WHOI-90-52

In addition to the safety improvements made possible by shore-base trffic monitoring are the
improvements on-board the vessels themselves. Ships equippe for automatic position reportng
should furter equip themselves with integrated navigation systems to conform accurately to their
intended route plan. Full automation of the integrate navigation function is importt on ships
with reduce bridge personnel. Both visual and electronic watch keeping wil continue to be
extremely importt for saety. The less time that's spent in routine navigation and operational
tasks the more time there is available for watch keeping.
Integrated navigation systems of varing degrees of sophistication exist today. All of the
tehnologies required for fully automatic integration are saling today. Route planning is done
by reference to data extrcte from paper chars. This is adequate for the present but wil be
greatly improved with the advent of electronic chars. The only deterrent to immediate
widespread use of integrate navigation is the necssity to prove that such systems have the
required reliabilty and performance. Vessels so equippe and saling are now being caefully
followed for the data that wil provide that proof.
When considering the value of updating the Port and Tanker Safety Act to establish new, higher
levels of saety, it is apparent that there's a nee for a thorough study of the entwined policy and
tehnica issues involved. Some of the issues that should be addresse in that study are the
following:
1. In U.S. waters, should government (e.g. Coast Guard) exercise some degree of
control over route plans for takers and hazdous liquid cago caers? For example,
should route plans of takers and hazdous liquid cago caers be fied before deparure
from U.S. ports or upon entr int U.S. waters? Would this result in improved safety
becuse of the greater cae that would be exercise? A study of past grounding incidents
should revea ths.
2. Should the reportng of position be made mandatory? Should this reportng be made
automatic? Should such position reports be automaticaly recived at a central data
procssing site and use to determine the relationship to the route plan and safe
navigation areas? What frequency of reportng would be required? What other data
besides position, time, and ship's identification should be included (e.g., equipment
failure reports)?
4. Should VTS be extended to more harbors and congeste waterways? Would the
present and future VTS systems be improved by employing the latest available
tehnology? What cordination would be required between VTS and a comprehensive
position reportng system?
5. Beuse other studies aimed at improving saety and reducing damage to the
environment are being initiated or are underway, the merits of all promising approaches
should be compared on a formal basis to assist in the determination of the most effective
and feasible one.
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