NAV 44/3/2
ANNEX 3
SUPPORTING INFORMATION
1 INTRODUCTION
In accordance with the
requirements of the Guidelines and Criteria for Ship
Reporting Systems, this annex sets out information in support
of the proposal from France and the United Kingdom for a
mandatory ship-reporting system in the Dover Strait / Pas de
Calais.
2 OBJECTIVES OF THE SYSTEM
The system will provide
two-way communications with shipping in one of the world's
busiest areas. Ships will be provided with the latest
available information and advice about navigational hazards
and weather conditions to support their safe navigation and
so protect the marine environment. Positive identification
will also support the co-ordination of effective SAR
operations in the area.
Indentification will allow the
shore-based VTS operators to monitor the rules of navigation
within the TSS - Rule 10 of the International Regulations for
Preventing Collisions at Sea (as amended). Each year, around
600 vessels contravene Rule 10 and so endanger the safety of
their own vessel and others. Currently, less than half of
these vessels can be positively identified so that
appropriate action can be taken by their Flag States.
Mandatory ship-reporting arrangements will improve that
situation, and will also help in the positive identification
of polluters.
In due course, arrangements
will be made for information to be exchanged between this
mandatory ship-reporting system and that already established
off Ushant/Ouessant, providing a coherent service in support
of safe navigation through the English Channel.
3 INFORMATION ON TRAFFIC DENSITIES
AND INCIDENTS
Traffic in the ship reporting
area is continuously monitored by radar. The level of traffic
varies, but there are around 600 vessel movements daily,
including significant fishing vessel activity. There are 300
ship movements daily through the Dover Strait / Pas de Calais
and around 200 cross-channel ferry operations.
The geographical configuration
of the area and the presence of shallow waters and sandbanks
contribute to navigational risks, which are increased by
often unfavourable meteorological conditions: visibility is
less than 2 nautical miles for 80 days each year, and there
is zero visibility for 40 of those days.
Incidents in support of these
arrangements include:
● grounding of the Stena Chahllenger on
the Sangatte Beach on 19 September 1995
and more recently
● collision between the oil tanker Bona
Fulmar and the bulk carrier Teoalt - 18 January 1997.
In these cases, the identities of
the ships were established. Other incidents where positive ship identification was not known
include:-
● loss of the fishing vessel Ocean
Hound and its crew in August 1991. Mandatory reporting
may have identified the vessel that struck the Ocean
Hound;
● a loaded bulk carrier strayed from
the north east lane into the south west lane of the TSS
because of a gyro error and sailed against the flow of
traffic. Although VTS operators made contact with the
ship after some time, earlier contact could have been
made if mandatory reporting had been in place; and,
● frequently ships leaving the SCHELDTE
take a short cut down the Sandettie Deep-Water Route
against the traffic flow. Mandatory reporting would allow
the positive identification of offending ships and follow
up action could be taken by Flag States.
4 EXISTING MEASURES AND THEIR
INADEQUACY
Voluntary ship-reporting
arrangements already exist in the proposed reporting area in
the form of MAREPs and SURNAV for ships over 300GT.
Experience has shown that only between 25-30% of the ships
covered by these arrangements actually make reports to DOVER
COASTGUARD or GRIS NEZ TRAFFIC. This is disappointing and
does not make the most effective use possible of the
navigation support infrastructures in place on the English
and French coasts.
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I:/NAV/44/3-2.WPD
