE [VIS].
• VESSEL GUIDANCE, CONTROL AND TRAFFIC MANAGEMENT IS NOT MANDATORY AND MAY OR MAY NOT BE
PROVIDED.
• VTS OPERATORS ARE OFTEN HESITANT TO EXERCISE THEIR AUTHORITY IN MANAGING TRAFFIC. POSSIBLY
BECAUSE THEY ARE AFRAID OF BEING HELD RESPONSIBLE OR OF BEING EMBARRASSED SHOULD A HAZARDOUS
SITUATION ARISE AFTER FOLLOWING THEIR ADVISE.
• OPERATOR EXPERIENCE AND SKILL VARIES AS TRAINING IS NOT STANDARDIZED. VTS OPERATORS ARE OFTEN
NOT NAVIGATORS AND MAY NOT BE FULLY FAMILIAR WITH THE COLREGS NOR UNDERSTAND THE LIMITATIONS
OF CERTAIN VESSELS.
• LIMITATIONS OF THE TRACKING AND MONITORING EQUIPMENT SUCH AS RADAR, AIS, VHF ETC.
• LANGUAGE DIFFICULTIES WHEN DEALING WITH FOREIGN NATIONALS.
• THE POSSIBILITY THAT SOME VESSELS MAY NOT CORRECTLY RESPOND TO OR FOLLOW INSTRUCTIONS.
• THE DANGERS OF HEAVY TRAFFIC. VTS CANNOT REDUCE TRAFFIC. IT CAN ONLY TRY TO HELP REGULATE THE
FLOW OF TRAFFIC.

Indian major ports have set up VTS to facilitate safe movement
of vessels within port areas for safety of navigation and
protection of marine environment

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