IMO ROUTEING OF SHIPS, SHIP REPORTING AND RELATED MATTERS

Transcription

1 INTERNATIONAL MARITIME ORGANIZATION E IMO SUB-COMMITTEE ON SAFETY OF NAVIGATION 52nd session Agenda item 3 NAV 52/3/9 13 April 2006 Original: ENGLISH ROUTEING OF SHIPS, SHIP REPORTING AND RELATED MATTERS Modification and Extension to the SUNK Precautionary Area and Establishment of new Traffic Separation Schemes in the Northern Approaches to the Thames Estuary Submitted by the United Kingdom Executive summary: Action to be taken: Paragraph 15 Related documents: SUMMARY This document proposes a comprehensive routeing scheme for the Northern Approaches to the Thames Estuary which involves modifying and extending the existing SUNK Precautionary Area in two parts, and adding three traffic separation schemes, a two-way traffic route and a recommended route. In addition, the Vessel Traffic Service (VTS) Rules, which underpin the enlarged scheme, have been extensively revised General Provisions on Ships Routeing, 7 th Edition, MSC/Circ.1060 Introduction 1 The Government of the United Kingdom proposes a comprehensive routeing scheme for the Northern Approaches to the River Thames by modifying the existing SUNK precautionary area and adding a new precautionary area with a traffic roundabout, three associated traffic separation schemes, a two-way traffic route and a recommended route. Additionally the Vessel Traffic Service (VTS) Rules which are intended to underpin the enlarged scheme have been revised. 2 The SUNK Precautionary Area was adopted by the International Maritime Organization in 1998, came into force on 31 December of that year and was originally established to draw attention to the need for extreme caution when navigating in very congested waters. A vessel traffic information service (SUNK VTS) is provided throughout the area by Harwich Haven Authority, on behalf of the Maritime and Coastguard Agency (MCA). 3 In recent years, there has been a noticeable increase in the number of large vessels using ports adjacent to the SUNK Precautionary Area. In addition, the area is widely used by local and foreign fishing vessels and is also a popular cruising area for recreational sailors. For reasons of economy, this document is printed in a limited number. Delegates are kindly asked to bring their copies to meetings and not to request additional copies.

2 - 2-4 In considering a revision to the existing measures, due consideration was given to a detailed traffic survey of the SUNK area commissioned by the MCA and undertaken by Marico Marine in August The Marico report also included a number of options to improve traffic management by averting the development of close quarter situations and the potential for risk of collision. This should be achieved by separating out opposing traffic flows as vessels manoeuvre at slow speed to board and land pilots in the vicinity of the SUNK pilot station and ensuring that the VTS rules, underpinning the revised scheme, are complied with in full. 5 Consideration also needs to be given to the likely changes to traffic patterns in the area if certain projects currently under consideration are given Government approval. These include proposals for new port developments in London and Harwich and two large offshore windfarms in close proximity to the general area. Furthermore, two sites close to the entrance to the ports of Harwich and Felixstowe have recently (February 2006) been designated by the United Kingdom Department for Transport as Marine Environmental High Risk Areas (MEHRAs) on account of wildlife, landscape and geological environmental sensitivity and the potential for damage by ships and/or their cargoes. 6 The enlarged scheme has been designed, from the outset, to influence the behaviour of vessels arriving and departing from the SUNK pilot station, located in the SUNK Inner Precautionary Area, through a combination of passive routeing measures supported by active VTS rules..1 Arriving vessels, depending upon their ports of origin, will generally enter the SUNK Outer Precautionary Area through one of the newly-established traffic separation schemes located to the north, east or south and observe the direction of traffic flow around the roundabout as they progress towards the pilot station..2 Departing vessels will disembark their pilots in the vicinity of the pilot station before passing through the SUNK Outer Precautionary Area, complying with the counter-clockwise direction of traffic flow around the roundabout and leaving the scheme through the appropriate traffic lane depending upon port of destination..3 Through traffic, passing south to north (or vice versa) without needing to enter the SUNK Inner Precautionary Area, will be able to use the appropriate traffic lane to enter and leave the SUNK Outer Precautionary Area..4 Regular ferry traffic sailing to and from the port of Ostend will be permitted to use a Recommended Route in the south-east sector to enter and leave the SUNK Outer Precautionary Area without the need to deviate through the eastern or southern traffic separation schemes..5 Likewise, small vessels and other vessels meeting certain pilotage requirements and sailing to/from London and Medway ports will be permitted to use a two-way route leading from the Kentish Knock Buoy to the Black Deep Buoy, via the Long Sand Head Buoy, and thus will be able to avoid contributing to unnecessary congestion in the SUNK Outer and Inner Precautionary Areas and the associated pilot station.

3 - 3 - NAV 52/3/9 Background 7 The SUNK Precautionary Area is at the confluence of routes for vessels leading to and from some of the largest and busiest ports in the United Kingdom, including Harwich, Felixstowe, London and Medway ports. An estimated 50,000 vessels of 300 gross tonnage and over, transit the SUNK Precautionary Area annually and the actual size of vessels will certainly increase if proposals to develop new port facilities at London Gateway Port, on the River Thames at Shell Haven, and Bathside Bay within Harwich Harbour are approved. 8 Large and deep-draught vessels already transit through the SUNK area and it is expected that the size of container vessels visiting the Port of Felixstowe will reach 397 metres Length Overall (LOA), with a corresponding draught in the order of 16 metres, by mid Liquefied Natural Gas (LNG) traffic to the Isle of Grain terminal in the River Medway is also forecast to increase from, currently, some 60 movements per year to over 225 by Although there have been no major incidents within the last three years, there have been on average 10 other incidents annually which give rise to some concern for the VTS Authority. 9 Navigation through the area is further complicated by sandwaves which are a common feature. These form in several locations and reach their maximum amplitude after periods of calm, settled weather, resulting in least depths over them at Neap tides. Frequent and rapid changes of depths occur in the main ship channels. 10 Concerns about the potential for a collision between vessels operating in the SUNK area were raised at a meeting of the United Kingdom Safety of Navigation (UKSON) Committee in April The Committee agreed to the establishment of a SUNK Routeing Working Group which was tasked to consult widely with interest groups and to develop a range of options to address concerns about the effects of traffic congestion on maritime safety. The Working Group held two meetings in May and August before presenting a proposal to the UKSON Committee in November. The proposal was accepted by the Committee and instructions given to prepare a full submission to IMO, in time for deadlines for NAV 52. UKSON therefore recognizes and endorses the need to proactively manage the risk through a combination of active and passive measures. 11 Proposals to build two large offshore windfarms in the vicinity of the SUNK Precautionary Area are currently under consideration by the United Kingdom Government. The London Array windfarm proposal is now at an advanced stage of planning and, if approved, could eventually cover an area of approximately 245 km 2, with up to 271 wind turbine generators. Construction could start as early as April 2007 and the facility completed and in commission by October he proposed Greater Gabbard development will feature up to 140 turbines on two sites (e.g., Inner Gabbard and The Galloper) spread over an area of up to 147 km The whole of the proposed routeing scheme is covered by the United Kingdom Civil Hydrography Programme, administered by the Maritime and Coastguard Agency, and all areas have been surveyed to International Hydrographic Organization (IHO) SP-44 Order 1 standards, using high-resolution single beam echo sounding, side-scan sonar and magnetometer, since From 2004, any routine resurvey operations have been undertaken using multibeam echo sounding. The United Kingdom Hydrographic Office has also produced a new chart of the SUNK Inner Precautionary Area (Chart 2692, dated March 2006, at 1:25,000) as this is the key area where pilot boarding and landings take place.

4 The provision of Aids to Navigation to support the new measures will be provided by Trinity House, in its capacity as the General Lighthouse Authority for England and Wales, and will involve the installation of 11 new floating marks and the relocation of 5 existing marks. Trinity House propose to move the SUNK Light Vessel from its current position, in the SUNK Inner Precautionary Area, to mark the centre of the roundabout in the SUNK Outer Precautionary Area and replace it by a type 1S9SW++ high focal plane buoy equipped with a Racon. Proposal 14 The United Kingdom proposal may be summarized as follows:.1 modify the existing SUNK Precautionary Area and extending it to form two parts, renaming the parts SUNK Inner Precautionary Area and SUNK Outer Precautionary Area respectively;.2 establish a two-way route ( Long Sand Head Two-Way Route ) primarily for use by traffic bound to/from Thames and Medway ports, and with a pilot already embarked or operating under a Pilotage Exemption Certificate (PEC) or exempted from pilotage regulations;.3 establish three traffic separation schemes at the northern, eastern and southern ends of the SUNK Outer Precautionary Area, to better organize the flow of traffic through the SUNK Outer Precautionary Area and bound to/from the pilot station located in the eastern part of the SUNK Inner Precautionary Area;.4 establish a roundabout in the SUNK Outer Precautionary Area to further organize traffic bound to/from the pilot station located in the eastern part of the SUNK Inner Precautionary area; and.5 establish a recommended route ( Galloper recommended route) running /302.5 in the south-eastern sector to enable regular ferry traffic trading to and from the Port of Ostend to enter and leave the SUNK Outer Precautionary Area without needing to deviate through the eastern or southern traffic separation schemes. Action requested of the Sub-Committee 15 The Sub-Committee is invited to approve the amendments to the Precautionary Area, the new traffic separation schemes and the Vessel Traffic Service (VTS) Rules set out in annexes 1 and 2 and forward the proposal to the Maritime Safety Committee for adoption. The United Kingdom requests that the effective date of implementation be six months after adoption. ***

5 ANNEX 1 PROPOSED MODIFICATION AND EXTENSION TO THE SUNK PRECAUTIONARY AREA AND ASSOCIATED ROUTEING MEASURES IN THE NORTHERN APPROACHES TO THE THAMES ESTUARY Reference Chart: British Admiralty 1183, 2005 edition; Note: This chart is based on World Geodetic System 1984 Datum (WGS-84) A new integrated traffic routeing scheme for the expanded SUNK Precautionary Area consists of several elements comprising: a. One two-way route (Long Sand Head) b. Two traffic lanes 1.9 miles wide in two parts (SUNK TSS North and South) c. Two traffic lane 1.0 miles wide in one part (SUNK TSS East) d. A modified existing SUNK Precautionary Area and its renaming to SUNK Inner Precautionary Area e. A new precautionary area, adjacent to the SUNK Inner Precautionary Area, named SUNK Outer Precautionary Area f. A 1 nautical mile diameter roundabout in the SUNK Outer Precautionary Area g. A recommended route ( Galloper recommended route). Description of the traffic separation scheme Part I: Long Sand Head two-way route is established. (Note that entry is restricted to piloted vessels, vessels operated under pilotage exemption certificate (PEC), and vessels exempt from pilotage under the destination ports pilotage directions.) a) A traffic lane boundary line connecting the following geographical positions: 1 51º 38.09N 001º 40.43E 2 51º 47.90N 001º 39.42E 3 51º 47.77N 001º 38.16E b) A separation zone bounded by a line connecting the following geographical positions: 4 51º 38.31N 001º 43.60E 5 51º 38.33N 001º 43.89E 6 51º 42.16N 001º 43.20E 7 51º 48.29N 001º 42.08E 8 51º 48.98N 001º 41.64E 9 51º 49.28N 001º 40.72E 10 51º 49.49N 001º 40.06E 11 51º 49.30N 001º 38.16E

6 ANNEX 1 Page º 49.11N 001º 38.16E 13 51º 49.30N 001º 40.01E 14 51º 48.84N 001º 41.40E 15 51º 48.24N 001º 41.79E c) A two-way route bounded by the traffic lane boundary line described in (a) above and the separation zone described in (b) above. Part II: SUNK Traffic Separation Scheme South d) A separation zone bounded by a line connecting the following geographical positions: 16 51º 38.54N 001º 46.87E 17 51º 38.61N 001º 47.85E 18 51º 42.44N 001º 47.16E 19 51º 42.37N 001º 46.18E e) A traffic lane for northbound traffic between the separation zone described in (d) above and a line connecting the following geographical positions: 20 51º 38.82N 001º 50.83E 21 51º 42.65N 001º 50.14E f) A traffic lane for southbound traffic between the separation zone described in (d) above and that portion of the separation zone described in (b) above connecting the following geographic positions: 5 51º 38.33N 001º 43.89E 6 51º 42.16N 001º 43.20E SUNK Traffic Separation Scheme East g) A separation zone bounded by a line connecting the following geographical positions: 22 51º 50.91N 002º 00.00E 23 51º 51.21N 002º 00.00E 24 51º 48.84N 001º 51.86E 25 51º 48.54N 001º 51.85E

7 ANNEX 1 Page 3 h) A separation zone bounded by a line connecting the following geographical positions: 26 51º 52.29N 002º 00.00E 27 51º 49.92N 001º 51.89E 28 51º 52.06N 001º 49.37E 29 51º 53.90N 001º 49.96E 30 51º 55.72N 001º 50.54E 31 51º 55.59N 001º 51.73E 32 51º 52.31N 001º 50.68E 33 51º 50.99N 001º 52.27E 34 51º 53.24N 002º 00.00E i) A traffic lane for eastbound traffic between the separation zone described in (g) above and a line connecting the following geographical positions: 35 51º 47.45N 001º 51.82E 36 51º 49.84N 002º 00.00E j) A traffic lane for westbound traffic between the separation zone described in (g) above and that portion of the separation zone described in (h) above connecting the following geographical positions: 26 51º 52.29N 002º 00.00E 27 51º 49.92N 001º 51.89E SUNK Traffic Separation Scheme North k) A separation zone bounded by a line connecting the following geographical positions: 37 51º 56.06N 001º 47.40E 38 51º 56.16N 001º 46.45E 39 51º 54.34N 001º 45.87E 40 51º 54.24N 001º 46.81E l) A traffic lane for northbound traffic between the separation zone described in (k) above and that portion of the separation zone described in (h) above connecting the following geographical positions: 29 51º 53.90N 001º 49.96E 30 51º 55.72N 001º 50.54E m) A traffic lane for southbound traffic between the separation zone described in (k) above and a line connecting the following geographical positions: 41 51º 56.50N 001º 43.31E 42 51º 54.68N 001º 42.72E

8 ANNEX 1 Page 4 SUNK Inner Precautionary Area n) A precautionary area will be established by a line connecting the following geographical positions: 12 51º 49.11N 001º 38.16E 11 51º 49.30N 001º 38.16E 10 51º 49.49N 001º 40.06E 9 51º 49.28N 001º 40.72E 43 51º 52.61N 001º 41.12E 44 51º 53.03N 001º 39.03E 45 51º 52.73N 001º 34.26E 46 51º 52.46N 001º 33.20E 47 51º 52.46N 001º 32.35E 48 51º 51.59N 001º 31.32E 49 51º 49.61N 001º 31.32E 50 51º 48.51N 001º 29.50E 51 51º 46.07N 001º 33.42E 52 51º 47.50N 001º 35.64E 3 51º 47.87N 001º 38.16E SUNK Outer Precautionary Area o) A precautionary area will be established by a line connecting the following geographical positions: 43 51º 52.61N 001º 41.12E 9 51º 49.28N 001º 40.72E 8 51º 48.98N 001º 41.64E 7 51º 48.29N 001º 42.09E 6 51º 42.16N 001º 43.20E 21 51º 42.65N 001º 50.14E 35 51º 47.45N 001º 51.82E 27 51º 49.92N 001º 51.89E 28 51º 52.06N 001º 49.37E 29 51º 53.90N 001º 49.96E 42 51º 54.68N 001º 42.72E Roundabout p) A traffic roundabout, 1 nautical mile in diameter, centred upon the following geographical position: 53 51º 50.10N 001º 46.02E

9 ANNEX 1 Page 5 Part III: Recommended Route q) A recommended route ( Galloper recommended route in the south-east sector of the scheme to enable regular ferry traffic sailing to and from the Port of Ostend to enter and leave the SUNK Outer Precautionary Area without deviating unnecessary to use traffic separation lanes) connecting the following geographical positions: 54 51º 44.75N 001º 50.87E 55 51º 41.13N 002º 00.03E

10 ANNEX 1 Page 6 Overview of a portion of the United Kingdom to illustrate the location of the proposed new routeing measures

11 ANNEX 1 Page 7 Details of the proposed new routeing measures for the Northern Approaches to the Thames Estuary ***

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13 ANNEX 2 SUNK VESSEL TRAFFIC SERVICE SUNK VTS Designated in accordance with Merchant Shipping (Vessel Traffic Monitoring and Reporting Requirements) Regulations 2004, as amended. CALL: Sunk VTS MMSI: LOCATION: Harwich Operations Centre TELEPHONE: +44(0) FAX: +44(0) sunk.vts@hha.co.uk TELEX: HAROPS G FREQUENCY: Ch 14 HOURS: H24 TIMES: All times should be given in local time SERVICES: Information Service (See General Notes) Information is provided at reporting points, on request or when deemed necessary by Sunk VTS. AUTHORITY: Sunk VTS is appointed by the UK Maritime and Coastguard Agency (MCA). Sunk VTS is authorized by the MCA to issue information, advice and warnings to vessels in the Sunk VTS Area to influence compliance with Sunk VTS Rules and the International Regulations for Preventing Collisions at Sea 1972, as amended ( COLREGs ). COMPLIANCE: All vessels of 300 gross tonnage and over shall participate in, and comply with Sunk VTS Rules. Instances of non-compliance with Sunk VTS rules will be considered for reporting to the MCA.

14 ANNEX 2 Page 2 VTS AREA: The Sunk VTS Area is bounded by the following features as depicted on BA Chart 1183: SUNK Inner Precautionary Area SUNK Outer Precautionary Area SUNK Traffic Separation Scheme (North) SUNK Traffic Separation Scheme (East) SUNK Traffic Separation Scheme (South) Long Sand Head two-way route Galloper recommended route. The numbered positions in the table below refer to the positions cited in the IMO submission document to the Sub-Committee on Safety of Navigation (July 2006): No Latitude Longitude 1 51º 38.09N 001º 40.43E 2 51º 47.90N 001º 39.42E 52 51º 47.50N 001º 35.64E 51 51º 46.07N 001º 33.42E 50 51º 48.51N 001º 29.50E 49 51º 49.61N 001º 31.32E 48 51º 51.59N 001º 31.32E 47 51º 52.46N 001º 32.35E 46 51º 52.46N 001º 33.20E 45 51º 52.73N 001º 34.26E 44 51º 53.03N 001º 39.03E 43 51º 52.61N 001º 41.12E 42 51º 54.68N 001º 42.72E 41 51º 56.50N 001º 43.31E 31 51º 55.59N 001º 51.73E 32 51º 52.31N 001º 50.68E 33 51º 50.99N 001º 52.27E 34 51º 53.24N 002º 00.00E 36 51º 49.84N 002º 00.00E 35 51º 47.45N 001º 51.82E 21 51º 42.65N 001º 50.14E 20 51º 38.82N 001º 50.83E Galloper recommended route: 54 51º 44.75N 001º 50.87E 55 51º 41.13N 002º 00.03E

15 ANNEX 2 Page 3 SUNK VTS RULES: 1. The provision of information, advice and warnings by Sunk VTS does not relieve any vessel of the obligation to comply with the COLREGs. 2. All vessels, where VHF radio equipment is fitted, shall monitor VHF channel 14 in the Sunk VTS Area. 3. Vessels of 300 gross tonnage and over shall report to Sunk VTS on VHF channel 14: (a) On entering the Sunk VTS area an information report comprising: (i) (ii) (iii) (iv) (v) (vi) Vessel s name and call sign Position Draught Destination Intended route ETA to the sunk pilot station or next reporting point. (b) (c) (d) (e) When departing the Sunk VTS area or transferring to a neighbouring VTS area. When anchoring in a designated anchorage or the Sunk VTS area. When underway from an anchorage. Any incident that effects the safe navigation of the vessel. 4. Vessels engaged in fishing shall report their intentions on entering or leaving the SUNK Inner Precautionary Area. 5. Vessels anchoring within the Sunk VTS Area shall: (a) (b) Except in case of emergency, not anchor without informing Sunk VTS. Except in case of emergency, ensure as far as is reasonably practical the vessel is anchored within the limits of the designated anchorages: (i) (ii) Sunk Deep Water Anchorage Sunk Inner Anchorage. (c) (d) If anchoring in an emergency, inform Sunk VTS as soon as is reasonably practicable. Maintain a continuous listening watch on VHF channel 14 when at anchor.

16 ANNEX 2 Page 4 6. Vessels requiring a Sunk pilot shall: (a) (b) (c) (d) (e) (f) Approach the Pilot Station from the SUNK Outer Precautionary Area. Comply with pilot boarding turn order issued by Sunk VTS. Ensure arrival at the pilot boarding position, so far as is practicable, when specified by Sunk VTS. Avoid waiting in the vicinity of the SUNK pilot station. Vessels whose boarding has been delayed should make use of the designated anchorage area clear of the pilot station. Undertake pilot boarding operations eastward of the Storm buoy ( N; E), unless otherwise informed by Sunk VTS. Maintain a continuous listening watch on VHF channel 14 when engaged in pilot boarding operations. VHF channel 06 may be used for dedicated communication with the pilot launch during pilot transfer only. 7. Vessels requiring to land a sunk pilot shall: (a) (b) (c) Undertake pilot landing operations clear of the inward traffic flow. Undertake pilot landing operations eastward of the Storm buoy ( N; E), unless otherwise informed by Sunk VTS. Maintain a continuous listening watch on VHF channel 14 when engaged in pilot landing operations. VHF channel 06 may be used for dedicated communication with the pilot launch during pilot transfer only. 8. Vessels not entering or leaving the adjacent ports shall avoid the SUNK Inner Precautionary Area. 9. The Long Sand Head two-way route is only to be used by vessels taking passage to and from Thames/Medway and Kentish Knock Buoy that are: (a) (b) (c) Piloted vessels, Operated under pilotage exemption certificate (PEC), Exempt from pilotage under the destination ports pilotage directions. All other vessels shall not use this traffic route when they can safely use the appropriate traffic scheme in the SUNK Outer Precautionary Area. However vessels of less than 20 metres in length, sailing vessels and vessels engaged in fishing may use this route.

17 ANNEX 2 Page The Shipwash Bank route is only to be used by vessels taking passage to and from ports inside the SUNK Inner Precautionary Area that are: (a) (b) Operated under pilotage exemption certificate (PEC) Exempt from pilotage under the destination ports pilotage directions. All other vessels shall not use this traffic route when they can safely use the appropriate traffic scheme in the SUNK Outer Precautionary Area. However, vessels of less than 20 metres in length, sailing vessels and vessels engaged in fishing may use this route. 11. Vessels navigating in the SUNK Inner Precautionary Area shall: Avoid impeding the safe passage of a vessel constrained to the Deep Water route due to draught. 12. The SUNK Inner Pilot Station shall only be used by vessels: (a) (b) Already in the Anchorage Bound to the rivers Colne, Crouch and/or Blackwater. 13. Dredging vessels working within the area shall submit passage plans for approval to Sunk VTS. 14. Reporting Points Name Report Position Remarks East Shipwash In/out N; E Shipwash Bank Route (Restricted) North TSS In N; E South Bound Lane North TSS Out N; E North Bound Lane East TSS In N; E West Bound Lane East TSS Out N; E East Bound Lane South Galloper In/out N; E South Galloper Route South TSS In N; E North Bound Lane South TSS Out N; E South Bound Lane Kentish Knock In/out N; E Long Sand Head Route (Restricted) Walker Buoy In/out N; E Transfer to/from Harwich VTS Sunk Head Towers (Barrow) In/out N; E Transfer to/from London VTS

18 ANNEX 2 Page 6 Sunk Head Towers (Black Deep) Wallet No.2 Buoy Name Report Position Remarks In/out N; E Transfer to/from London VTS In/out N; E W Approach 15. Radar surveillance is maintained within the Sunk VTS Area for the provision of vessel traffic services. Radar video and radio/telephone audio of Sunk VTS operations is recorded for the purposes of maritime safety, protection of the environment and to maintain the operational standards of Sunk VTS.