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海事の国際的動向に関する調査研究事業報告書(海上安全) 別冊 AISの国際的動向に関する調査研究

 事業名 海事の国際的動向に関する調査研究
 団体名 日本海難防止協会 注目度注目度5


資料7
 
From: Colin Mulvana
     CNIS Manager
Date: 29 April 2003
Ref: DVR 2_1_10_11
 
P Wilkins
Communications & Innovation
cc. D Smith J Garner
 A Phillips P Jackson
 P Dymond B McFadyen
 C Raley J Findlay
 
VESSEL TRAFFIC REPORTING SYSTEMS
 
1. This paper is submitted to Communications and Innovation Branch, for consideration and assessment, as the MCA representatives at meetings/seminars, which relate to Vessel Traffic Reporting Systems.
 
2. As the CNIS Manager for Dover VTIS Mandatory Reporting system and competent authority for HAZMAT, I am in a position to study and evaluate the differing Reporting Systems from around the globe and the impact of these systems on VTS operators and Masters of vessels.
 
3. This paper aims to highlight some areas of concern of the systems, and may be of benefit to future developments of reporting systems.
 
4. Factors
 
 The reporting systems, all sanctioned by IMO to some extent, make life difficult for Masters of vessels, knowing what to report depending on which part of the World the vessel is operating in. Vessels ply their trade throughout the World and proceed on long passages and may have to report several times, all having different requirements.
 
 There is a defined list, structured by the International Maritime Organisation (IMO), an alphabetical sequence A through Y, which indicates the items of information that adhere to each letter of the alphabet. Annex 1.
 
 The Hazardous Materials directive (HAZMAT), although not a VHF or AIS reporting system, requires vessels to report defined details to a competent authority. The information required is contained in the definitive list A-Y, however, the HAZMAT is structured 1 - 10 and can therefore lead to ambiguity over reporting requirements. Due to this numbering system, it is another report that the Master of a vessel is required to comply with but has, in a sense, already done so albeit in a different system.
 
 VTS or Competent Authority operators may have to pacify those Masters when their own operating instructions differ from VTS centre to VTS centre.
 
5. Problematic Areas - specific
 
a) Vessel reporting systems throughout the World appear to have no continuity, whether Mandatory or Voluntary.
 
・Interpretation of what is required by Flag States
Flag states appear to be selective on what information is required for their own particular reporting system, in some cases the interpretation is also different as to 'what is required'.
 
・Tonnage/size of vessel required to report
The tonnage of vessels ranges from > 50 GT to > 300 GT,
FINREP & GIBREP is measured by LOA of the vessel, > 50 m,
but any size if carrying hazardous cargo.
 
5. Possible Solutions - general
 
a) Standardisation of information required from the IMO alphabetical list.
 
b) A standard tonnage size, this could reduce the number of those who fail to comply, and subject to investigation, simply because the size requirement was different from their previous report.
 
6. Conclusions
 
 All Reporting Systems, Mandatory or otherwise, should be identical in every way, using the same format as defined by IMO. This would form a standard set of reporting requirements throughout the World irrespective of Flag State. This would have the effect of Masters knowing what they were reporting, one report format wherever the vessel was trading. REEFREP, for instance, in Australia would have the standard format used in the Dover Strait or the Great Belt.
 
 There are some Flag States that perhaps do not require a specific piece of information that another does, these are only small differences and would require one or two further lines of details and very minor changes in requests to vessels. However, I would suggest that if this meant the Master of a vessel only having one bridge card as an aide memoir, they would be far more effective rather than rummaging through numerous reporting forms to find the correct one for each different reporting system.
 
7. Traffic Monitoring Directive
 
 The issue of this paper is to coincide with the Community Vessel Traffic Monitoring and information system. Annex 1 to article 5 of the report appears to be primarily based on the IMO alphabetical list with minor exceptions; it is this very reason why I have chosen to write this paper.
 
 Paragraph 'X' is listed as "various information", sub paragraphed as "characteristics and estimated quantity of bunker fuel, for ships carrying more than 5,000 tons of bunker fuel" and "navigational status".
 
 Contained in the original IMO list there are letters, which fulfil the requirement of the above, but, have not been utilised:
 
Paragraph Q -
Defects would encompass the term "navigational status"
Paragraph R -
Pollution Description - would include "as characteristics・・・"
Paragraph T -
Contact - would be preferable to include a 24 hour contact number, rather than an address, If an incident occurred during after hours, an address alone will not be of much benefit to assist in any SAR or Pollution operations.
 
 If a European TMD is to exist and be effective, current Mandatory Reporting systems in the EU should be taken into account and contents agreed by all member states. There seems to be little point in a TMD and MR being different in their content, it would only lead to further ambiguity.
 
 There is an opportunity to suggest an adjustment to the TMD, prior to implementation, using an existing standard format. Thereby reducing any ambiguity that currently exists and is a step forward in producing a more efficient and effective system for VTS operators and Masters of vessels.
 
7. Although not the definitive list of reporting areas, the following form part of my paper as an example. The systems are taken directly from the IMO Ships Routeing Guide, in no particular order, either geographical or importance, and are Mandatory Reporting Systems.
 
Annex:
A) REEFREP - Great Barrier Reef, Australia
B) STRAITREP - Straits of Malacca and Singapore
C) BONIFREP - Strait of Bonifacio, France & Italy
D) OUESSREP - France
E) FINREP - Spain
F) CALDOVREP - Dover Strait/Pas de Calais, UK & France
G) GBT - Great Belt, Denmark
H) GIBREP - Strait of Gibraltar, Spain
I) TMD - Europe
J) HAZMAT - Hazardous Materials, EU member states
 
 All the above reports are made by vessels on passage, with the exception of the HAZMAT, which permits Owners/Agents/Managers to make the report to the Competent Authority of the Flag State from which the vessel is departing, or, on passage to if the vessel departed a port outwith the EU.
 
8. I would welcome any thoughts on this paper and feasibility of adjustments that may be suggested for the TMD, I am aware that for all Flag States to agree on a standard format would be unrealistic in simple terms, but the TMD would be a step in the right direction
 
Colin Mulvana
HM Coastguard
 
DDI: 01304 218503
FAX: 01304 218505
 
Annex 1
 
IMO VESSEL REPORTING CODES
 
A - Ship Name/callsign/IMO/MMSI
B - DTG of report
C - Position (Latitude/Longitude)
D - Position (Bearing/Range)
E - True Course
F - Speed
G - Last Port
H - Entry Time or Entry Position
I - Destination and ETA
J - Pilot Information
K - Exit Time and Position
L - Route Information
M - Radio communications
N - Time of Next Report
O - Draught
P - Cargo & Quantity
Q - Defects and Limitations
R - Pollution Description
S - Weather
T - Ships Representative
U - Ship Type/Built/GT/DWT
V - Medical Personnel
W - Number of Persons on board
X - Miscellaneous
Y - Special Restrictions
 
Annex A
 
REEFREP
 
There are two reports required for REEFREP depending on the area, in which the vessel is in transit, however, both reports request the same information.
 
A Ship's name and call sign
B Date/Time of position (UTC)
C Name of Reporting Point
E Course (normally "Various")
F Speed
G Departed (port, if outside reporting area)
H Date/Time of entry in system and point of entry (not required is advised at C)
j Pilot embarked or ordered
O Draught
P Cargo
Q Defects/deficiencies (only if relevant)
U Ship type and length (metres)
X Remarks
 
Annex B
STRAITREP
A Ship's name and call sign
C Name of Reporting Point
D Position - Latitude and Longitude
E True Course
F Speed in knots and tenths of knot
P Hazardous Cargo on board
Q Defects/damage/deficiencies/other limitations
R Description of pollution or dangerous goods lost overboard.
 
Annex C
BONIFREP
A Ship's name + call sign + IMO Number
C or D Time and position
E and F Course and speed
O Draught
P Cargo (in case of transport of oil products, hazardous or polluting substances)
Q Defect or damage (if relevant)
R Polluting/dangerous goods lost overboard (if relevant)
 
Annex D
OUESSREP
A Ship's name + call sign + IMO Number
C or D Position
E Course
F Speed
P Cargo, if presence on board of potentially dangerous cargoes (for vessels in the Northeast bound lane)
Q Defects (if relevant)
R Pollution/dangerous goods lost overboard (if relevant)
 
Annex E
FINREP
A Name of the ship, call sign, IMO identification number
C or D Position
G & I Last and next port of call
P Hazardous Cargo, class and quantity, if applicable
Q or R Breakdown, damage and/or deficiencies affecting the structure, cargo or equipment of the ship or any other circumstances affecting normal navigation, in accordance with the provisions of the SOLAS and MARPOL Conventions
 
Information considered necessary:
 
E & F Course and speed of the ship
 
Annex F
CALDOVREP
A Ship's name, call sign, IMO number (or MMSI for transponder reports)
C or D Position (expressed in latitude and longitude or bearing to and distance from a landmark)
E and F Course and speed of the ship
O Vessel's Draught
L Route information
P Hazardous cargo, class and quantity, if applicable
Q or R Breakdown, damage and/or deficiencies affecting the structure, cargo or equipment of the ships or any other circumstances affecting normal navigation in accordance with the provisions of the SOLAS and MARPOL Conventions.
 
Annex G
GBT
A Ship's name and call sign
B Time (UTC) only if report has been transmitted via coastal radio station
C Position - latitude and longitude
D Position - bearing and distance in nautical miles from an identifiable point
E Course - North or South bound
F Speed
J Pilot - state whether a pilot if on board (ie Pilot embarked)
L Route information - state channel the ship intends to pass (Eastern or Western)
Q Deficiencies - brief details of defects, deficiencies or restrictions of manoeuvrability
U Tonnage (dwt)/air draught (deadweight tonnage and air draught in metres)
 
Annex H
CIBREP
 
The report from a ship to the VTS should contain only information, which is essential to achieve the objectives of the system:
 
A Ship's name, call sign, IMO identification number
C or D Position
G and I Last and next port of call
P Hazardous Cargo, class and quantity, if applicable; and
Q or R Breakdown, damage and/or deficiencies affecting the structure, cargo or equipment of the ship or any other circumstances affecting normal navigation, in accordance with the provisions of the SOLAS and MARPOL Conventions.
U Ship type and length (metres)
 
Information considered necessary:
 
E and F Course and speed of the ship
 
Annex I
TMD-proposed
A Ship Identification (name, callsign, IMO identification number or MMSI number)
B Date and time
C or D Position in latitude and longitude or true bearing and distance in nautical miles from a clearly identified landmark
E Course
F Speed
I port destination and estimated time of arrival
P cargo and, if dangerous goods present on board, quantity and IMO class
T address for the communication of cargo information
W total number of persons on board
X various information:
- characteristics and estimated quantity of bunker fuel, for ships carrying more than 5000 tons of bunker fuel
- navigational status
 
Annex J
HAZMAT
1 Name and callsign of the ship and, where appropriate, its IMO identification number
2 Nationality of the ship
3 Length and draught of the ship
4 Port of destination
5 Estimated time of arrival at the port of destination or pilot station, as required by competent authority
6 Estimated time of departure
7 Intended route
8 The correct technical names of the dangerous or polluting goods, the United Nations (UN) numbers where they exist, the IMO hazard classes in accordance with the IMDG, IBC and IGC Codes and, where appropriate, the class of the ship as defined by the INF Code, the quantities of such goods and their location on board and, if in portable tanks or freight containers, their identification marks.
9 Confirmation that a list or manifest or appropriate loading plan giving details of the dangerous or polluting goods carried and of their location on the ship is on board.
10 Number of crew on board







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