History

The TSS developed out of a series of experiments begun in 1967, but it was not until 1971 after a series of accidents that the authorities were galvanised into action. The first accident occurred on 11th January 1971 when the Cypriot registered vessel PARACAS, 10,000 tonnes, collided with the Panamanian registered tanker TEXACO CARRIBEAN, 14,000 tonnes.

The TEXACO CARRIBEAN exploded and broke in two, with the loss of eight lives. The after section remained afloat for some time before sinking, while the bow section was submerged just below the surface. The PARACAS was badly damaged and towed to Hamburg for repairs. The following day the German registered vessel BRANDENBURG, 3,000 tonnes, struck a section of the TEXACO CARRIBEAN and within two miles capsized and sank with the loss of 21 crew members. The final part of the disaster came on 27th February when the Norwegian registered tanker HEBRIS reported seeing a ship sink ahead of her. Several vessels and lifeboats responded to this dramatic message, but there were no survivors from a crew of 22 who were on board the Greek registered vessel NIKI, 3,000 tonnes. Every effort was made by Trinity House to mark the wrecks and warn mariners of their existence, but as can be seen there was a tragic loss of life; in total 51 people died with the loss of three vessels and one badly damaged. This multiple collision together with other maritime disasters around the UK coast brought action on maritime safety from the Department of Trade which was responsible, at that time, for maritime affairs. TSS without radar surveillance was inadequate for the dense and complex traffic situations in the Dover Strait.

Action was taken through the International Maritime Organization (IMO) which resulted in the formation of the Dover Strait Traffic Separation Scheme (TSS). Shipping is separated into two lanes divided by a separation zone. There are two inshore traffic zones: one English and one French. The scheme was the first to be set up in the world and also the first to be under radar surveillance. It was also the first to be adopted by the IMO and coincided with the revised COLREGS of 1972, which includes Rule 10 (Traffic Separation Schemes). The adoption was not finalised until 1977.

A new radar tracking and associated Vessel Traffic Management Information System (VTMIS) for the Channel Navigation Information System (CNIS) at MCA Dover was completed in February 2003. This state-of-the-art technology increases the effectiveness of monitoring the movement of ships and the reporting of hazards and dangers in the Dover Strait.

As part of the upgrade a Vessel Traffic Services (VTS) training facility was installed at MCA Dover, which was partly funded by the European Union under the INTERREG IIIa programme. This facility allows Dover CNIS staff to train on the radar without affecting the live system, and can also be used to provide training for CROSS Gris-Nez operators during exchange visits to CNIS under the joint simulator training agreed in the SURDOV Partnership MOU.

Additionally as part of SURDOV, a Dover CNIS radar display is now installed in Gris-Nez which is fed by a microwave link between the two operating centres; this gives the French Coastguard an improved situational awareness for their operators and provides some resilience for their own system.