P. Komadina et al.: A Proposal for Structuring Monitoring and Control Systems of Navigation in the Traffic Lane Next to the

PAVAO KOMADINA, D.Sc. Section: Traffic Safety and Security E-mail: [email protected] Preliminary Communication IGOR RUDAN, M.Sc. 1\ccepted:Dec. 15,2005 E-mail: [email protected] J\pproved:Feb.21,2006 VIADO FRANCIC, M.Sc. E-mail: [email protected] University of , Faculty of Maritime Studies Studentska 2, HR-51000 Rijeka, Republic of

A PROPOSAL FOR STRUCTURING MONITORING AND CONTROL SYSTEMS OF NAVIGATION IN THE TRAFFIC LANE NEXT TO THE PORT OF SPLIT

ABSTRACT make an integral part of models for risk management in sea navigation. The paper introduces a feasible frame for the reorganiza­ The fairway navigation, particularly in a limited tion and control of sea navigation ( system) in the access waterway area is somewhat of a move in the area of watenvay to the port of Split. In the paper a proposal for the in­ uncertainty and it presents danger. For this reason in troduction ofa routing system on the traffic lane next to the port such areas it is necessary to limit the freedom of of Split is presented. A high-grade monitoring ofseagoing navi­ gation means increased safety and a higher protection of the choice of waterway by defining the exactly stated wa­ marine environment. In this sense the validity of structuring a terway routes, thus acting preventively on safety at sea vrs system in the controlled area results from the ever-increas­ as well as protecting the sea and maritime environ­ ing number of transiting vessels, some of which carrying dan­ ment. gerous cargoes with the majority being leisure craft and passen­ The aim of this paper is to define a sole waterway ger ships. The need for installing the system arises as well from access to the port of Split as well as the proposal of set­ the unfavorable hydrographic conditions which affect naviga­ ting the system of Vessel Traffic Services (hereafter: tion and reduce the level of safety in the traffic lane next to the VTS) on the access waterways to the port itself. port of Split. The described proposal ofthe VIS system foresees the opening of new navigable routes with radar and AIS equipments to be included for vessel monitoring. Their location 2. JUSTIFICATION OF SETIING THE and mode of operation are worked out in detail in this paper. RECOMMENDED ROUTE AND VfS KEYWORDS SYSTEM TO THE PORT OF SPLIT

Port of Split, VTS system, routing system, proposal for structur­ The access waterways to the port of Split include ing the access through Drvenik, Solta, and Brac channel and Split gate. The access waterway through Drvenik channel is the northernmost access waterway and it is 1. INTRODUCTION mainly used by ships sailing from the northern part of the Adriatic. The Drvenik channel is located be­ Ships in navigation are exposed to a number of tween the mainland coast and islands dangers which depend on numerous factors recog­ and and at the same time represents nised as maritime, waterway characteristics factors, the busiest waterway between Sibenik and Split ar­ meteorological and oceanographic factors, naviga­ eas. When sailing from the northern areas ships use tional and hydrographical and factors of traffic flow. this fairway because there is no other recommended The level of safety at sea nowadays includes all the route. necessary measures and procedures which can lower This applies in particular to tankers and ships with the risk of accident of navigation. One of the most im­ dangerous cargo due to the fact that when approach­ portant such measures includes surveillance and man­ ing the area of the Drvenik channel from the open agement of sea traffic in waterway areas which allows seas they are located at position (43° 28.2'N - 016° interaction with the above mentioned factors. Such Ol.O'E) for boarding of the pilot, where coastal pilot­ systems which are set in many maritime countries, ing is compulsory.

Promet- Traffic&Transportation, Vol. 18, 2006, No. 2, 67-72 67 P. Komadina et al.: A Proposal for Structuring Monitoring and Control Systems of Navigation in the Traffic Lane Next to the Port of Split

Navigation through this channel takes place in an whose number dropped significantly during the 1990s. area between islands of an average waterway width It is particularly important to point out such merchant of 0.9 M whilst the narrowest part of it is 0.6 M and it ships which come to the port of Split with liquid cargo is between the islands Drvenik Mali and islet Murvi­ and bulk chemicals and the accidents of which would ca on the western part of the channel entrance. The cause catastrophic damages to this part of the Adri­ 7.5 M long access waterway of the Drvenik channel is atic. In the surveyed waterway there exists a high num­ the longest coastal access waterway to the port of ber of passenger and Ro-Ro passenger services, as Split if the access navigating around island Brac is well as a great number of fishing boats and sport and excluded. If one includes the access to the channel it­ leisure boats which all have an impact on the safety at self, ships have to navigate in total 12 M on a short sea. During the summer months these waterways have distance from the mainland coast and island and is­ additional traffic which multiplies the possibilities of lets. maritime accidents. The is the shortest coastal access wa­ Because of easier surveillance and management of terway towards the port of Split, but its passage ca­ traffic from and to the port of Split it is necessary to pacities are limited. The passage approximately 2 M determine a sole access fairway from the area of the long is located between islands of Solta and Brac. open seas. By determining such an access waterway The limiting factor of this passage is its width which the navigation through the more dangerous inter-is­ in its most narrow part comes to only 0.4 M. When land area would be reduced to the minimum, thus also the area of shallow waters is taken from this width, greatly reducing the possibility of collision at sea. Such the remaining belt of safe navigational depth for an access waterway would be monitored from the VTS ships with a bigger draft is only 0.15 M wide. Because centre in Split, which would manage the navigation of such hydrographical properties, two bigger ships and provide the information on momentary situation are denied the possibility of clear passing of overtak­ of the entire waterway. ing, whereas due to the dense concentration of smaller vessels the need for manoeuvring is frequent, 3. THE PROPOSAL FOR SETTING THE which additionally threatens the safety at sea in this limited waterway. RECOMMENDED ROUTE AND THE Approaching the port of Split via 55 M long VfS SYSTEM ON THE WATERWAY and Brac channels is the longest fairway from the open TO THE PORT OF SPLIT seas. Although along this waterway there is no signifi­ cant navigational danger (depth from 50 to 80 m, the According to the International Maritime Organi­ narrowest part 1.8 M), because of its length this water­ sation, the VTS system is defined as: way is rarely used. Navigational danger can lie in nu­ - the service established by the authorities with the merous local passenger and Ro-Ro passenger ser­ aim of improving the safety and efficacy of the vices connecting Split with the islands of Brac, Hvar, maritime traffic and the protection of maritime en­ Vis and Korcula, as well as the location of anchorage vironment. The service has to provide the possibil­ placed south-west of the town. However, this route in­ ity of interaction with the traffic and the possibility volves the longest time of navigation in the area of is­ of responding to the traffic situation developing in lands and thus represents an increased possibility of the area of surveillance. accidents (running aground, collision ... ) which is con­ This work is based on calculations made for radar trary to the safety at sea policy which involves taking surveillance systems where the range of the radar de­ the shortest and safest navigation route to the port of vice is defined by the height of the radar antenna and destination. by the height of the object detected. The approxi­ Although at the moment the frequency of traffic in mately defined range of such radar systems in miles is the port of Split does not completely justify the intro­ given in the formula: duction of VTS on its access waterways, the very fact d = 2.21·( .J Hant )+ 2.21·( .fiii) [M], that the port handles more than 3 million passengers where d - is approximate range of radar horizon in annually (6.7 million in the area of the Split Port Au­ miles, Hant- is the height of radar antenna position in thority) is sufficient to do so. The hydrographical cir­ meters and Ht- is the height of radar target in meters. cumstances of access waterways to the port of Split in­ The VTS system in the area of port of Split would crease the possibility of accidents due to the fact that include the area immediately in front of the port itself the port is drawn deep into the island area, which (Split and Brac channel), but also the area of accessing again is another reason for setting up the VTS system. the inner islands Brac, Solta, Drvenik, as well as the Apart from the passengers some of whom come navigation between the above islands. from big cruising ships, the port of Split constantly Because of the above mentioned hydrographical deals with the increased number of merchant ships, circumstances at the access of waterways towards the

68 Promet-Traffic& Transportation, Vol. 18, 2006, No. 2, 67-72 P. Komadina et al.: A Proposal for Structuring Monitoring and Control Systems of Navigation in the Traffic Lane Next to the Port of Split

port of Split, the compulsory waterway can be defined Macaknar, Stipanska and Radiula. The present unsat­ in the area of So Ita and in part of the . In isfactory marking of channel with lighthouses (Stipan­ this area it is necessary to determine the recom­ ska lighthouse Z Bl (2) Ss 8m 6M; Yid 355-255(260)) mended two-way route to and from the port of Split, as renders impossible safe orientation in this area, thus recommended by IMO in the areas where the naviga­ rendering impossible also the navigation at night and tion is difficult and dangerous. Such navigation rout­ under low visibility. For this reason there is a need for ing would allow the safest ship waterways in the area marking this area supposed to be a recommended between the open sea and the port of Split. route in the Solta channel, with additional lighthous­ The area of Solta channel and the recommended es, isolated danger mark and Racon device. route should use all the ships above SOOBT and all the It is necessary to erect a lighthouse on the south­ ships transporting dangerous cargo. The exception to -west shore of the islet Macaknar which would allow this rule would be ships navigating on exactly deter­ easier approach of ships during night navigation or mined local routes which link the port of Split with the navigation under poor visibility. By positioning of the surrounding islands and which would be allowed the lighthouse at the height of 10 m the nominal range passage through Split gate with adequate surveillance (calculated for the height of object of 5 m) would be 11 and management of navigation. The existing place for M which is from the navigational point of view suffi­ pilot boarding the ship is necessary to move to posi­ cient for a safe approach from the area of open seas. tion 43° 23.8'N- 016° 09.1'E at the entrance of the rec­ By establishing the additional sector of light in the ommended route. range from 251 to 260 degrees would make easier the In the entire length of the access waterway the approach to the recommended route of ships from the depths are satisfactory and nowhere smaller than 50 Split channel during night navigation. Racon device meters, except in the part of the recommended route with the range of 20 M should also be installed on the south-west of islet Stipanska where there are areas lighthouses which would additionally render easier with depth of 26 m. the approach of ships to the recommended route with With the recommended navigation route in the the help of radar. area of Solta and Split channel, the sole coastal access It is also necessary to erect a lighthouse on the route to the port of Split would be defined. The area of south-east coast of the islet Krnjas Veli because of the Solta channel was chosen because of its suitable hy­ easier establishing of the position inside the recom­ drographical properties (the width and the depth of mended route. By defining the sector of light from 22 waterway) as well as for the fact that on this access wa­ to 34 degrees, this lighthouse would render easier terway the navigation takes the least part along the homing of ships to the recommended route when ap­ inter island area, except for the access through the proaching from the open seas. The lighthouse should Split gate previously defined as risky for navigation of have the light sector from 251 to 254 degrees and this bigger ships. The limits of recommended route would should point out the dangers of shallow waters in the be defined by points: area Mlin to the ships sailing from the area of port of Split. The area of Mlin shoal is located 0.5 M north­ '-T Latitude Longitude -west from the approach to the recommended route. 1. 43° 23.8' 016° 07.8' Since the access waterway towards the port of Split through the Solta channel is compulsory for all the 2. 43° 24.2' 016° 09.0' ships bigger than 500 BT which arrive to or depart 3. 43° 25.2' 016° 09.7' from the port, it is necessary to erect an additional iso­ 4. 43° 26.4' 016° 14.7' lated danger mark. This is to mark the shallow waters (6.5 m) 0.6 M south-east from the islet Macaknar. The 5. 43° 25.6' 016° 15.0' shoal is located immediately next to the western bor­ 6. 43° 24.7' 016° 10.0' derline of the recommended route at a distance of 7. 43° 24.0' 016° 09.6' 0.15M. 8. 43° 23.2' 016° 09.8' Whilst arriving from the open seas ships will enter into the recommended route area crossing the south­ 9. 43° 23.8' 016° 07.9' -west borders of this area which is located lM from the 10. 43° 23.8' 016° 07.9' shackle of islet Macaknar with the island Stipanska. In this way the entrance of the above mentioned zone is The establishing of ship position by radar surveil­ removed from the above islands and islets Radula and lance during arrival is provided by multiple radar im­ Balkun as well as the crag Kamicic which represent a ages of islands, first of all Vis, Hvar, Brac and ap­ potential danger for the inbound vessels. proaching Sibenik channel also the islands of Solta, It is intended that whilst navigating through the Drvenik Veli and Drvenik Mali and the islets of Orud, recommended route ships keep to the right side of the

Promet-Traffic&Transportation, Vol. 18,2006, No. 2, 67-72 69 P. Komadina et al.: A Proposal for Structuring Monitoring and Control Systems of Navigation in the Traffic Lane Next to the Port of Split

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·~-==-=~~. .:. K ~ •••••• ••• /_ K s ,/; ..; 0-IR C U, //// .. .. ~ ...... ~ -. i::--'-il'!o ... / t ,./ .... '------...:....~~~....;.....;.;..:;.;..._, / .... -··············/ Figure 1 - Recommended route and layout of radar surveillance stations within the VTS System in the Port of Split area Source: developed by the authors

fairway. This is to avoid the possibility of crossing situ­ vide the surveillance of the entire Vis channel, the ation within the fairway. During arrival the only ma­ western side of Korcula channel and the area of ap­ noeuvre within the recommended route is exercised in proach from the open seas between the islands of Vis the area between the islands of Stipanska and Drvenik and Korcula. It also provides for the surveillance of Veli when the course is changed from 40 to 50 degrees the area south-west of the island Vis which will be depending on the course approaching the recom­ used for navigation of ships after diverging from the mended route. Determining of the position of turning main Adriatic route. The range of this radar station is is provided by the lighthouses on the island Stipan and sufficient for surveillance of navigation in the outer the newly erected one on the islet of Kmjas Veli as area of the recommended route, as well as navigation well as the lighthouse on the south-west cape of Mas­ within the Split gates and part of the . lenica. Whilst leaving the Split channel ships will The entire recommended route as well as the ships change their course within the recommended route approaching from the northern Adriatic would be mo­ upon passing abeam of the lighthouse on the island of nitored by the radar station on the island Orud which Stipanska. is located 1.3 M north-west of the recommended The surveillance of approach of ships sailing in route. By erecting the radar station at the height of from the open seas into the recommended route 75m (island altitude 65m) the range of detection of would be exercised with one AIS station placed within surface objects at a distance of 19.1 M would be the port area and with three radar stations. Approach achieved. Such placement of the radar station would to the port from the open seas would be monitored by allow good quality monitoring of ships approaching radar installed on the islet of Veli Yodnjak which is lo­ from the area of northern Adriatic, approach to Dr­ cated within the Pakleni otoci archipelago. By erecting venik channel, approach of ships from the main Adri­ the radar antenna at a height of 54 m (island altitude is atic route and the western part of Vis and Hvar chan­ 44 m) it would be possible to detect surface objects nels. Apart from the surveillance of the recommended within the range of 16.3 M. Such range capacities pro- route it would also be possible to monitor the Split

70 Promet- Traffic&Transportation, Vol. 18, 2006, No. 2, 67-72 P. Komadina et al.: A Proposal for Structuring Monitoring and Control Systems of Navigation in the Traffic Lane Next to the Port of Split channel and the western part of the Brac channel as informing of ships on waterways by the operator well well as the anchorage area of the port of Split. informed on the state of affairs for the entire moni­ The third radar station located in the area of Stara tored area, there is a possibility of avoiding the possi­ Luka with a 30 m high antenna would allow detection bly dangerous situations in advance. of surface objects within the range of 12 M. This radar The data available to an officer aboard a ship is station would provide the monitoring of the middle limited by the properties of his devices and his per­ and western part of the Brac channel, the area of Split sonal knowledge of the local circumstances. Such data channel as well as internal part of the recommended in the areas of inter-island navigation are incomplete, route. With this radar station it would be possible to i. e. they do not show the entire waterway which pro­ monitor the navigation of ships of the entire Split vides for making the decisions based on information gates area as well as navigation to and from the Kas­ of insufficient quality. Adding the ever bigger dimen­ tele bay. sions and the speed of modern ships and due to the Such layout of radar stations provides for the most hydrographical properties, the possibilities for colli­ complete picture of the port of Split area as well as the sion at sea on the approach waterways towards the approach waterways to the port. It is of importance port of Split have increased substantially, thus justify­ that with such a layout of the radar stations it is possi­ ing the introduction of the above-mentioned safety ble to achieve satisfactory surveillance of the area measures. monitored also in the event of failure of a single radar station. Since the areas of surveillance cross over, the Dr. se. PAVAO KOMADINA important parts of fairway are monitored simulta­ E-mail: [email protected] neously from two radar stations. Thus, in case of fail­ Mr. se. IGOR RUDAN E-mail: [email protected] ure of the radar station on the island of Orud the outer Mr. se. VLADO FRANCIC part of the recommended route would be monitored E-mail: [email protected] by the radar station on the island of Veli Vodnjak, Sveuciliste u Rijeci, Pomorski fakultet whilst the inner part could be monitored by the station Studentska 2, 51000 Rijeka, Republika Hrvatska in Split, reducing in this way the area of shadows in case of radar failure to the minimum. SAZETAK In case of failure of the radar station in Split, the monitoring of the area in front of the port would be PRIJEDLOG USTROJA SUSTAVA NADZORA I done from the station on the island of Orud (the Split UPRAVLJANJA PLOVIDBOM NA PLOVNOM PUTU channel and the area of anchorage), whilst the moni­ DO LUKE SPLIT toring of the passage through the Split gates would be done from the station on the island ofVeli Vodnjak. U radu je predstavljen moguCi ustroj organizacije i uprav­ The area of Kastele bay which is not covered by the ljanja pomorskom plovidbom (VTS sustav) na prilaznim plov­ nim putovima do Iuke Split. Prijedlog preporucenog podrucja mentioned radar surveillance would be additionally plovidbe na prilaznom plovnom putu prema luci Split takoder monitored by means of video surveillance. Such sur­ je definiran u samome radu. Kvalitetan nadzor pomorske plo­ veillance would allow monitoring of ships from enter­ vidbe omogucuje poveeanje sigurnosti plovidbe i zastite mor­ ing the bay to the place of berth in the part of Kastele skog okolisa. u tom smislu opravdanost ustroja vrs sustava u bay. Monitoring of ships would be aided by the contin­ promatranom podrucju proizlazi iz cinjenice kontinuiranog uous following of ships via the AIS device. povecanja broja brodova ad kojih se dio odnosi na brodove koji prevoze opasne terete, a veliki dio na plovila za razonodu i putnicke brodove. Nadalje, potreba uspostave sustava proizlazi 4. CONCLUSION iz nepovoljnih hidrografskih uvjeta na plovnim putovima koji utjecu na smanjenu razinu sigumosti plovidbe na prilazu luci This paper describes and establishes the condi­ Split. Prikazani prijedlog VTS sustava obuhvaca uspostavlja­ tions for setting the recommended route and analyses nje novih plovidbenih ruta te upotrebu radarskih i AIS ured.aja the basic properties and structure of the possible VTS u postupku nadzora brodova, a Ciji se smjestaj i nacin rada u system. The proposed set-up of the recommended radu detaljno opisuje. route and the VTS system on the approach area to the KL.JUCNE RIJECI port of Split systematically takes into consideration the possibilities of surveillance and managing of navi­ Luka Split, VTS sustav, preporuceno podrucje plovidbe, prijed­ gation as well as the impact on increase of the safety at log ustroja sea and reducing the possibility of collision at sea. Such a set-up allows for much higher safety at sea LITERATURE and reduces the possibility of collision at sea due to gross navigational errors or non-observance of regula­ [1] Harre I.,AISAdding New Quality to VTS Systems, Jour­ tions for preventing collisions at sea. With the timely nal of Navigation, Vol. 53, No. 3 (2000), pp. 527-539.

Promet- Traffie&Transportation, Vol. 18, 2006, No. 2, 67-72 71 P. Komadina et al.: A Proposal for Structuring Monitoring and Control Systems of Navigation in the Traffic Lane Next to the Port of Split

[2] Komadina P. Vessel traffic management system- sustav [5] Kop, G.: General Principles of VI'S and the !MO Guideli­ upravljanja pomorskim prometom na Hrvatskoj obali, nes, The Nautical Institute on Pilotage and Shiphandl­ Proceedings, Pomor. Fak., god. 7 (1993) Vol. 1, pp. ing, 1990. pp. 205-208 109-121. [6] IALNIMPAJIAPH World YTS Guide, 1999. [3] Komadina P., Zec D., Bicanic Z., 0 nacelima usmjera­ [7] IMO Resolution A. 827(19): Ships' Routeing vanja pomorske plovidbe, Nase more 42 (5-6), Dubrov­ [8] IMO Resolution A. 857(20): Guidelines for vessel nik, 1995. traffic services; [4] Komadina P., Zec D., Strategic development of maritime [9] http://home.t-online.de/homeNTMIS/index.htm traffic organization on the , Nase more- 44 [10] www.cordis.lu (3-4), Dubrovnik, 1997., pp. 115-120. [11] www .worldvtsguide.org

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