The aim of this study is to develop a simulation model which is capable of mimicking actual vessel arrival patterns and vessel entrance decisions (which are made based on expert opinions generally) on congested, narrow waterways. The model is tested on the transit traffic pattern in the Strait of Istanbul. Based on a heuristic scheduling algorithm, this model decides entrance times and vessel types on the strait. The model, with different policies for day and night traffic, is run for a period of seven years with 20 replications for each year. The performance measures of the model are: average interarrival times, number of vessels passed and entrance times for each successive vessel pair in both traffic directions. The model results are congruent with the actual results of performance measures. Therefore, it may be deduced that the proposed algorithm can be a guide for operators regarding scheduling decisions in congested, narrow waterways.

This paper traces the birth and formation of Vessel Traffic Services, examines the rapid growth of such schemes worldwide and notes the tendency for mandatory ship reporting systems to be operated from VTS centres. Questions are asked about this tendency and thoughts are provided.

Safety is a crucial issue in densely sailed waterways. Traffic guidance systems (VTS) have proven to be valuable in this respect. The effectiveness of current systems and the benefits for improvements in navigation are addressed in this paper. Relevant incidents are analysed with a risk assessment tool (Accident Sequence Precursor method) developed for complex system analyses. The method is capable of drawing conclusions on a high level: strategic and tactic events and the human errors associated with the navigator's task cycle. Changes in current VTS systems will not likely improve safety records in dense areas. Improvements might best be achieved by reducing or eliminating the human factor in incident sequences.

In 1948, the port of Liverpool was probably the pioneer of European VTS, when they set up a radar station, in order to facilitate the boarding of pilots from the cutter. In 1951, Long Beach in California established a radar and VHF to facilitate port operations. Le Havre established another system and so, gradually, other ports followed. At this time commercial radar was comparatively new, and made it possible for the first time, under almost all weather conditions, to observe vessel traffic from the shore. In combination with VHF radio, a traffic surveillance system was achieved and real- time information exchange between the shore and ships became possible. Nevertheless, it was not until 1985 that the role of VTS in connection with navigation safety, traffic efficiency and environmental protection gained international recognition. This recognition is contained in an IMO resolution, which constitutes the VTS guidelines.

In this paper, we shall outline the reasons why the installation of shipborne equipment, which enables vessels to be positively identified from the shore and from other vessels, is so important and necessary. We shall also describe the latest innovations in this field and propose minimum standards for a transponder system.

This paper discusses the necessity and feasibility of the application of Pulse Doppler Radar in vts through analysing the limitations of the non-coherent, single frequency, radar and the advantages of PD radar.