Vessel Traffic Service Berwick Bay

Transcription

1 Vessel Traffic Service Berwick Bay User Manual Edition

2 Welcome to VTS Berwick Bay and thank you for taking the time to read our User Manual. It contains information that will help you use our service to your best advantage. It also satisfies the federal regulatory requirement of the Code of Federal Regulations, 33 CFR 161.1, that VTS Users carry the rules. Our goal at VTS Berwick Bay is to help you transit the area safely, and with minimal delay. Comments and suggestions are always welcome, and we encourage you to visit our Vessel Traffic Center located at 800 David Drive in Morgan City, LA. We look forward to working with you. Please call us anytime at (985) if we can be of assistance. Copies of this manual are available free of charge from VTS Berwick Bay. Caution: Information provided by VTS Berwick Bay is, to a large extent, based upon reports from participating vessels and can be no more accurate than the information received. The Coast Guard may not be aware of all hazardous circumstances within the VTS Area, and unreported hazards may confront the mariner at any time. II

3 VTS Berwick Bay IOP Chapter 1 June 2012 A. CHAPTER 1 INTRODUCTION 1. VTC Berwick Bay Purpose and Intent: ref 33 CFR Vessel Traffic Service (VTS) Berwick Bay (VTSBB) commenced operations in 1975, in response to concern for maritime safety regarding the high number of allisions with the Morgan City Railroad Bridge (MCRRB). Participating mariners provide reports to the Vessel Traffic Center (VTC), which in turn provides advisories to participating vessels. Exchange of information is vital to the success of VTSBB. In addition to working directly with mariners, we also maintain close liaisons with the Burlington Northern Santa Fe Railroad Bridge (BNSFB) also commonly known as the MCRRB and the U.S. Army Corps of Engineers (USACOE). The MCRRB, Bayou Boeuf Locks (BBL) and Berwick Locks (BL) are critical components of vessel traffic management in Berwick Bay. The purpose of VTSBB is to enhance navigation, vessel safety, and marine environmental protection, and promote safe vessel movement by reducing the potential for collisions, rammings, and groundings, and the loss of lives and property associated with these incidents within Vessel Traffic Service Area (VTSA). 1

4 VTS Berwick Bay IOP Chapter 1 June 2012 a. TABLE OF CONTENTS 1) INTRODUCTION Purpose and Intent VTS Berwick Bay Area MSU Morgan City Participants Automated Information for Ship (AIS) Performance Standards ) TRAFFIC MANAGEMENT Active and Passive Traffic Management Authorization of Vessel Movements Traffic Advisories Assistance, Recommendations, Measures, and Directives Monitoring Waterways and Vessel Movements Clearances, Bridges, Locks, Power Lines, and the Avoca Island Cable Ferry Working with the MCRR Bridge Language Barrier Procedures Reduced Visibility/Fog High Wind Assist Vessel Considerations Low Water Traffic Coordination Procedures High Water Basic Management Procedures Pre-established Holding Points When Bridge is Down--30 3) HIGH WATER AND TEVMC IMPLEMENTATION Atchafalaya River and High Water Understanding Towing Limitations Through the Bridges RNA High Water and Horse Power Table Assist Vessel area of Support Certain Dangerous Cargoes (CDC) Requests for Deviations from the Regulations Implementation of High Water and TEVMC ) OST/SPECIAL CONSIDERATIONS/CASUALTIES/VIOLATIONS/SUPPORT Unusual Vessel Sizes and Configurations Vessels Requiring Special Handling Quick Response Card (QRC) Vessel Equipment Casualties Documentation of Apparent Violations Prolonged Closure of the Waterway Barge Fleeting within the VTSA Incidents Port Emergencies Procedures for the Annual Shrimp and Petroleum Festival--60 2

5 VTS Berwick Bay IOP Chapter 1 June General Support--63 5) ORGANIZATION, SUPPORT TO OTHER MISSIONS, INTERNAL SECURITY, LOGS, PUBLIC RELATIONS General Records VTS Monthly Activities Reporting (MAR) Incident Review Board Release of VTS Information/FOIA Requests Public Relations76 7. Internal Security Support to Other Missions/Departments VTS User s Manual--81 6) EQUIPMENT CASUALTIES AND MAINTENANCE General VTS Supported and Non-Supported Equipment Casualty Notification and Documentation--82 7) COMMUNICATIONS General Voice Radiotelephone Communications Communications Difficulties Telephones--89 8) WATCH ADMINISTRATION Watch Schedule Leave Requests Collateral Duties--91 b. References 33 USC 1201 Bridge-to-Bridge Radiotelephone Act 33 USC 1223 Ports and Waterways Safety Act 33 CFR Part 26 Vessel Bridge-to-Bridge Radiotelephone Regulations 33 CFR Part 160 Ports and Waterways - General 33 CFR Part 161 Vessel Traffic Management 33 CFR Part 162 Inland Waterways Navigation Regulations 33 CFR Part 164 Navigation Safety Regulations 33 CFR Part 165 Regulated Navigation Areas and Limited Access 47 CFR b FCC Stations in Maritime Service COMDTINST Incident Command System COMDTINST M5260 (series) Privacy and Freedom of Information Acts Manual COMDTINST M U.S. Coast Guard Vessel Traffic Services National Standard Operating Procedures (NSOP) Manual IMO Assembly Resolution 857 (20), Guidelines for Vessel Traffic Services IALA Vessel Traffic Services Manual UNCLOS (United Nations Convention, Law of the Sea) c. Authority: The Ports and Waterways Safety Act (33 USC 1223) contains the authority to establish, operate, and maintain VTS to prevent damage to, or the destruction or loss of any vessel, 3

6 VTS Berwick Bay IOP Chapter 1 June 2012 bridge, or other structure on or in the navigable waters of the United States. Title 33 of the Code of Federal Regulations Part 161 (33CFR 161), Vessel Traffic Management contains the implementing regulations. The procedures provided in 33CFR 161 are intended to facilitate vessel traffic flow in predictable patterns that have been established and practiced in the port and typically do not require direct intervention by the VTS. If a hazardous or unsafe situation is detected in the VTSA, these regulations and references that are stated above give the VTS the authority to interact with and respond to developing traffic situations. d. Overview of the VTS Program: Through the VTS Program Manager (Staff Symbol: CG-3PWN-2), the Coast Guard employs navigation safety systems and practices, to reduce risk and to facilitate maritime commerce in U.S. ports and waterways. A VTS is one of the tools used by the program managers to promote safety in selected ports and waterways. Berwick Bay's Automated System surveillance sensors (AIS, PAWSS, radar, camera, weather related/hydrological sensors, VHF communications, etc), provide the operational tools needed for the capability for the VTS to perform its mission. The type and number of surveillance sensors as well as configuration of VTS Command and Control Automated Systems varies at each VTS, dependent on specific operating conditions (e.g. geography, weather conditions, and type of maritime commerce). The VTS Program Manager validates the operational requirements for each VTS and approves requests to change operational capability. e. Objective: VTS provides the mariner with information related to the safe navigation of the VTSA. This information, coupled with the mariner s compliance with direction and regulations, enhances the safe routing of vessels through congested waterways or waterways of particular hazard. It is our objective to issue the proper directions and provide accurate information to mariners to facilitate the safe movement of vessels, and minimize the inherent risks associated, while they transit the VTSA. Using installed communications and surveillance equipment along with Captain of the Port (COTP) regulations and VTS specific regulatory authority, the VTS is able to help prevent vessel collisions and in some cases, groundings, before they happen. The VTS also has the capabilities to undertake defense-related responsibilities specified by Maritime Defense Zone (MDZ) commanders, monitor aids to navigation (ATON) and anchorages, and provide search and rescue (SAR) and law enforcement (LE) assistance. f. Management Activities Coast Guard VTS operations seek to ensure the good order and predictability of the waterway, and contribute to the prevention of the three general maritime threats to transit safety: groundings, collisions, and rammings. The goal is to establish a downward trend in the rate of incidents to protect the waters from environmental harm resulting from marine mishaps. The VTS monitors, informs, recommends, and directs vessel traffic in a prescribed manner in and around the waterways. The four terms that follow encompass the entire range of VTS management activities. They are listed in order of increasing level of control exercised by the VTS, although they may be implemented in any order (e.g., a VTS may immediately issue a direction upon monitoring a hazardous situation, without first informing or recommending). To accomplish this mission, VTS procedures must account for four principle tasks: Monitor - use all available surveillance, communications equipment and other resources to collect, verify, organize, display and analyze information. 4

7 VTS Berwick Bay IOP Chapter 1 June 2012 Inform - Use all available communications resources to disseminate information that vessel operators, shore side facilities, and other organizations may use to facilitate vessel traffic movement, safety and security. Recommend - Use all available communications resources to highlight particular information and sometimes to recommend particular actions to vessel operators, shore side facilities and other organizations. These recommendations are usually given to resolve miscommunications or otherwise call attention to particular circumstances, hazards or conflicts where there is doubt that appropriate actions are being taken. Direct - Use all available communications resources to specify times of entry, movement, or departure to, from, or within the VTSA to relay a directive issued by the Captain of the Port. The VTS employs its communications resources to direct a course of action when necessary. VTS may issue directions to control the movement of vessels to minimize the risk of collision or damage to property or the environment, and to promote compliance with navigation regulations. Other forms of directions include designating temporary reporting points or procedures, establishing traffic routing schemes, enforcing exclusion areas or speed restrictions, relaying any COTP order, etc. Directions to vessels are given in the form of a desired outcome. 33 CFR allows a VTS to issue such measures and directions to enhance navigation and vessel safety. g. Basic Services In those ports where a VTS has been determined to be the appropriate traffic management tool, further consideration must be given to the level of service to be provided. All Vessel Traffic Centers are organized and equipped to provide any or all of three basic services: Information service. Navigation assistance service. Traffic organization service. 1) Information Service: An information service provides the position, intentions, and destination of vessels operating within the VTSA. It also provides information on weather related and hydrological conditions, status of aids to navigation (ATON), traffic congestion, and waterway restrictions. Level I provides all services above Level II provides only waterway information, i.e. weather related, hydrological, ATON status, potential waterway hazards, etc. 2) Navigation Assistance Service: The term navigation assistance is a service which the VTS contributes to the navigational decision-making process onboard the vessel and monitors its effects. VTS provides navigational assistance at the request of the vessel, most commonly in cases of defects or deficiencies on the vessel or during difficult navigational or weather related circumstances. In providing this service, the VTS contributes to the shipboard decision-making process by giving navigational information such as course and speed made good; position relative to the fairway axis and waypoints, ATON, landmarks, positions, intentions, and identities of surrounding traffic. Navigation assistance service may also include specific warnings to individual vessels. Navigational assistance is only given if positive identification of the vessel and uninterrupted communications has been established and can be maintained throughout the process. A VTS should never direct a course to be steered or engine orders to be executed. 5

8 VTS Berwick Bay IOP Chapter 1 June ) Traffic Organization Service: Traffic organization service provides advance planning of movements, and is particularly useful during times of congestion or waterways restrictions. Monitoring traffic and enforcing adherence to rules and regulations are integral parts of the traffic organization service. Prioritization of movements, allocation of space, mandatory position reporting, established routes, speed limits, and other measures used to implement this service. Passing arrangements are the responsibility of the master of the vessel and are made between other vessels. A VTS should intervene when aware of unsuitable or hazardous passing arrangements have been made between vessels. VTS shall not make passing arrangements. h. Communications: VTS routinely communicates vessel traffic and safety related information to mariners by means of advisories. Advisories to vessels may contain information concerning vessel traffic, ATON discrepancies, channel conditions, anchorage availability, special port operations or circumstances, weather or other safety related information. Information provided in an advisory is generally limited to that which affects the vessel s near-term decision-making. Traffic operators will communicate advisories in an unobtrusive manner at times when mariners can be expected to devote their full attention to the communication. Brevity is paramount. Advisories must not contain extraneous information, nor should advisories be repeated except for clarification, emphasis or when requested. As circumstances warrant, VTS updates information provided to ensure mariners the most recent information is available on which to base navigation-related decisions. i. Captain of the Port Action: The nature of the VTS mission and its accessibility to communications and surveillance resources make VTS a natural management tool for the COTP. In addition to relaying COTP orders, the VTS also may become involved in other COTP-generated events, such as hazardous cargo escorts and security/safety zone monitoring, where they affect safe navigation and/or may cause traffic congestion. In cooperation with the COTP, procedures for handling these types of events will depend on equipment, staffing, and port geography. To the extent that these operations are intended to ensure navigational safety, they shall be considered a normal part of the VTS duties. The VTS may be of immediate assistance to the Captain of the Port because of the surveillance capabilities and established communications networks. VTS Watch Standers will give priority to requests or directions from the COTP in support of COTP actions. However, VTS Directors shall be vigilant to ensure that the navigation safety effectiveness of VTS Watch Standers are not degraded by addition of duties unrelated to navigation safety. Based on the Ports and Waterways Safety Act of 1972, the Commandant has assigned to the field the authority to the COTP to: Temporarily control vessel traffic in especially hazardous areas or during hazardous circumstances. Direct the movement of a vessel when necessary to prevent damage to or by that vessel. The COTP may use the following modes of traffic control: Establishing vessel traffic routing schemes. Establishing vessel size and speed limitations. Control traffic movement of vessels with operating conditions or characteristics considered necessary in the particular area of hazard or under other specific conditions. Requiring vessels to be assisted by tugboats. 6

9 VTS Berwick Bay IOP Chapter 1 June 2012 Restricting traffic to one direction. Restricting traffic to certain times COTP Order: Are temporary measures that cover a particular hazardous condition. Orders ensure the safety of vessels and waterfront facilities, and the protection of navigable waters with respect to specific situations by establishing operating conditions. It is only appropriate when the contemplated action applies to a specific and identifiable vessel, facility, or person. They can be issued orally or in writing. Note: Any time the VTS issues a COTP order, contact CWW or SVTS. j. Regulated Navigation Area: Is another type of limited access area in which vessels can enter subject to certain conditions. A Regulated Navigation Area (RNA) should be considered when a hazardous situation exists and will continue to exist indefinitely, and the hazard can be alleviated if operating restrictions are imposed on transiting vessels. A Safety Zone can be established as an interim measure. Only the District Commander has the authority to establish a Regulated Navigation Area. k. Safety Area: VTS Special Area means a waterway within a VTS area in which special operating requirements apply. l. Security Zone: Is a limited access area established to ensure the security of the United States. m. Safety Zones: ref 33 CFR 165 A Safety Zone is a water area, shore area, or water and shore area to which, for safety or environmental purposes, access is limited to authorized persons, vehicles, or vessels. A Safety Zone is not intended to define "how" a vessel should operate. Its primary purpose is to control access to a water or shore side area, or combination of both. Safety Zones are established for maritime safety and environmental protection and may be described by fixed limits or moving zones. Safety Zones are normally intended to be established on a temporary and usually emergency basis to deal with a situation beyond the scope of normal safety and security measures. For example, a Safety Zone could be established around a burning vessel to facilitate access for fire or rescue units and to protect uninvolved persons or vessels, or it could be used to ensure safe transit of a vessel carrying dangerous cargo. It could also be established to limit access to shore side areas to support COTP actions. n. Western Rivers: ref Rule 3 Navigation Rules Western Rivers" means the Mississippi River, its tributaries, South Pass, and Southwest Pass, to the navigational demarcation lines dividing the high seas from harbors, rivers and other inland waters of the United States, and the Port Allen-Morgan City Alternate Route, and that part of the Atchafalaya River above its junction with the Port Allen- Morgan City Alternate Route including the Old River and the Red River. Though MM 0 is on the Port Allen Route and below the MCRRB, D8 has determined that the Western Rivers on the Atchafalaya River start at the junction of Stouts Pass and the Drew's Pass buoy #2. 7

10 VTS Berwick Bay IOP Chapter 1 June VTS Berwick Bay Area The severe channel constrictions at the Morgan City Railroad lift span, the winding and narrow local waterways, swift currents, vessel congestion, and other obstacles to navigation present an extremely hazardous navigational situation requiring vessel traffic management in the VTS Berwick Bay operating area. To ensure vessel safety, it is necessary to limit and control meeting and overtaking situations between classes of vessels subject to regulations throughout the VTS area. VTS Berwick Bay's AOR encompasses a Regulated Navigation Area, Special Area, high currents and tight turns that require constant and vigilant attention. Within the VTS Area, the traffic controller routinely exercises authority by controlling meeting and overtaking situations. This area is known as the VTS Area or VTS Berwick. a. Area of Responsibility (AOR): ref 33 CFR a The VTSA encompasses the navigable waters between 29º 37 N and 29º 45 N, bound by 91º 18 W and 91º 10 W, which includes these segments of navigable waterways. 1) The Atchafalaya River (AR) from Mile MM 113 AR to MM 123 AR. 2) The Intracoastal Waterway (GIWW) from MM 93 West of Harvey Locks (WHL) to MM 102 (WHL) 3) The Morgan City/Port Allen Alternate Route (MCPA) from MM 0 to MM 5. 4) Bayou Teche from Berwick Lock (BL) to one statute mile northwest along Bayou Teche. 5) Bayou Shaffer (BS) Junction at MM 94.5 (WHL) one statute mile south. b. Regulated Navigation Area (RNA): ref 33 CFR a The regulated navigation area is the Atchafalaya River, from 4000 yards south of the Morgan City Railroad Bridge, to 2000 yards north of the US 90 Highway Bridge is designated as a Regulated Navigation Area. Within this area regulations pertaining to towing vessel horsepower are in effect during periods of High Water. High Water is specifically discussed later in this manual. c. VTS Special Area: ref 33 CFR b Within the regulated navigation area there is a VTS Special Area: 1) The Berwick Bay VTS Special Area consists of those waters within a 1000 yard radius of the Burlington Northern Santa Fe Railroad Bridge (MCRRB) located at Mile.03 MC/PA. This area includes the triple bridge complex in Berwick Bay, and the blind intersection at 20 Grand Point, where the Intracoastal Waterway (GIWW) meets the Atchafalaya River at Morgan City. 2) The Vessel Traffic Center (VTC) coordinates the raising and lowering of the Morgan City Railroad Lift Bridge, and those waters within 1,000 yards of the bridge are designated as the VTS Special Area. This area includes the triple bridge complex in Berwick Bay and the blind intersection at 20 Grand Point, where the Gulf Intracoastal Waterway meets the Atchafalaya River at Morgan City. All VMRS Users intending to enter the VTS Special Area, which are those waters within 1,000 yards of the Morgan City Railroad Bridge, must contact the VTS on the appropriate frequency and obtain permission before entering the Special Area b.1 8

11 VTS Berwick Bay IOP Chapter 1 June MSU Morgan City Though outside the VTSA the VTC Watch Stander (as a component of MSU Morgan City) will handle certain business for: a. Captain of The Port (COTP) AOR: W92 37 to E88, south of the I-10 out 200 miles. Be aware of the parish boundaries and Gulf of Mexico (GOM) boundary extending offshore. Major Waterways include: 1) Gulf Intracoastal Waterway boundaries are MM WHL with the MM numbers decreasing as you travel east. 2) Port Allen Alternate Route boundaries are MM 0-30 with the MM numbers rising as you travel north. 3) Atchafalaya River to MM 45 with the MM numbers rising as you travel south. 4) Parishes include: 5) (Northern) Lafourche, Assumption, Iberia, St. Martin 6) (Western) Lafayette, Acadia, Vermillion 7) (local) St. Mary and Terrebone. b. MSU Houma: Sub-unit of MSU Morgan City. W91 east to the parish boundary that divides from SEC NOLA, MM 20 (WHL) GIWW then westbound to MM 80 (WHL) GIWW. This unit has no offshore responsibility past the Barrier Islands. c. Marine Safety Field Office (MSFO) Lafayette: Sub-unit of MSU Morgan City. 1) Handles all inspection and responsible for all land west of MM 13 GIWW (WHL). d. Neighboring Units: 1) West: MSU Lake Charles & MSU Port Arthur (SEC Houston Galveston) 2) North: MSU Baton Rouge (SEC NOLA) 3) East: SEC NOLA 4. PARTICIPANTS ANY VTS user that calls the VTS will be encouraged to participate. The Watch Stander will enter the vessel Sail Plan onto a PAAWS Track Data card, track the movement and add the vessel to advisory. a. Vessel Operating Requirements: ref 33 CFR i. Subject to the exigencies of safe navigation, a VTS User shall comply with all measures established or directions issued by a VTS. ii. If, in a specific circumstance, a VTS User is unable to safely comply with a measure or direction issued by the VTS, the VTS User may deviate only to the extent necessary to avoid endangering persons, property or the environment. The deviation shall be reported to the VTS as soon as is practicable iii. When not exchanging voice communications, a VTS User must maintain a listening watch as required by 33 CFR 26.04(e) on the VTS frequency designated in Table (c) (VTS and VMRS Centers, Call Signs/MMSI, Designated Frequencies, and Monitoring Areas). In addition, the VTS User must respond promptly when hailed and communicate in the English language. Note to Sec (c): As stated in 47 CFR (b), a very high frequency watch on Channel 16 ( MHz) is not required on vessels subject to the Vessel Bridge-to- Bridge Radiotelephone Act and participating in a Vessel Traffic Service (VTS) system when the watch is maintained on both the vessel bridge-to-bridge frequency and a designated VTS frequency. 9

12 VTS Berwick Bay IOP Chapter 1 June 2012 b. Vessel Traffic Service User (VTS User): ref 33 CFR and 33 CFR A VTS User means a vessel, or an owner, operator, charterer, master, or person directing the movement of a vessel that is subject to the Vessel Bridge-to-Bridge Radiotelephone Act; or required to participate in a VMRS (Vessel Movement Reporting Scheme) within a VTS area (VMRS User). Below is the Bridge-to-Bridge Radiotelephone Act. The below vessels are VTS users and must monitor the VTS radio frequency, channel 11 VHF-FM at all times while navigating within the VTSA, respond if hailed and participate if directed by the VTC. 1) Every Power Driven vessel of 20 meters (approximately 65 feet) or more in length while navigating. 2) Every vessel of 100 gross tons and upward carrying one or more passengers for hire while navigating. 3) Every Towing vessel of 26 feet or more in length while navigating. 4) Every dredge and floating plant engaged in or near a channel or fairway in operations likely to restrict or affect navigation of other vessels except for an unmanned or intermittently manned floating plant under the control of a dredge. ref: 33 CFR c. Vessel Movement Reporting System (VMRS) User: ref: 33CFR VMRS Users must monitor the VTS frequency, channel 11 VHF-FM at all times within the VTSA and participate fully in the Vessel Movement Reporting System (VMRS).: 1) Every Power Driven vessel 40 meters (approx 131 feet) or more in length, while navigating. 2) Every Towing vessel of 8 meters (approximately 26 feet) or more in length, while navigating. 3) Every vessel certificated to carry 50 or more passengers for hire, when engaged in trade. d. Other Vessels: By law, there are many vessels that are not VTS users or required to monitor channel 11 but due to the amount of traffic, may or may not choose to call the VTS. All of these "Other Vessels" that transit the VTSA should be encouraged to participate. These vessels could include but not limited to: 1) Fishing Vessels 2) Pleasure crafts 3) Camps NOTE: Not all vessels that transit the Special Area are required to participate. e. Significant Deviation: ref 33 CFR d A vessel must report: 1) Any significant deviation from its Sailing Plan, as defined in Sec (below) from previously reported information 2) Any intention to deviate from a VTS issued measure or vessel traffic routing system. 10

13 VTS Berwick Bay IOP Chapter 1 June 2012 f. SAILING PLAN: ref 33CFR Unless otherwise stated, at least 15 minutes before navigating a VTSA, a VMRS User must report a Sailing Plan. The report consists of: 1) Vessel Name & Type 2) Position 3) Destination and ETA 4) Intended route 5) Time and point of entry 6) Dangerous Cargos on board or in its tow, as defined in 33CFR Barge security concerns: do not ask what cargos are in tow over the radio. If a captain states there is an empty or loaded CDC or COPH in tow, have the vessel call landline for cargos, as this will be a high priority tow. Barge security concerns: Only ask if barges are loaded or empty, Red Flags or other. Towing vessels also provide: o Length & Width of Tow (barges only) o Status of Barges (loaded or empty) o Horsepower g. POSITION REPORT: ref 33CFR In addition to providing a Sailing Plan and a Final Report, VMRS User must report its name and position: 1) Upon point of entry into the VMRS area 2) At designated reporting points 3) When directed by the Center Note: Consider in the advisory to have vessels call prior to reporting points. If a vessels calls at the CFR checkpoints, they may not be able to hold out of the way of oncoming traffic. h. FINAL REPORT: ref 33 CFR Vessels are to make Final Report upon arrival at its destination or when leaving the VTSA. This report consists of: 1) Name 2) Location i. Reporting Exemption: ref 33 CFR Unless otherwise directed, the following vessels are exempted from providing Position and Final reports due to the nature of their operation 1) Vessels on a published schedule and route; 2) Vessels operating within an area of a radius of three nautical miles or less; or 3) Vessels escorting another vessel or assisting another vessel in maneuvering procedures. a) A vessel described above must: Provide a Sailing Plan at least 5 minutes but not more than 15 minutes before navigating within the VMRS area If it departs from its promulgated schedule by more than 15 minutes or changes its limited operating area, make the established VMRS reports, or report as directed. Name Location New Information 11

14 VTS Berwick Bay IOP Chapter 1 June Automated Information System: ref 33 CFR A vessels Automated Information System (AIS) will receive the differential Global Positioning System (dgps) corrections via non-directional beacons. When polled by Digital Select Calling (DSC), the AIS equipped vessel will automatically transmit its corrected GPS position, along with its name or transponder id number, course, and speed. The information is forwarded to the AIS controller in the VTC equipment room where it is then displayed and tracked on the Operator Workstation. The following vessels are required to have operational AIS onboard while navigating within the VTS: Self-propelled vessels of 65 feet or more in length, other than fishing vessels and passenger vessels certificated to carry less than 151 passengers-for-hire, in commercial service; Towing vessels of 26 feet or more in length and more than 600 horsepower, in commercial service; Passenger vessels certificated to carry more than 150 passengers-for-hire. a. AUTOMATED REPORTING: ref 33 CFR Unless otherwise directed, vessels equipped with an Automatic Identification System (AIS) are required to make continuous, all stations, AIS broadcasts, in lieu of voice Position Reports, to those Centers denoted in Table (c). b. Should an AIS become non-operational, while or prior to navigating a VMRS area, it should be restored to operating condition as soon as possible, and, until restored a vessel must: Notify the Center; Make voice radio Position Reports at designated reporting points Make any other reports as directed by the Center. 6. Performance Standards: Each Watch Stander will operate within the following performance standards: a. At no time will the Traffic Controller be allowed to text, or otherwise bring a device to "the board" that could distract from the primary duties that are associated with the position. b. Actively monitor all activities within the VTSA. Use all available surveillance methods. c. Anticipate each vessel's requirements. Mentally place yourself on the bridge of participating vessels and ask yourself, "What information do I need to safely navigate or maneuver?" d. Inform participants of all circumstances that may affect their vessel's transit. e. Monitor vessel departures and add the departure times to your broadcast. If a vessel has not departed within five minutes of their stated departure time the watch stander shall call out to the vessel if the traffic situation no longer allows the vessel to safely get underway. Hold the vessel at the dock if the situation has changed and get them underway when the waterway is again clear. f. Caution vessels about real or potential hazards. g. Recommended and Directed actions will prevent maritime accidents. h. Direct a vessel's movement when required to ensure transit safety. (Do not use rudder or speed commands) i. Professionalism is the watchword. Never argue with participants. Be firm and polite. Speak clearly and in a calm voice, follow standard procedures whenever possible, and above all, be accurate. (Controversy will be a notification to the Watch Supervisor) j. Know the channel situation, including traffic locations and intended destinations, as well as hazards that effect navigation. 12

15 VTS Berwick Bay IOP Chapter 1 June 2012 k. Accurately maintain all sensors, CCTV, PAWSS, and radar presentations to depict the channel situation. l. Do not hesitate to request assistance whenever you cannot properly monitor the channel due to traffic levels, communications volume, surveillance casualties, etc. Use the other watch personnel as necessary to help "maintain the picture." m. VTS operations do not allow personnel to have a sit down lunch. Always keep the VTS office spaces at an acceptable appearance level. n. Keep noise levels at an absolute minimum. o. Televisions may be on with the permission of the watch Supervisor and strictly on a not to interfere basis. p. Commercial broadcast radio receivers are not permitted in the VTC. q. It is imperative when dealing with any unusual or emergency situation to not overlook the needs of the other users. Staff watches with additional personnel when necessary to effectively deal with emergency or heavy traffic situations. r. All watch personnel shall ensure they are rested prior to duty. Personnel on duty may be in an "off the board" status; however, they remain instantly available to supplement the watch. s. Consumption of alcoholic beverages during the time off before a watch must not affect or impair watch-standing abilities during a watch or any prescription type medicines that may affect the vigilance or ability of a Watch Stander. t. The personal use of the TV's and stand-alone computers are on a not to interfere basis at the w/sups discretion. 13

16 VTS Berwick Bay IOP Chapter 2 June 2012 B. CHAPTER 2 Traffic Management Principles, Low Water Procedures, Clearances, Reduced Visibility: ref VTS Berwick Bay Authority: Ports and Waterways Safety Act (33 USC 1223): authority to establish, operate, and maintain VTS Berwick Bay. 33 CFR 160.5: Vessel Traffic Services are delegated authority under 33 CFR to discharge the duties of the Captain of the Port that involve directing the operation, movement, and anchorage of vessels within a Vessel Traffic Service area including management of vessel traffic within anchorages, regulated navigation areas and safety zones, and to enforce Vessel Traffic Service and ports and waterways safety regulations. This authority may be exercised by Vessel Traffic Center personnel. 33 CFR 161: Establish procedures to facilitate vessel traffic flow in predictable patterns. If a hazardous or unsafe situation develops within the VTSA, these regulations give authority to interact and respond to situations. 33 CFR : A VTS may issue measures or directions to enhance navigation and vessel safety and to protect the marine environment. 1. Active and Passive Traffic Management: There are two general traffic management concepts; passive and active. Operating a VTS is a form of active traffic management. Navigation Rules and Traffic Separation Scheme's are forms of passive traffic management. The decision to use active or passive traffic management tools largely depends on the assessed navigational risk in the port or waterway. VTS Berwick Bay primarily operates on the principal of Active Management due to the interaction with mariners (stop/go) and vessel holding points. Effective vessel traffic control requires blending active and passive traffic management to accomplish the mission. It is relatively easy to close a channel. Opening a channel requires imposing limitations on the waterway, and controls over individual vessel movements, to clear congestion resulting from the closure in an orderly fashion. The Rules (CFR, Rules of the Road, etc), Vessel Movement Reporting System, VTS Traffic Routing scheme, equipment, and communication in conjunction with highly trained personnel, combined with accurate state of the art surveillance facilitate the control of vessels and make the waterway predicable. The effective use of all surveillance equipment is imperative to ensure information accuracy. Together these facilitate effective Traffic Management. a. Active Traffic Management: Involves direct interaction between the government and mariner to ensure compliance with regulations and provide information facilitating safe navigation. Active management is used where passive management is inadequate. Active Traffic Management provides a desired level of protection for people, property and environment. b. Passive Traffic Management: Is a form of traffic management where the extent of compliance is solely vested with the user. Aids to navigation systems, Navigation Regulations ("rules of the road"), traffic separation schemes, are forms of passive management. Safety within the VTSA is not ensured by passive management concepts alone. 14

17 VTS Berwick Bay IOP Chapter 2 June Authorization of vessel movements: VTS personnel use surveillance, communications equipment, and other resources to collect, organize, display, and analyze information. VTC personnel approve or disapprove movements and direct vessels to not proceed past a designated point or not enter the system. Vessels shall not be permitted to proceed if their passage will contribute to or present a developing danger. VTS personnel must evaluate all relevant factors when considering the degree of control necessary to facilitate safety. The traffic controller must remain flexible, weigh each situation and its impact on safety, and select the appropriate traffic control measure(s) required to meet changing conditions and include analysis of all surveillance displays ensure a close watch for suspicious or unauthorized activities. Scrutiny of vessel movements and actions are part of vessel traffic management duties. 3. Traffic Advisories: Standardization of advisories - both terminology and format - are important. Standardization is the best approach when it comes to collecting, assembling, analyzing, and disseminating information. Use accepted pro-words, terms, and formats in order to ensure advisories are clear, concise, logical, accurate, complete, and consistent. Traffic advisories are provided from all of the resources available to the controller. Evaluate circumstances and act accordingly. The safety of vessels, life, and property in the VTSA must not be jeopardized by blindly following procedures. When needed, deviations from standardized advisories must be infrequent and clearly relate to the immediate situation. If there is time, obtain permission from supervisors before deviating from established procedures. Do not wait until the vessel calls in at a reporting point to pass traffic or other pertinent information if passing the information sooner will lessen confusion and contribute to the safe navigation of the vessel. Conversely, do not pass traffic advisories so far in advance of the event that they may be forgotten due to amount of time or become confused with other traffic situations occurring faster. There is no individual rule covering every situation Watch Standers will face. In some situations, there may be several ways to achieve an appropriate solution. The purpose of this section is not to restrict action on the part of Watch Standers but to provide a framework that ensures consistent VTS action to promote waterway transit safety. Except when requested to identify the source for clarity, do not differentiate between the tools available at hand, (i.e.: PAWSS, Radar, or the CCTV) in the traffic advisory, but refer in general to all displayed information as "THE DISPLAY." Prefix all advisories with the phrase, "THE DISPLAY SHOWS." a. Parts: There are four parts of an advisory that are provided to vessels when they enter the VTSA or when calling at reporting points. Advisories consist of the following portions: 1) Vessel Traffic The traffic portion of the advisory is given in the sequence order of: MCMO Meeting Vessels Crossing Vessels Maneuvering Vessels (including vessels docking, getting underway, turning around, aground, wind bound, stopped, pushed in, or anchored.) Overtaking Vessels (when overtaking can be determined) Any vessel towing astern on a hawser. For Vessels Entering the VTSA: Report opposing traffic through the next two reporting points and slower traffic moving in the same direction thru one reporting point if the possibility exists there might be an overtaking situation. 15

18 VTS Berwick Bay IOP Chapter 2 June 2012 For Vessels Underway within the VTSA: Report opposing traffic through two reporting points and traffic beyond the second reporting point that the vessel may meet before reaching its next reporting point. A Wide Tow is a tow where width is 55 ft or more. Advise mariners in advisories by using the width of tow in feet. A Long Tow is a tow where length is 800 ft or more. Advise mariners in advisories by using the length of tow in feet. 2) Aids to Navigation Discrepancies: Include all "known" ATON discrepancies within the VTS, one reporting point in advance in advisory considering the direction of travel. Known ATON discrepancies immediately adjacent to the VTS Area shall be included in the advisory upon checking out of the system. 3) Hazards to Navigation: Include information that may affect a vessel's transit. Hazards include operations that may restrict the channel or situations that may otherwise affect a vessel's transit. Give this part of the advisory at each reporting point and include hazard warnings one reporting point ahead in the direction of travel and those immediately beyond the next reporting point that may impact a vessel's transit through that reporting point. Known Hazards to Navigation immediately adjacent to the VTSA shall be reported upon checking out of the system. 4) Traffic Control Measures Any traffic control measures that are in effect b. Advisory Updates: Provide an updated advisory whenever doubt exist, requested, or the circumstances are such that an advisory will reduce risk of a Maritime Incident. Following are examples when an updated advisory may be necessary: Any time traffic measures are changed. Vessels names or types to clarify the advisory and further the safety to navigation. Include all applicable major waterways. A report of "no traffic" within a particular waterway is not required unless necessary to clarify an advisory. Destinations will be given when necessary to clearly depict a traffic situation. Non-routine maneuvers and if you suspect a vessel is not aware of another vessel. Discrepancy of an aid to navigation and any changes to known channel hazards. Use established aids to navigation to reference locations if possible. If there is no aid to navigation available, use a charted geographic name or a common facility. Many of the checkpoints within the VTS are local facilities or locally known points. An updated advisory shall consist of at least the new information. Unless it is required to clarify the situation, there is no need to broadcast a complete advisory. 4. Assistance, Recommendations, Measures and Directives a. REQUEST FOR NAVIGATIONAL ASSISTANCE: Navigation assistance service is provided only at the request of the vessel operator. In providing this service, the VTS contributes to the shipboard decision-making process by giving navigational information such as course and speed made good; position relative to the fairway axis and waypoints, ATON, or other landmarks; and the positions, intentions, and identities of surrounding traffic. Navigation assistance service may also include specific warnings to individual vessels or initiating Securite calls for any vessel lost or disoriented. 16

19 VTS Berwick Bay IOP Chapter 2 June 2012 b. Recommendations: A VTS uses its communications resources to highlight particular information or recommend particular actions to vessel operators, shore side facilities, and other organizations. These recommendations usually are given to resolve miscommunications or otherwise call attention to particular circumstances, hazards, or conflicts when there is doubt that appropriate action is being taken. Recommendations are suggestions, are not binding, and are preventative. They are usually worded to advise traffic of a hazard and indicate caution is required. Adjust to a safe speed" is an example of an appropriate term for a recommendation. Recommendations are best used as an interim solution to defuse a potentially hazardous situation. Prudent mariners will voluntarily follow a recommendation, foregoing a need for actual directives. If the recommendation is not agreed to, a directive may be necessary. Never direct a course to be steered or engine orders to be executed. Passing arrangements are the responsibility of the master of the vessel and are made between other vessels. A VTS should intervene when aware of unsuitable or hazardous passing arrangements have been made between vessels. VTS shall not make passing arrangements. c. VTS Measures: ref 33 CFR When a situation dictates the necessity to provide direction to vessel traffic, the VTS uses VTS Measures to control traffic. These measures also include imposing operating requirements, procedures, mandatory position reporting, COTP directives, prioritization of movements, allocation of holding space, established routes, speed limits or other measures necessary. A request or recommendation is a suggestion and may be considered non-binding. Do not use a suggestion when a directive or measure is required. 1) A VTS may issue measures or directions to enhance navigation and vessel safety and to protect the marine environment, such as, but not limited to: a) Designating temporary reporting points and procedures; b) Imposing vessel operating requirements; or c) Establishing vessel traffic routing schemes. 2) During conditions of vessel congestion, restricted visibility, adverse weather, or other hazardous circumstances, a VTS may control, supervise, or otherwise manage traffic, by specifying times of entry, movement, or departure to, from, or within a VTS area. The Traffic Controller may also: Restrict movements to one direction. Restrict movements to certain times. Require vessels be assisted by other towboats. Establish size and speed limitations. Restrict vessels movement with poor or unusual operating characteristics Establishing a COTP Safety Zone. 17

20 VTS Berwick Bay IOP Chapter 2 June 2012 d. Directives: ref 33 CFR Directives are made to specific vessels. Generally, a directive when given to a vessel is issued for controlling the vessel's movement. VTS Berwick Bay is authorized to originate DIRECTIVES to vessels operating within the VTSA. A directive's wording must be simple and clear. It must not confuse any user, nor be misconstrued as an order directing the actual maneuvering of a vessel. Rudder commands, specific speeds, and engine commands are prohibited. The action of the Watch stander with regard to imposing a directive is a matter of judgment, it is not discretionary. Watch standers will notify the Watch Supervisor a situation requires imposing directives beyond normal operations. Limit DIRECTIVES issued as an order to a specific vessel to GO / NO-GO or YES / NO situations. Examples include: "DO NOT PROCEED NORTH OF THE HIGH LINES." "HOLD AT SWIFTSHIPS." "DO NOT PROCEED NORTH OF THE HIGH LINES." Ensure "direction" is clear during one-way traffic and if overtaking is or is not permitted. 5. Monitoring Waterways and Vessel Movements: a. Vessels Entering the VTSA: Processing traffic begins in one of two ways. A vessel reports it is entering the system or a Watch Stander observes a vessel maneuvering in the system, which is required to, but has not yet checked into the Vessel Movement Reporting System (VMRS). 1) The mandatory participation and reporting requirements are published in the VTS Users Manual. VTS Watch Standers must obtain the required information, or estimate when necessary, in order to process vessel movements within the VTSA. 2) Process the movements of all vessels that are required to participate as well as the movements of any other vessel volunteering to participate within the Vessel Movement Reporting System. b. Receiving subsequent vessel reports: Monitor the transit of participating vessels and respond to subsequent vessel reports. c. Using Surveillance Equipment to Monitor Progress of Vessels. Monitor the movement of the reported traffic as well as any targets, which, by their movements or location, may present a potential risk to navigation. Pay special attention to vessels stopped in a channel, shifting berths, vessels aground, pushed into the bank near a channel, crossing or intersecting traffic situations. 1) Closed Circuit Television (CCTV) System: CCTV's are one of the methods for monitoring vessel movements. Use CCTV's proactively to visually check vessel locations and waterway conditions. Keep CCTV's targeted on appropriate reporting points when not scanning or otherwise monitoring vessel traffic movements. 18