The objective of the Channel Navigation Information Service (CNIS) is to contribute to the safety of navigation within the Dover Strait by:

　

　The Dover Strait is one of the busiest international seaways in the world , regularly used by over 100 commercial vessels daily

　

　It became the first IMO approved Traffic Separation Scheme (TSS) in the world in the early seventies and was the first to come under full radar surveillance. The Channel Navigation Information Service (CNIS), introduced in 1972, provides a 24 hour radio and radar safety service for all shipping in the Dover Strait. It is jointly operated by the UK and French Administrations from the Dover Maritime Rescue Co-ordination Centre (MRCC) and CROSS Gris Nez in France. The Dover Strait is a mandatory reporting area, under regulation, vessels over 300 gross tonnes are required to make report to either Dover MRCC (SW Lane) or CROSS Gris Nez (NE Lane) before proceeding through the service area.

　

　The Dover CNIS system has been refurbished and has introduced the latest radar and Vessel Tracking System technology combined with data fusion from other sensors including Automatic Identification System (AIS) transponders and Very High Frequency Direction Finding (VHFDF). A comprehensive project in itself, CNIS has been delivered in conjunction with the Integrated Coastguard Communication System (ICCS) and the Information Management System (IMS) to make Dover one of the most advanced Coastal Vessel Traffic Services in the world.

　

　The functions of CNIS are to keep the Dover Strait TSS under observation, to monitor the flow of traffic and to detect and report vessels which contravene the International Regulations for Preventing Collisions at Sea 1972, as amended (COLREGS). The UK responsibility for operating CNIS is vested in HM Coastguard at Dover MRCC. The modern technology installed will support the MCA and HM Coastguard in promoting Safety of Life at Sea, enhance Counter Pollution measures and provide improved support to enforcement activity.

　

AIS - Automatic Identification System

CNIS - Channel Navigation Information Service

COLREGS - Collision Regulations

DWR - Deep Water Route

ETV - Emergency Towing Vessel

ICCS - Integrated Coastguard Communication System

IMO - Information Maritime Organization

IMS - Information Management System

ITZ - Inshore Traffic Zones

MARPOL - International Convention for the Prevention of Pollution from Ships

MCA - Maritime and Coastguard Agency

MRCC - Maritime Rescue Co-ordination Centre

NE - North East

SOLAS - Safety of Life at Sea

SW - South West

TSS - Traffic Separation Scheme

VHFDF - Very High Frequency Direction Finding

VTIS - Vessel Traffic Information Service

　

　

　

Picture shown is Fairlight Radar image of traffic through TSS during 12 hour period.

　

　The TSS developed out of limited experiments begun in 1967, but it was not until 1971 after a series of accidents that the authorities were galvanised into action.

　

　The first accident occurred on 11th January 1971 when the Cypriot registered vessel PARACAS, 10,000 tonnes, collided with the Panamanian registered tanker TEXACO CARIBBEAN, 14,000 tonnes.

　

　The PARACAS was badly damaged and towed to Hamburg for repairs, the TEXACO CARIBBEAN exploded and broke in two. The after section remained afloat for some time before sinking, the bow section was semi submerged just below the surface and eight of the crew lost their lives. The following day the German registered vessel BRANDENBURG, 3,000 tonnes, struck a section of the TEXACO CARIBBEAN and within two miles capsized and sank with the loss of 21 crew members. The final part of the disaster came on 27th February 1971 when the Norwegian registered tanker HEBRIS reported seeing ship sink ahead of her. Several vessels and lifeboats responded to this dramatic message but there were no survivors from a crew of 22 who were on board the Greek registered vessel NIKI, 3,000 tonnes. Every effort was made by Trinity House to mark the wrecks and warn mariners of their existence, but as can be seen there was a tragic loss of life, in total 51 people died with the loss of three vessels and one badly damaged. This multiple collision together with other maritime disasters around the UK coast brought action on maritime safety from the Department of Trade which was responsible, at the time, for maritime affairs TSS without radar surveillance was inadequate for the dense and complex traffic situations in the Dover Strait.

　

　Action was taken through the International Maritime Organization (IMO) which resulted in the formation of the Dover Strait Traffic Separation Scheme (TSS). Shipping is separated into two lanes divided by a separation zone. There are two inshore traffic zones, one English and one French. The scheme was the first to be set up in the world and also the first to be under radar surveillance. It was also the first to be adopted by the IMO and coincided with the revised COLREGS of 1972 which includes Rule 10 (Traffic Separation Schemes). The adoption was not finalised until 1977.