Captain's Blog : Role of Vessel Traffic Services

Most Vessel Traffic Management systems around the world prefer to keep a low profile when it comes to making a positive contribution towards collision avoidance, the general view being that, when it comes to collision avoidance, all such manoeuvres are addressed by COLREGS and alert seafarers need only follow them to steer clear of potential close-quarter situations. VTS's could make a positive contribution towards safety by taking a pro-active role in resolving ambiguities between, say, several vessels converging simultaneously at the pilot ground. Some are known to allocate turn numbers to vessels in the order of approach usually when vessels have already jostled for space and one has established a clear 'lead' over the 'next in line'. VTS's need to consider establishing clear speed limits within a, say, 3-mile perimeter of the pilot-boarding ground when approaching from seaward.

A few congested and - at least in one case- chaotic, approaches to pilot-boarding grounds that one can recall easily are Chanjiang-kou (Shanghai), Ngan Chou (Hongkong), Uraga Pilot (Tokyo bay) and EPBG"A" (Singapore).

In Singapore, the situation is unique. Outward-bound from Brani/Keppel/Tanjong Pagar terminals, having found myself short on time to carry out an effective appraisal of approaching and/or through traffic in the straits, and with the VTS's role restricted to informing the shipmaster about location and movement of ALL targets, irrespective of the degree of threat, I have endeavoured to increase the safety envelope around own vessel by slowing down considerably prior disembarking pilot. This allows valuable time to process all targets and resolve potential tight situations.

Elsewhere, VTS operators could refrain from providing excessive, sometimes irrelevant, inputs which lead to information overload and distract the Bridge Team.

With increasing volumes of traffic - and ship speeds - transit through ultra-busy straits such as Dover and Singapore Straits have increasingly become an area of concern to the mariner. Some tanker-owners already stipulate speed limits and/or "no-overtaking" zones for the busiest sectors of the straits. Here again, imposing a mandatory maximum speed limit of 12- 14 knots in bottle-neck areas will reduce risks.

Responsibility of enforcing such a rule could be vested with the VTS.