Ships' Routeing

Contents Charts:

Introduction Part A

General provisions

Part B

Traffic separation schemes

Part C

Deep-water routes

Part D

Areas to be avoided

Part E

Other routeing measures

Part F

Associated rules and recommendations on navigation Mandatory Ship Reporting Systems and

Part G

Mandatory Routeing Systems Part H

Adopted Archipelagic Sea Lanes

How to Search Ships’ Routeing About the International Maritime Organization IMO Membership List of IMO Address of the IMO Publications Section Colophon and Copyright Notice

Part A - General provisions on ships' routeing International Convention for the Safety of Life at Sea, 1974, as amended - Regulation V/8 - Ships' Routeing 1 2 3 4 5 6 7 8 9

Objectives Definitions Procedures and Responsibilities Methods Planning Design Criteria Temporary Adjustments and Suspensions Use of Routeing Systems Representation on Charts

Figures: Traffic separation by separation zone and line 1 Separation of traffic by natural obstructions 2 Inshore traffic zones 3 Sectorial division of adjacent traffic separation schemes at approaches to focal points 4 Separation of traffic at a roundabout 5 Separation of traffic at a crossing 6 Separation of traffic at a junction 7 A junction, showing a separation line substituted for a zone, where there will be crossing traffic 8 Precautionary area at a focal point 9 Precautionary area with recommended direction of traffic flow around an area to be avoided 10 Precautionary area at a junction with recommended directions of traffic flow 11 Deep-water route (two-way) 12 One-way deep-water route (within a traffic lane) 13 Recommended directions of traffic flow between two traffic separation schemes 14 Two-way route (with one-way sections) 15 Recommended routes 16 Recommended tracks (in black) 17 Area to be avoided 18

Part B - Traffic separation schemes TEXT CHART Section I - Baltic Sea Section II - Western European Waters Section III - Mediterranean Sea and Black Sea Section IV - Indian Ocean and adjacent waters Section V - South-east Asia Section VI - Australasia Section VII - North America, Pacific Coast Section VIII - South America, Pacific Coast Section IX - Western North Atlantic Ocean, Gulf of Mexico and Caribbean Sea Section X - Asia, Pacific Coast

Part B - Traffic separation schemes TEXT CHART Section I - Baltic Sea 1 Off Sommers Island 2 Off Hogland (Gogland) Island 3 Off Rodsher Island 4 Off Kalbådagrund Lighthouse 5 Off Porkkala Lighthouse 6 Off Hankoniemi Peninsula 7 Off Köpu Peninsula (Hiiumaa Island) 8 Off Gotland Island 9 Off Öland Island 10 South of Gedser 11 Off Falsterborev 12 In The Sound 13 Off Kiel Lighthouse 14 Between Korsoer and Sprogoe 15 At Hatter Barn

Part B - Traffic separation schemes TEXT CHART Section II - Western European Waters 1A Summary chartlet A - English Channel and Dover Strait 1B Summary chartlet B - Dover Strait and North Sea 1 West of the Scilly Isles 2 South of the Scilly Isles 3 Off Land's End, between Seven Stones and Longships 4 Off Ushant 5 Off Casquets 6 In the Strait of Dover and adjacent waters 7 At West Hinder 8 Off Friesland 9 In the approaches to Hook of Holland and at North Hinder 10 Off Texel 11 Off Vlieland, Vlieland North and Vlieland Junction 12 Terschelling-German Bight 13 German Bight western approach 14 Jade approach 15 Elbe approach 16 Off Feistein 17 Off Fastnet Rock 18 Off Smalls 19 Off Tuskar Rock 20 Off Skerries 21 In the North Channel 22 Off Finisterre 23 Off Berlenga 24 Off Cape Roca 25 Off Cape S. Vicente 26 At Banco del Hoyo

Part B - Traffic separation schemes TEXT CHART Section III - Mediterranean Sea and Black Sea 1 In the Strait of Gibraltar 2 Off Cabo de Gata 3 Off Cani Island 4 Off Cape Bon 5 Saronicos Gulf 6 Strait of Istanbul – North Approach 7 Strait of Istanbul 8 Strait of Istanbul – South Approach and Sea of Marmara 9 Strait of Çanakkale 10 Strait of Çanakkale – South-west Approach 11 Between the Ports of Odessa and Ilichevsk 12 In the approaches to the Ports of Odessa and Ilichevsk 13 In the southern approaches to the Kerch Strait

Part B - Traffic separation schemes TEXT CHART Section IV - Indian Ocean and adjacent waters 1 In the Gulf of Suez 2 In the entrance to the Gulf of Aqaba 3 In the Strait of Bab E1 Mandeb 4 Off Ras al Hadd 5 In the Strait of Hormuz 6 Tunb-Farur 7 Between Zaqqum and Umm Shaif 8 In the approaches to Ras Tanura and Ju'aymah 9 Marjan/Zuluf 10 Off Dondra Head 11 Off Alphard Banks 12 Off the FA Platform TEXT CHART Section V - South-east Asia 1 Summary chartlets for the Straits of Malacca and Singapore 2 At One Fathom Bank 3 Port Klang to Port Dickson 4 Port Dickson to Tanjung Keling 5 Malacca to Iyu Kecil 6 In the Singapore Strait (Main Strait) 7 Singapore Strait (Off St. John’s Island) 8 Singapore Strait (Off Changi/Pulau Batam) 9 At Horsburgh Lighthouse area 10 In the East Lamma and Tathong Channels TEXT CHART Section VI - Australasia 1 South of Wilson Promontory in the Bass Strait 2 In the Bass Strait

Part B - Traffic separation schemes TEXT CHART Section VII - North America, Pacific Coast 1 In Prince William Sound, Alaska 2 In the Strait of Juan de Fuca and its approaches 3 In Puget Sound and its approaches: Rosario Strait North Rosario Strait South Approaches to Puget Sound Puget Sound - North Puget Sound - South 4 Off San Francisco 5 In the Santa Barbara Channel 6 In the approaches to Los Angeles - Long Beach (A continuation of the Santa Barbara Channel scheme) 7 In the approaches to Salina Cruz TEXT CHART Section VIII - South America, Pacific Coast 1 In the approaches to Arica 2 In the approaches to Iquique 3 In the approaches to Antofagasta 4 In the approaches to Quintero Bay 5 In the approaches to Valparaiso 6 In the approaches to Concepcion Bay 7 In the approaches to San Vicente Bay 8 In the approaches to Punta Arenas

Part B - Traffic separation schemes TEXT CHART Section IX - Western North Atlantic Ocean, Gulf of Mexico and Caribbean Sea 1 In the approaches to Chedabucto Bay 2 In the Bay of Fundy and approaches 3 In the approaches to Portland, Maine 4 In the approach to Boston, Massachusetts 5 In the approaches to Narragansett Bay, Rhode Island, and Buzzards Bay, Massachusetts 6 Off New York 7 Off Delaware Bay 8 In the approaches to Chesapeake Bay 9 In the approaches to Galveston Bay 10 Off Cabo San Antonio 11 Off La Tabla 12 Off Costa de Matanzas 13 In the Old Bahama Channel 14 Off Punta Maternillos 15 Off Punta Lucrecia 16 Off Cabo Maysi 17 In the approaches to the port of Veracruz

Part B - Traffic separation schemes TEXT CHART Section X - Asia, Pacific Coast 1 In the Fourth Kuril Strait 2 In the Proliv Bussol 3 Off the Aniwa Cape 4 In the approaches to the Gulf of Nakhodka 5 Off the Ostrovnoi Point

PART C - Deep-water routes TEXT CHART Section I - Baltic Sea 1 Navigation through the entrances to the Baltic Sea 2 Between Hatter Rev and Hatter Barn 3 Off the east coast of Langeland 4 North-east of Gedser TEXT CHART Section II - Western European waters 1 Deep-water route leading to the Port of Antifer 2 Deep-water route forming part of the north-eastbound traffic lane of the Strait of Dover and adjacent waters traffic separation scheme 3 Deep-water routes forming parts of routeing system "Off Friesland" 4 Deep-water route leading to Europoort 5 Deep-water route leading to IJmuiden 6 Deep-water route west of the Hebrides TEXT CHART Section III - South-east Asia 1 Deep-water routes within the traffic separation schemes in the Strait of Malacca 2 Deep-water routes forming part of the eastbound lane of the traffic separation scheme "In the Singapore Strait" TEXT CHART Section IV - Western North Atlantic Ocean, Gulf of Mexico and Caribbean Sea 1 Deep-water route in the southern approach to Chesapeake Bay

PART D - Areas to be avoided TEXT CHART Section I - North-western European waters 1 In the region of the Rochebonne Shelf 2 In the English Channel and its approaches 3 In the Dover Strait 4 Around the F3 station within the separation scheme “In the Strait of Dover and adjacent waters” 5 At North Hinder Junction Point 6 At Maas Centre 7 In the region of the Orkney Islands 8 In the region of the Fair Isle 9 In the region of the Shetland Islands 10 Between the Smalls Lighthouse and Grassholme Island TEXT CHART Section II - North and Central American waters 1 In the region of Nantucket Shoals 2 In the region of the Bermuda Islands 3 Off the Florida Coast 4 At Louisiana Offshore Oil Port (LOOP) in the Gulf of Mexico 5 In the approaches to the port of Veracruz 6 At the maritime oil terminal off Cayo Arcas 7 In the Gulf of Campeche 8 In the region of the North-west Hawaiian Islands 9 Off the Washington coast 10 Off the California Coast 11 In the approaches to Salina Cruz TEXT CHART Section III - Other areas to be avoided 1 In the region of the Vorioi Sporadhes Islands 2 North of the Straits of Tiran 3 North of Sharm el Sheikh harbour 4 At the southern extremity of the Sinai Peninsula 5 In the region of Fasht Buldani 6 In the region of Mahé Island in the Seychelles 7 In the region of the Aldabra Islands in the Seychelles 8 At Alphard Banks [abolished] 9 In the region of Cape Terpeniya (Sakhalin) 10 In the region of the Great Barrier Reef 11 In the region of Three Kings Islands 12 In the Bass Strait

PART E - Other routeing measures TEXT CHART 1 2 3 4 5 6 7

Recommended directions of traffic flow in the German Bight Recommended directions of traffic flow in the English Channel Recommended routes in the Fair Isle Channel Recommendations on navigation around the United Kingdom coast Routeing measures in the Strait of Bonifacio Recommended directions of traffic flow off Ras Shukheir Recommended tracks in the Gulf of Campeche

PART F - Associated rules and recommendations on navigation 1 2 3 4 5 6

Recommendations on navigation through the English Channel and the Dover Strait Rules and recommendations on navigation through the Strait of Istanbul, the Strait of Canakkale and the Marmara Sea Rules for ships navigating in the Gulf of Suez Rules for navigation of laden tankers off the South African Coast Rules for vessels navigating through the Straits of Malacca and Singapore Navigation in the vicinity of the Grand Banks of Newfoundland

PART G - Mandatory Ship Reporting Systems and Mandatory Routeing Systems International Convention for the Safety of Life at Sea, 1974, as amended - Regulation V/8-1 - Ship reporting systems TEXT CHART Section I - Mandatory Ship Reporting Systems In the Great Belt Traffic area 1 In the Dover Strait/Pas de Calais 2 Off Ushant 3 Off Finisterre 4 In the Strait of Gibraltar traffic separation scheme area 5 In the Strait of Bonifacio 6 In the Straits of Malacca and Singapore 7 In the Torres Strait and the Inner Route of the Great Barrier Reef 8 Systems for protecting North Atlantic right whales in sea areas off the 9 north-eastern and south-eastern coasts of the United States Section II - Mandatory Routeing Systems Mandatory route for tankers from North Hinder to the German 1 Bight and vice versa

PART H - Adopted Archipelagic Sea Lanes General provisions for the adoption, designation and substitution of archipelagic sea lanes Introduction Objectives Definitions and Clarifications Procedures and Responsibilities Criteria for Consideration and Adoption of Proposals Substitution of Archipelagic Sea Lanes and Traffic Separation Schemes Use of Archipelagic Sea Lanes and Normal Passage Routes Representation on Charts Section I - Adopted Archipelagic Sea Lanes TEXT CHART 1

Partial system of archipelagic sea lanes in Indonesian archipelagic waters

Sea Lane I: South China Sea - Natuna Sea - Karimata Strait - Western Java Sea - Sunda - Strait - Indian (Hindia) Ocean Sea Lane IA: Spur from North of Pulau Merapas to point (I-3) Sea Lane II: Celebes (Sulawesi) Sea - Makasar Strait - Lombok Strait - Indian (Hindia) Ocean Sea Lane IIIA: Pacific Ocean - Maluku Sea - Seram Sea - Banda Sea - Ombai Strait - Sawu Sea - Indian (Hindia) Ocean Sea Lane IIIB: Spur from Point (IIIA-8) to (IIIB-2); Banda Sea - Leti Strait - Timor Sea Sea Lane IIIC: Spur from Point (IIIA-8) to (IIIC-2); Banda Sea - Arafuru Sea Sea Lane IIID: Spur from Point (IIIA-11) to (IIID-1); Sawu Sea - Sea between Sawu and Roti Islands - Indian (Hindia) Ocean

Introduction The practice of following predetermined routes originated in about 1898 and was adopted, for reasons of safety, by shipping companies operating passenger ships across the North Atlantic. Related provisions were subsequently incorporated into the International Conventions for the Safety of Life at Sea. The 1960 Safety Convention referred to the same practice in converging areas on both sides of the North Atlantic. The Contracting Governments undertook the responsibility of using their influence to induce the owners of all passenger ships crossing the Atlantic to follow the recognized routes and to do everything in their power to ensure adherence to such routes in converging areas by all ships, so far as circumstances permit. In 1961 the institutes of navigation of the Federal Republic of Germany, France and the United Kingdom undertook a study of measures for separating traffic in the Strait of Dover and, subsequently, in certain other areas where statistics indicated an increased risk of collision. Their studies resulted in proposals for the separation of traffic in those areas as well as for certain basic principles of ships' routeing. These proposals were submitted to the International Maritime Organization (IMO), the specialized agency of the United Nations responsible for maritime safety and efficiency of navigation, and were generally adopted. This initial step was further developed by IMO and the basic concept of separating opposing traffic was applied to many areas throughout the world. The increase in recent years in the size and draught of ships has produced problems in certain shallowwater areas and led to the establishment of deep-water routes. Similarly, the hazards to navigation in certain areas and the associated dangers to the marine environment and ecology have resulted in the establishment and adoption of `àreas to be avoided'' by certain ships. Today, in accordance with regulation 8(b), chapter V of the International Convention for the Safety of Life at Sea, 1974 (1974 SOLAS Convention), IMO is recognized as the only international body for establishing and adopting measures on an international level concerning routeing and areas to be avoided by ships or certain classes of ships; whilst, in accordance with regulation 8-1(b), chapter V of the International Convention for the Safety of Life at Sea, 1974, IMO is recognized as the only international body for developing guidelines, criteria and regulations on an international level, including adoption of ship reporting systems.

Ships' Routeing is intended primarily for Administrations responsible for planning and supporting routeing systems for use by international shipping. Part A consists of General Provisions on Ships' Routeing which have been developed to ensure that all adopted routeing systems conform to the same general criteria and principles. Parts B to F include descriptions of routeing systems and associated rules and recommendations on navigation which have been adopted by the Organization. A new Part G includes descriptions of ship reporting systems and mandatory routeing measures which have been adopted by the Organization. Rule 10 of the International Regulations for Preventing Collisions at Sea, 1972 (COLREG 1972), as amended by Assembly resolutions A.464(XII), A.626(15) and A.678(16), prescribes the conduct of vessels within or near traffic separation schemes adopted by IMO. The text of rule 10 is reproduced in part B. Through its appropriate bodies, IMO keeps the subject of ships' routeing under continuous review by adopting new routeing systems and amending or, when necessary, withdrawing existing systems. A Government intending to establish a new or amended routeing system should be guided by this publication and follow all recommended consultative procedures to ensure that a proposed system will comply with the General Provisions in part A. Proposed routeing measures should be submitted to the Sub-Committee on Safety of Navigation at least three months before a scheduled meeting. The SubCommittee will evaluate a proposal for technical compliance with the General Provisions and make a recommendation regarding its adoption. Submissions should include, in addition to the description of the routeing measure and associated chartlet, the reference chart or charts listed in the description of the routeing measure with the proposed routeing system delineated thereon. The Maritime Safety Committee will adopt all routeing measures in accordance with Assembly resolutions A.572(14), A.669(16) and A.826(19).

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INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974, AS AMENDED Regulation V/8 - Ships' routeing (a)

Ships' routeing systems contribute to safety of life at sea, safety and efficiency of navigation, and/or protection of the marine environment. Ships' routeing systems are recommended for use by, and may be made mandatory for, all ships, certain categories of ships or ships carrying certain cargoes, when adopted and implemented in accordance with the guidelines and criteria developed by the Organization.*

(b)

The Organization is recognized as the only international body for developing guidelines, criteria and regulations on an international level for ships' routeing systems. Contracting Governments shall refer proposals for the adoption of ships' routeing systems to the Organization. The Organization will collate and disseminate to Contracting Governments all relevant information with regard to any adopted ships' routeing systems.

(c)

(d)

(e)

This regulation, and its associated guidelines and criteria, does not apply to warships, naval auxiliary or other vessels owned or operated by a Contracting Government and used, for the time being, only on government non-commercial service; however, such ships are encouraged to participate in ships' routeing systems adopted in accordance with this regulation. The initiation of action for establishing a ships' routeing system is the responsibility of the Government or Governments concerned. In developing such systems for adoption by the Organization, the guidelines and criteria developed by the Organization* shall be taken into account. Ships' routeing systems should be submitted to the Organization for adoption. However, a Government or Governments implementing ships' routeing systems not intended to be submitted to the Organization for adoption or which have not been adopted by the Organization are encouraged to follow, wherever possible, the guidelines and criteria developed by the Organization.*

(f)

Where two or more Governments have a common interest in a particular area, they should formulate joint proposals for the delineation and use of a routeing system therein on the basis of an agreement between them. Upon receipt of such proposal and before proceeding with the consideration of it for adoption, the Organization shall ensure details of the proposal are disseminated to the Governments which have a common interest in the area, including countries in the vicinity of the proposed ships' routeing system.

(g)

Contracting Governments shall adhere to the measures adopted by the Organization concerning ships' routeing. They shall promulgate all information necessary for the safe and effective use of adopted ships' routeing systems. A Government or Governments concerned may monitor traffic in those systems. Contracting Governments will do everything in their power to secure the appropriate use of ships' routeing systems adopted by the Organization.

(h)

A ship shall use a mandatory ships' routeing system adopted by the Organization as required for its category or cargo carried and in accordance with the relevant provisions in force unless there are compelling reasons not to use a particular ships' routeing system. Any such reason shall be recorded in the ship's log.

(i)

Mandatory ships' routeing systems shall be reviewed by the Contracting Government or Governments concerned in accordance with the guidelines and criteria developed by the Organization.*

(j)

All adopted ships' routeing systems and actions taken to enforce compliance with those systems shall be consistent with international law, including the relevant provisions of the 1982 United Nations Convention on the Law of the Sea.

(k)

Nothing in this regulation nor its associated guidelines and criteria* shall prejudice the rights and duties of Governments under international law or the legal regime of international straits.

__ * Refer to the General provisions on ships' routeing adopted by the Organization by resolution A.572(14), as amended.

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(Adopted 1995)

General provisions on ships' routeing INTRODUCTION

risk of casualties; it includes traffic separation schemes, two-way routes, recommended tracks, areas to be avoided, inshore traffic zones, roundabouts, precautionary areas and deep-water routes.

The General Provisions on Ships' Routeing are established pursuant to regulation V/8 of the SOLAS Convention. 1

OBJECTIVES

1.1 The purpose of ships' routeing is to improve the safety of navigation in converging areas and in areas where the density of traffic is great or where freedom of movement of shipping is inhibited by restricted searoom, the existence of obstructions to navigation, limited depths or unfavourable meteorological conditions. Ships' routeing may also be used for the purpose of preventing or reducing the risk of pollution or other damage to the marine environment caused by ships colliding or grounding in or near environmentally sensitive areas. 1.2 The precise objectives of any routeing system will depend upon the particular hazardous circumstances which it is intended to alleviate, but may include some or all of the following: .1

the separation of opposing streams of traffic so as to reduce the incidence of head-on encounters;

.2

the reduction of dangers of collision between crossing traffic and shipping in established traffic lanes;

.3

the simplification of the patterns of traffic flow in converging areas;

.4

the organization of safe traffic flow in areas of concentrated offshore exploration or exploitation;

.5

the organization of traffic flow in or around areas where navigation by all ships or by certain classes of ship is dangerous or undesirable;

.6

the organization of safe traffic flow in or around or at a safe distance from environmentally sensitive areas;

.7

the reduction of risk of grounding by providing special guidance to vessels in areas where water depths are uncertain or critical; and the guidance of traffic clear of fishing grounds or the organization of traffic through fishing grounds.

.8

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DEFINITIONS

2.1 The following terms are used in connection with matters related to ships' routeing: .1

*

Routeing system Any system of one or more routes or routeing measures aimed at reducing the

.2

Mandatory routeing system A routeing system adopted by the Organization, in accordance with the requirements of regulation V/8 of the International Convention for the Safety of Life at Sea 1974, for mandatory use by all ships, certain categories of ships or ships carrying certain cargoes.

.3

Traffic separation scheme* A routeing measure aimed at the separation of opposing streams of traffic by appropriate means and by the establishment of traffic lanes.

.4

Separation zone or line* A zone or line separating the traffic lanes in which ships are proceeding in opposite or nearly opposite directions; or separating a traffic lane from the adjacent sea area; or separating traffic lanes designated for particular classes of ship proceeding in the same direction.

.5

Traffic lane* An area within defined limits in which oneway traffic is established. Natural obstacles, including those forming separation zones, may constitute a boundary.

.6

Roundabout A routeing measure comprising a separation point or circular separation zone and a circular traffic lane within defined limits. Traffic within the roundabout is separated by moving in a counterclockwise direction around the separation point or zone.

.7

Inshore traffic zone* A routeing measure comprising a designated area between the landward boundary of a traffic separation scheme and the adjacent coast, to be used in accordance with the provisions of rule 10(d), as amended, of the International Regulations for Preventing Collisions at Sea, 1972 (Collision Regulations).

.8

Two-way route A route within defined limits inside which two-way traffic is established, aimed at providing safe passage of ships through waters where navigation is difficult or dangerous.

These terms are used in the 1972 Collision Regulations.

1

.9

Recommended route A route of undefined width, for the convenience of ships in transit, which is often marked by centreline buoys.

.10

Recommended track A route which has been specially examined to ensure so far as possible that it is free of dangers and along which ships are advised to navigate.

.11

Deep-water route A route within defined limits which has been accurately surveyed for clearance of sea bottom and submerged obstacles as indicated on the chart. Precautionary area A routeing measure comprising an area within defined limits where ships must navigate with particular caution and within which the direction of traffic flow may be recommended.

.12

.13

.14

.15

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Area to be avoided A routeing measure comprising an area within defined limits in which either navigation is particularly hazardous or it is exceptionally important to avoid casualties and which should be avoided by all ships, or certain classes of ship. Established direction of traffic flow A traffic flow pattern indicating the directional movement of traffic as established within a traffic separation scheme. Recommended direction of traffic flow A traffic flow pattern indicating a recommended directional movement of traffic where it is impractical or unnecessary to adopt an established direction of traffic flow.

PROCEDURES AND RESPONSIBILITIES

Procedures and functions of IMO 3.1 IMO is recognized as the only international body responsible for establishing and adopting measures on an international level concerning ships' routeing systems for use by all ships, certain categories of ships or ships carrying certain cargoes. 3.2 In deciding whether or not to adopt or amend a traffic separation scheme, IMO will consider whether: .1

.2

*

the aids to navigation proposed will enable mariners to determine their position with sufficient accuracy to navigate in the scheme in accordance with rule 10 of the 1972 Collision Regulations, as amended; the state of hydrographic surveys in the area is adequate;*

.3

the scheme takes account of the accepted planning considerations and complies with the design criteria for traffic separation schemes and with established methods of routeing.

3.3 In deciding whether or not to adopt or amend a routeing system other than a traffic separation scheme, IMO will consider whether the aids to navigation and the state of hydrographic surveys are adequate for the purpose of the system.* 3.4 IMO shall not adopt or amend any routeing system without the agreement of the interested coastal States, where that system may affect: .1 their rights and practices in respect of the exploitation of living and mineral resources; .2

the environment, traffic pattern or established routeing systems in the waters concerned; and

.3

demands for improvements or adjustments in the navigational aids or hydrographic surveys in the waters concerned.

3.5 In deciding whether or not to adopt or amend a mandatory routeing system, IMO will, in addition to the provisions of paragraphs 3.2, 3.3, as appropriate, and 3.4, consider whether: .1

.2

proper and sufficient justification for the establishment of a mandatory routeing system has been provided by the sponsoring Government or Governments; and ports or harbours of littoral States would be adversely affected.

3.6 In deciding whether or not to adopt or amend a routeing system which is intended to protect the marine environment, IMO will consider whether: .1 the proposed routeing system can reasonably be expected to significantly prevent or reduce the risk of pollution or other damage to the marine environment of the area concerned; .2 given the overall size of the area to be protected, or the aggregate number of environmentally sensitive areas established or identified in the geographical region concerned, the use of routeing systems ± particularly areas to be avoided ± could have the effect of unreasonably limiting the sea area available for navigation; and .3

the proposed routeing system meets the requirements of these General Provisions.

3.7 IMO will not adopt a proposed routeing system until is is satisfied that the proposed system will not impose unnecessary constraints on shipping and is completely in accordance with the requirements of

The minimum standards to which hydrographic surveys are to be conducted, to verify the accuracy of charted depths in the traffic lanes of a proposed or amended traffic separation scheme or in a deep-water route or other routeing measure, are those defined in Special Publication No. 44 of the International Hydrographic Organization, IHO Standards for Hydrographic Surveys ± Classification criteria for deep sea soundings ± Procedures for elimination of doubtful data.

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regulation V/8, paragraph (j) of the SOLAS Convention. In particular, an area to be avoided will not be adopted if it would impede the passage of ships through an international strait.

.2

the traffic pattern, hazards to navigation, aids to navigation and the state of hydrographic surveys;

.3

marine environmental considerations;

.4

the application to all ships, certain categories of ships or ships carrying certain cargoes of a routeing system or any part thereof;

.5

any alternative routeing measure, if necessary, for all ships, certain categories of ships or ships carrying certain cargoes which may be excluded from using a routeing system or any part thereof; and

.6

the number, edition and, where possible, the geodetic datum of the reference chart used for the delineation of the routeing system, together with copies of the reference charts listed in the description of the routeing system showing the new system or the amendments to existing systems.

Responsibilities of Governments and recommended and compulsory practices 3.8 A new or amended routeing system adopted by IMO shall not come into force as an IMO adopted system before an effective date promulgated by the Government that proposed the system, which shall be communicated to IMO by the responsible Government. That date shall not be earlier than six months after the date of adoption of a routeing system by IMO but, when new chart editions necessitate a substantially longer period between adoption and implementation, IMO shall set a later date as required by the circumstances of the case. If the Government that proposed the system is unable at the time of adoption by IMO to declare a definite date of implementation, this information should be communicated to IMO as soon as possible thereafter and the implementation date then declared should not be earlier than four months after the date on which the declaration is made; in the case of a traffic separation scheme the exact time of implementation should also be stated. If there is a protracted delay in making such a declaration, the Government concerned should periodically inform IMO of the situation and forecast when implementation is likely to be possible. Either Notices to Mariners to amend charts, or revised charts to depict the system, shall be made available in ample time before the system comes into force. 3.9 The responsible Government implementing a new or amended routeing system should ensure that full and final details of planned changes to aids to navigation, anchorage areas or pilot boarding areas which are closely associated with the system and important to its effective utilization by the mariner are provided to the appropriate hydrographic authority at least six months prior to the date of implementation. 3.10 When establishing or amending a routeing system in a particular area where two or more Governments have a common interest, they should formulate joint proposals for adoption by IMO in accordance with SOLAS chapter V, regulation 8(f). 3.11 A Government, or Governments jointly, proposing a new routeing system or an amendment to an adopted system, any part of which lies beyond its or their territorial sea, should consult IMO so that such system may be adopted or amended by IMO for international use. Such Government or Governments should furnish all relevant information, in particular with regard to: .1 the objectives of the proposed routeing system and a demonstrated need for its establishment, including the consideration of alternative routeing measures and the reasons why the proposed routeing system is preferred;

3.12 Governments are recommended to ensure, as far as practicable, that drilling rigs (MODUs), exploration platforms and other similar structures are not established within the traffic lanes of routeing systems adopted by IMO or near their terminations. When the temporary positioning of a drilling rig or a similar structure in a traffic lane of an adopted traffic separation scheme cannot be avoided, the system should, if necessary, be amended temporarily in accordance with the guidelines given in section 7. In the case of mandatory routeing systems, Governments should ensure that drilling rigs (MODUs), exploration platforms and other structures obstructing navigation and not being an aid to navigation will not be established within the traffic lanes of a traffic separation scheme being part of a mandatory routeing system. 3.13 If the above exploration activities lead to the finding of important exploitation prospects, the effect of subsequent exploitation on the safety of marine traffic should be considered carefully. If the establishment of permanent installations within a traffic separation scheme is unavoidable, permanent amendments to the scheme, if deemed necessary, should be submitted to IMO for adoption. 3.14 Governments establishing routeing systems, no part of which lies beyond their territorial seas or in straits used for international navigation, are requested to design them in accordance with IMO guidelines and criteria for such schemes and submit them to IMO for adoption. 3.15 Where, for whatever reason, a Government decides not to submit a routeing system to IMO, it should, in promulgating the system to mariners, ensure that there are clear indications on charts and in nautical publications as to what rules apply to the system. 3.16 Governments establishing routeing systems, other than traffic separation schemes, no parts of which lie beyond their territorial seas, are recommended to follow the same procedure as that set out in paragraphs 3.14 and 3.15 above.

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3.17 A routeing system, when adopted by IMO, shall not be amended or suspended before consultation with and agreement by IMO unless local conditions or the urgency of the case, as described in paragraph 3.19, require that earlier action be taken. In considering the proposal, IMO shall take account of the objectives, procedures, responsibilities, methods and criteria for routeing systems as set out in these General Provisions. A mandatory routeing system, when adopted by IMO, shall not be temporarily amended or suspended except in urgent cases as described in paragraph 3.19.

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METHODS

In meeting the objectives set out in section 1, the following are among the methods which may be used:

4.1 The separation of opposing streams of traffic by separation zones, or lines where zones are not possible

1

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3.19 In an emergency such as might result from the unexpected blocking or obstruction of a traffic lane or any other part of a routeing system by a wreck or other hazard, immediate temporary changes in the use of the affected traffic separation scheme or other routeing system may be made by the responsible and sponsoring Government or Governments, with the objective of directing traffic flow clear of the new hazard. In such cases, every possible measure shall be taken by the Government or Governments concerned to immediately inform shipping of the hazard and of the temporary changes which have been made. The responsible and sponsoring Government or Governments should inform IMO as soon as possible of any such changes and their justification. 3.20 By rules 10(k) and 10(l) respectively of the 1972 Collision Regulations, a vessel restricted in its ability to manoeuvre when engaged in an operation for either the maintenance of safety of navigation or the laying, servicing or picking up of a submarine cable in a traffic separation scheme is exempted from complying with rule 10 to the extent necessary to carry out the operation. The Government or authority responsible for safety of navigation in a traffic separation scheme should ensure that: .1

the intention of undertaking such an operation is first notified to each Government or appropriate authority concerned;

.2

information about such ships working in a traffic separation scheme is, as far as practicable, promulgated in advance by Notice to Mariners, and subsequently by radionavigation warnings broadcast before and at regular intervals during the operations; and

.3

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such operations are, as far as possible, avoided in conditions of restricted visibility.

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97054

6

Figure 1 ± Traffic separation by separation zone and line In this method, streams of traffic proceeding in opposite or nearly opposite directions are separated by separation zones (4) or lines (3); the use of zones is to be preferred, but in narrow passages and restricted waters it may be necessary to use a separation line rather than a zone so as to allow more navigable space in the traffic lanes. A length of separation line may also be substituted for a zone in positions where this may encourage and facilitate correct procedures by crossing traffic. The outside limits (6) of such traffic separation schemes are the outer boundaries of the traffic lanes. The arrows (1) indicate the established direction of traffic flow.

4.2 The separation of opposing streams of traffic by natural obstructions and geographically defined objects

6 1

1 6

97055

3.18 Mandatory routeing systems should be reviewed, as necessary, by the Government or Governments concerned, taking into account pertinent comments, reports and observations on the routeing system. Elements under review might include variations to traffic patterns, offshore exploration and exploitation, hydrographical changes, effectiveness of aids to navigation and other developments.

Figure 2 ± Separation of traffic by natural obstructions This method is used where there is a defined area with obstructions such as islands, shoals or rocks restricting free movement and providing a natural division for opposing traffic streams.

4.3 The separation of through and local traffic by providing inshore traffic zones

from the most appropriate of the following methods: .1

Roundabouts If the need can be demonstrated, a roundabout may be used to guide traffic counterclockwise round a circular separation zone (4) or specified point, as illustrated in figure 5.

3 4

1

★

e tr affi c zo ne

3

Inshore traffic zone

★

3

hor

★

★

Ins

5

6

6 97056

1

★

4

Figure 3 ± Inshore traffic zones 6

Traffic in inshore traffic zones is separated from traffic in the adjacent traffic lane by separation zones (4) or by separation lines (3) (see also figures 4 and 10).

97058

Beyond the outside limits of traffic separation schemes, ships may navigate in any direction. Where such areas lie between the traffic separation scheme and the coast they may be designated as inshore traffic zones (see also figures 4 and 10), with the purpose of keeping local traffic clear of the traffic separation scheme which should be used by through traffic.

Figure 5 ± Separation of traffic at a roundabout .2

Junctions

4.4 The sectorial division of adjacent traffic separation schemes at approaches to focal points 4 e

★★ 97057

★

3

Ins

97059

Inshor

n zo

ho

6 3 e traffic zone

re

ffic tra

Figure 6 ± Separation of traffic at a crossing

Figure 4 ± Sectorial division of adjacent traffic separation schemes at approaches to focal points This method is used where ships converge at a focal point or a small area from various directions. Port approaches, sea pilot stations, positions where landfall buoys or lightvessels are located, entrances to channels, canals, estuaries, etc., may be considered as such focal points.

The routeing measure to be utilized at focal points, route junctions and intersections should be selected

97215

4.5 The routeing of traffic at focal points and route junctions where traffic separation schemes meet Figure 7 ± Separation of traffic at a junction

5

4 1

2

6

1

1

9

!

2

3 4

4

6

4

Figure 8 ± A junction, showing a separation line substituted for a zone, where there will be crossing traffic These methods are used where two routes join or cross. The directions of traffic flow are established in the lanes of the adjoining schemes; the separation zone may be interrupted, as shown in figures 6 and 7, or replaced by a separation line, as shown in figure 8, in order to emphasize the correct method of crossing by traffic changing from one scheme to the other. .3

Precautionary areas

97219

97216

6

1

Figure 11 ± Precautionary area at a junction with recommended directions of traffic flow It may be best, when routes converge, to terminate them clear of their potential joining points and in such a case a precautionary area (9) can be instituted so as to emphasize the need for care in navigation. Figures 9 and 10 illustrate the use of such an area at focal points; a direction of traffic flow may be recommended (2) around the focal point, as shown in figure 10. Figure 11 gives an example of how a precautionary area (9) can be used at a junction with crossing traffic. The traffic lanes are terminated short of the point where traffic is expected to cross and replaced by a precautionary area within which the recommended directions of traffic flow (2) are indicated. Precautionary areas may also be used at the termination of any single route.

Precautionary area

4.6 Other routeing methods

★★ 97217

Figure 9 ± Precautionary area at a focal point


!

Other routeing methods which may be used are as shown in the figures below: .1

Deep-water routes (figures 12 and 13);

.2

Areas to be avoided (figures 10 and 18);

9

3 2 4 4

!

9

DW

6

6

97220

97218

Figure 10 ± Precautionary area with recommended direction of traffic flow around an area to be avoided

Figure 12 ± Deep-water route (two-way)

.3

Recommended directions of traffic flow (figure 14), two-way routes (figure 15) and recommended routes and tracks through areas where navigation is difficult or dangerous (figures 16 and 17).

8

8

97224

DW 6

Figure 16 ± Recommended routes

97221

7

V

V

V

V

V

Figure 13 ± One-way deep-water route (within a traffic lane)

V

1 2

V

★

97225

V

V

V

V

V

V

V

V

V

V

V

7

Figure 17 ± Recommended tracks (in black)

4

2 1 97222

Area to be avoided

5

Figure 14 ± Recommended directions of traffic flow between two traffic separation schemes 97226

Figure 18 ± Area to be avoided

5

2

PLANNING

5.1 The routeing system selected for a particular area should aim at providing safe passage for ships through the area without unduly restricting legitimate rights and practices, and taking account of anticipated or existing navigational hazards. 97223

Figure 15 ± Two-way route (with one-way sections)

5.2 When planning, establishing, reviewing or adjusting a routeing system, the following factors shall be among those taken into account by a Government: .1

their rights and practices in respect of the exploitation of living and mineral resources;

7

.2

previously established routeing systems in adjacent waters, whether or not under the proposing Government's jurisdiction;

.2

authorities responsible for aids to navigation and for hydrographic surveys and nautical publications;

.3

the existing traffic pattern in the area concerned, including coastal traffic, crossing traffic, naval exercise areas and anchorage areas;

.3 .4

.4

foreseeable changes in the traffic pattern resulting from port or offshore terminal developments;

port authorities; and organizations concerned with fishing, offshore exploration or exploitation and environmental protection, as appropriate.

.5

the presence of fishing grounds;

.6

existing activities and foreseeable developments of offshore exploration or exploitation of the sea-bed and subsoil;

.7

the adequacy of existing aids to navigation, hydrographic surveys and nautical charts of the area;

.8

.9

environmental factors, including prevailing weather conditions, tidal streams and currents and the possibility of ice concentrations; and the existence of environmental conservation areas and foreseeable developments in the establishment of such areas.

5.3 A Government or Governments planning, implementing and maintaining mandatory routeing systems should consider whether, because of the particular circumstances in the area or parts of the area concerned, an associated monitoring service, a reporting service or VTS should be established in accordance with the guidelines adopted by IMO for such services,* as appropriate. 5.4 Routeing systems should not be established in areas where the instability of the sea-bed is such that frequent changes in the alignment and positions of the main channels, and thus of the routeing system itself, are likely. 5.5 When establishing areas to be avoided by all ships or by certain classes of ship, the necessity for creating such areas should be well demonstrated and the reasons stated. In general, these areas should be established only in places where inadequate survey or insufficient provision of aids to navigation may lead to danger of stranding, or where local knowledge is considered essential for safe passage, or where there is the possibility that unacceptable damage to the environment could result from a casualty, or where there might be hazard to a vital aid to navigation. These areas shall not be regarded as prohibited areas unless specifically so stated; the classes of ship which should avoid the areas should be considered in each particular case. 5.6 Governments considering establishing a new routeing system or amending an existing one should consult at an early stage with: .1 mariners using the area; *

This consultation process is implied in paragraphs 3.4, 3.11, 5.2, 5.5 and 6.2. 6 DESIGN CRITERIA 6.1 The following standards should, so far as the circumstances allow, be applied in the design of ships' routeing measures.

General 6.2 Routes should follow as closely as possible the existing patterns of traffic flow in the areas as determined by traffic surveys. 6.3 The configuration and length of routeing systems which are established to provide for an unobstructed passage through offshore exploration and exploitation areas may differ from the dimensions of normally established systems if the purpose of safeguarding a clear passage warrants such a special feature. 6.4 Course alterations along a route should be as few as possible and should be avoided in the approaches to convergence areas and route junctions or where crossing traffic may be expected to be heavy. 6.5 The number of convergence areas and route junctions should be kept to a minimum, and should be as widely separated from each other as possible. Adjacent traffic separation schemes should be placed such that nearly opposing streams of traffic in the adjacent schemes are separated as widely as possible. Route junctions should not be located where concentrated crossing traffic, not following established routes, may be expected, e.g. ferry traffic. 6.6 Routes should be designed to allow optimum use of aids to navigation in the area, and of such shipborne navigational aids as are required or recommended to be fitted by international conventions or by IMO resolutions and recommendations. 6.7 The state of hydrographic surveys within the limits of a routeing system and in the approaches thereto should be such that full information on existing depths of water and hazards to surface navigation is available to nautical charting authorities.

Traffic separation schemes 6.8 Traffic separation schemes shall be designed so as to enable ships using them to fully comply at all times with the International Regulations for Preventing Collisions at Sea, 1972, as amended. 6.9 The extent of a traffic separation scheme should be limited to what is essential in the interests of safe navigation.

Refer to resolution MSC.43(64), Guidelines and criteria for ship reporting systems, and resolution A.857(20), Guidelines for vessel traffic services, as amended.

8

6.10 Traffic lanes should be designed to make optimum use of available depths of water and the safe navigable areas, taking into account the maximum depth of water attainable along the length of the route. The width of lanes should take account of the traffic density, the general usage of the area and the sea-room available. 6.11 Where there is sufficient space, separation zones should be used in preference to separation lines to separate opposing streams of traffic and to segregate inshore traffic zones from adjacent traffic lanes. Separation zones or lines may also be used to separate a traffic lane from adjacent sea areas other than inshore traffic zones, in appropriate circumstances, taking into account traffic density and the available means of fixing ships' positions. 6.12 Position fixing 6.12.1 It should be possible for ships to fix their position anywhere within the limits of and in the immediate approaches to a traffic separation scheme by one or more of the following means, both by day and by night: .1 visual bearing of readily identifiable objects; .2

radar bearings and ranges of readily identifiable objects;

.3

D/F bearings; and

.4

other radionavigation equipment suitable for use throughout the intended voyage.

6.12.2 The position fixing of ships may be supplemented or substituted by shore-based radar and radio direction-finder systems to assist ships which have difficulty to accurately establish their position with the means prescribed under 6.12.1. Such shore-based systems should be approved by IMO before they are recognized as a position-fixing system for supporting the safety of navigation in or near traffic separation schemes. 6.13 When it is considered essential to provide within a traffic separation scheme an additional lane for ships carrying hazardous liquid substances in bulk, as specified in the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto, in circumstances where it is not possible for ships to fix their position as set out in paragraph 6.12 over the whole area of that lane and an electronic position-fixing system covers that area, the existence of that system may be taken into account when designing the scheme. 6.14 The minimum widths of traffic lanes and of traffic separation zones should be related to the accuracy of the available position-fixing methods, accepting the appropriate performance standards for shipborne equipment as set out in IMO resolutions and recommendations. 6.15 Where space allows the use of traffic separation zones, the width of the zone should, if possible, be not less than three times the transverse component of the standard error (measured across the separation zone) of the most appropriate of the position-fixing methods

listed in paragraph 6.12. Where necessary or desirable, and where practicable, additional separation should be provided to ensure that there will be adequate early indication that traffic proceeding in the opposite direction will pass on the correct side. 6.16 If there is doubt as to the ability of ships to fix their positions positively and without ambiguity in relation to separation lines or zones, serious consideration should be given to providing adequate marking by buoys.

Mandatory routeing systems 6.17 The extent of a mandatory routeing system should be limited to what is essential in the interest of safety of navigation and the protection of the marine environment. 6.18 It shall be possible for ships to fix their positions in relation to a mandatory routeing system by one or more of the means mentioned in paragraph 6.12 of this section.

Converging and junction areas 6.19 Whichever of the several available routeing methods is chosen for use at a route junction or in a converging area, it must be a cardinal principle that any ambiguity or possible source of confusion in the application of the 1972 Collision Regulations must be avoided. This principle should be particularly borne in mind when establishing or recommending the direction of traffic flow in such areas. If recommended directions of traffic flow are adopted, these should take full account of the existing pattern of traffic flow in the area concerned, and also of all other applicable provisions of ships' routeing. 6.20 At route junctions the following particular considerations apply: .1

the need to encourage the crossing of traffic lanes as nearly as possible at right angles;

.2

the need to give ships which may be required to give way under the 1972 Collision Regulations as much room to manoeuvre as possible; the need to enable a stand-on vessel to maintain a steady course, as required by the 1972 Collision Regulations, for as long as possible before the route junction; and

.3

.4

the need to encourage traffic not following an established route to avoid crossing at or near route junctions.

Deep-water routes 6.21 In designing deep-water routes, consideration should be given to marking critical turning points. Any wrecks or sea-bed obstructions which lie within the limits of a deep-water route and which have less depth of water over them than the minimum depth of water for the route as indicated on the charts, should be marked.

9

7

Example

TEMPORARY ADJUSTMENTS AND SUSPENSIONS

Traffic separation schemes 7.1 When the temporary positioning of an exploration rig is unavoidable, the design criteria and the provisions for planning should be taken into account before permitting the positioning of the rig or subsequently adjusting a traffic separation scheme.

97229

7.2 The said adjustments should be made in accordance with the following: .1 when the drilling location is situated near the boundary of a traffic lane or separation zone, a relatively slight adjustment of the scheme could have such effect that the drilling rig and its associated safety zone are sufficiently clear of the traffic lane;

Original situation

Example

97230

97227

Original situation

Adapted situation .3

temporary local interruption of the scheme or part of the scheme in the area of location of the drilling rig. Such an interruption could be made a precautionary area;

Example

97228

Adapted situation .2

97231

10

if a small temporary adjustment of the traffic lane is not possible the whole or part of the scheme could be temporarily shifted away from the drilling area so that traffic connected with the drilling operations will stay clear of the lane;

Original situation

8 Temporary precautionary area

8.1 Unless stated otherwise, routeing systems are recommended for use by all ships and may be made mandatory for all ships, certain categories of ships or ships carrying certain cargoes. 8.2 Routeing systems are intended for use by day and by night in all weathers, in ice-free waters or under light ice conditions where no extraordinary manoeuvres or ice-breaker assistance are required. 97232

Adapted situation

.4

USE OF ROUTEING SYSTEMS

temporary suspension of the whole scheme.

7.3 In each case, exploration sites should be reviewed and such conditions specified as the responsible Government may deem necessary to ensure safety of navigation in the area. 7.4 Details of these temporary adjustments should be forwarded to IMO and to appropriate hydrographic offices at least four months before the rig is positioned within an adopted traffic separation scheme so as to allow ample time to inform shipping. When the duration of such temporary adjustments is expected to be six months or more, this should be made known to the relevant hydrographic authorities in order to allow appropriate action to be taken in notifying mariners. 7.5 In the event of a temporary adjustment to a traffic separation scheme remaining in force for more than one year, the responsible Government should consider whether permanent amendments to the scheme may ultimately become necessary and, if appropriate, initiate timely procedures for IMO to adopt such amendments.

Mandatory routeing systems 7.6 Mandatory routeing systems should not be temporarily adjusted. If necessary for the safety of navigation in the area concerned, a mandatory routeing system may be entirely or partly suspended by the Contracting Government or Governments which have implemented such systems. The responsible Government or Governments should inform IMO of such a suspension and promulgate details of the suspension by all appropriate means.

8.3 Bearing in mind the need for adequate underkeel clearance, a decision to use a routeing system must take into account the charted depth, the possibility of changes in the sea-bed since the time of the last survey, and the effects of meteorological and tidal conditions on water depths. 8.4 A ship navigating in or near a traffic separation scheme adopted by IMO shall in particular comply with rule 10 of the 1972 Collision Regulations to minimize the development of risk of collision with another ship. The other rules of the 1972 Collision Regulations apply in all respects, and particularly the rules of part B, sections II and III, if risk of collision with another ship is deemed to exist. 8.5 At junction points where traffic from various directions meets, a true separation of traffic is not really possible, as ships may need to cross routes or change to another route. Ships should therefore navigate with great caution in such areas and be aware that the mere fact that a ship is proceeding along a through-going route gives that ship no special privilege or right of way. 8.6 A deep-water route is primarily intended for use by ships which, because of their draught in relation to the available depth of water in the area concerned, require the use of such a route. Through traffic to which the above consideration does not apply should, as far as practicable, avoid using deep-water routes. 8.7 Precautionary areas should be avoided, if practicable, by passing ships not making use of the associated traffic separation schemes or deep-water routes, or entering or leaving adjacent ports. 8.8 In two-way routes, including two-way deepwater routes, ships should as far as practicable keep to the starboard side. 8.9 Arrows printed on charts in connection with routeing systems merely indicate the general direction of established or recommended traffic flow; ships need not set their courses strictly along the arrows. 8.10 The signal YG, meaning You appear not to be complying with the traffic separation scheme, is provided in the International Code of Signals for appropriate use.

11

9

REPRESENTATION ON CHARTS

9.1 The legends, symbols and notes appearing in paragraphs 9.2, 9.3, 9.4 and 9.5 are recommended by the International Hydrographic Organization as guidance for the representation of details of routeing systems and associated measures on nautical charts. They are included to illustrate the information likely to be found on charts and as an aid to those designing proposed routeing systems for adoption by IMO.

9.2 Use of legends on charts and in notes Legend

Use of legend

Traffic separation scheme

Not usually shown on charts. Referred to in notes.


Shown on charts and referred to in notes.

Precautionary area

May be shown on charts in lieu of the symbol and referred to in notes.

Deep-water route

DW is shown on charts to indicate the deep water; DW or deep-water route is referred to in notes.

Area to be avoided

Shown on charts and referred to in notes.

Two-way route

Not usually shown on charts but referred to in notes.

Recommended route


Recommended track


Mandatory routeing system


9.3 Symbols for basic elements of routeing measures Unless otherwise specified, symbols are printed on charts in colour, usually magenta. Routeing term

Symbol

Description

Applications

Notes and paragraph references

1

Established direction of traffic flow

Outlined arrow

Traffic separation schemes and deep-water routes (when part of a traffic lane)

(1), (2)

2

Recommended direction of traffic flow

Dashed outlined arrow

Precautionary areas, twoway routes, recommended routes and deep-water routes

(1)

3

Separation lines

Tint, 3 mm wide

Traffic separation schemes and between traffic separation schemes and inshore traffic zones

(3), (4) and paragraph 9.4

4

Separation zones

Tint, may be any shape

Traffic separation schemes and between traffic separation schemes and inshore traffic zones

(4), (5) and paragraph 9.4

12

Routeing term

Symbol

Description

Applications

Limits of restricted areas (charting term)

T-shaped dashes

Areas to be avoided and ends of inshore traffic zones

6

General maritime limits (charting term)

Dashed line

Traffic separation schemes, precautionary areas, two-way routes and deep-water routes

7

Recommended tracks: one-way two-way

Dashed lines with arrowheads (colour black)

Generally reserved for use by charting authorities

8

Recommended routes

Dashed line and dashed outlined arrows

Recommended routes

9

Precautionary areas

Precautionary symbol

Precautionary areas

V

V V

5

!

Notes and paragraph references (6) and paragraph 9.4

(7)

(8)

NOTES (1)

Arrows dispersed over width of route. Arrows may be curved. Where the traffic lane is converging, arrows should be oriented to the approximate average directions of the side boundaries.

(2)

Arrow omitted at intersections (other than roundabouts) to avoid implying priority of one lane.

(3)

Separation line 3 mm wide where chart scale permits.

(4)

Tint light enough not to obscure detail beneath it.

(5)

If traffic lanes are separated by natural obstacles, may be replaced by the symbol for general maritime limits at the boundaries of the lanes.

(6)

Stems of dashes point towards the area in question.

(7)

Symbol intended for tracks to be followed closely through inadequately surveyed areas.

(8)

Legend Precautionary area may also be used within the precautionary area instead of the symbol.

For examples of routeing measures using these basic symbols see figures 1 to 18 in section 4.

13

9.4 Boundary symbols in detail Example:

Boundary symbol 8 means that the boundary, indicated by the line, between a precautionary area and an inshore traffic zone is to be shown by T-shaped dashes, with the stems of the T's pointing towards the ITZ.

1

Traffic separation scheme (ends) Open sea

2

Traffic separation scheme (sides) Open sea

or

3

Traffic separation scheme Inshore traffic zone

or

4

Traffic separation scheme next to traffic separation scheme

5

Inshore traffic zone (ends) Open sea

6

Precautionary area Open sea

7

Precautionary area Traffic separation scheme

8

Precautionary area Inshore traffic zone

9

Deep-water route (sides) Open sea

10

Deep-water route (ends) Open sea

11

Deep-water route (ends) Traffic separation scheme

12

Deep-water route next to deep-water route

13

Deep-water route (ends) Precautionary areas

14

Deep-water route Separation zone/line

No boundary

No boundary

No boundary

(Separation zone/line acts as boundary) 15

Two-way route All other areas

16

Area to be avoided All other areas

14

or

(zone)

(zone)

9.5 Cautionary and explanatory notes on charts 9.5.1

Traffic separation schemes and other routeing measures

The existence of special provisions applying to particular measures should be mentioned on the charts affected, if necessary referring mariners to the full text in Sailing Directions. 9.5.2

Deep-water routes

Where maintenance of a minimum depth can be guaranteed, the least depth (e.g. 22 m) may be given after the abbreviation DW. In other cases charted soundings will indicate the least depth, preferably in conjunction with a note giving the date of the latest survey. 9.5.3

Areas to be avoided

Notes on conditions governing avoidance of areas (classes and sizes of ships, nature of cargoes, etc.) should preferably be given on charts and should always be given in Sailing Directions.

15

Rule 10 of COLREG 1972 Rule 10 of the International Regulations for Preventing Collisions at Sea, 1972, as amended on 19 November 1981 by Assembly resolution A.464(XII), on 19 November 1987 by Assembly resolution A.626(15) and on 19 October 1989 by Assembly resolution A.678(16), is applicable to all traffic separation schemes contained in this part. The text is given below.

Rule 10

(e)

Traffic separation schemes (a)

This rule applies to traffic separation schemes adopted by the Organization and does not relieve any vessel of her obligation under any other rule.

(b)

A vessel using a traffic separation scheme shall:

(c)

(d)

A vessel other than a crossing vessel or a vessel joining or leaving a lane shall not normally enter a separation zone or cross a separation line except: (i)

in cases of emergency to avoid immediate danger;

(ii)

to engage in fishing within a separation zone.

(i)

proceed in the appropriate traffic lane in the general direction of traffic flow for that lane;

(f)

(ii)

so far as practicable keep clear of a traffic separation line or separation zone;

A vessel navigating in areas near the terminations of traffic separation schemes shall do so with particular caution.

(g)

(iii) normally join or leave a traffic lane at the termination of the lane, but when joining or leaving from either side shall do so at as small an angle to the general direction of traffic flow as practicable.

A vessel shall so far as practicable avoid anchoring in a traffic separation scheme or in areas near its terminations.

(h)

A vessel not using a traffic separation scheme shall avoid it by as wide a margin as is practicable.

(i)

A vessel engaged in fishing shall not impede the passage of any vessel following a traffic lane.

(j)

A vessel of less than 20 metres in length or a sailing vessel shall not impede the safe passage of a power-driven vessel following a traffic lane.

(k)

A vessel restricted in her ability to manoeuvre when engaged in an operation for the maintenance of safety of navigation in a traffic separation scheme is exempted from complying with this rule to the extent necessary to carry out the operation.

(l)

A vessel restricted in her ability to manoeuvre when engaged in an operation for the laying, servicing or picking up of a submarine cable, within a traffic separation scheme, is exempted from complying with this rule to the extent necessary to carry out the operation.

A vessel shall, so far as practicable, avoid crossing traffic lanes but if obliged to do so shall cross on a heading as nearly as practicable at right angles to the general direction of traffic flow. (i)

A vessel shall not use an inshore traffic zone when she can safely use the appropriate traffic lane within the adjacent traffic separation scheme. However, vessels of less than 20 metres in length, sailing vessels and vessels engaged in fishing may use the inshore traffic zone.

(ii)

Notwithstanding subparagraph (d)(i), a vessel may use an inshore traffic zone when en route to or from a port, offshore installation or structure, pilot station or any other place situated within the inshore traffic zone, or to avoid immediate danger.

1

ii 80˚

INDEX THE SECTIONS OF PART B

Arctic Circle

I

60˚

II X

X

VII

40˚

III IX

Tropic of Cancer

20˚

V

V Equator

0˚

VIII

IV

Tropic of Capricorn

20˚

40˚

VI

VI

60˚ Antarctic Circle

180˚

160˚

140˚

120˚

100˚

80˚

60˚W

40˚

20˚

0˚

20˚

40˚

60˚E

80˚

100˚

120˚

140˚

160˚

180˚

Section I BALTIC SEA

CAUTION: The chartlets are for illustrative purposes only and must not be used for navigation. Mariners should consult the appropriate nautical publications and charts for up-to-date details on aids to navigation and other relevant information. WARNING: The geographical positions given in the descriptions of the routeing systems are only correct for charts using the same geodetic datum as the reference charts indicated under each scheme. Charts published by other hydrographic offices may use a different geodetic datum, as may new editions of the reference charts published after the adoption of the routeing system.

I

64˚

62˚

Helsinki 4

Oslo

3

2

1

5

60˚

6

Stockholm 7

Tallinn

58˚

Göteborg

14 11 13

10

Kiel

20˚

25˚

I/ii

f Th

d

24 h F b

15˚

54˚

97068

10˚

h) 1

Kobenhavn

56˚

(f

9

i

12

15

Shi ' R

8

2000 S W i

INDEX: BALTIC SEA 1: Off Sommers Island 2: Off Hogland (Gogland) Island 3: Off Rodsher Island 4: Off Kalbådagrund Lighthouse 5: Off Porkkala Lighthouse 6: Off Hankoniemi Peninsula 7: Off Köpu Peninsula (Hiiumaa Island) 8: Off Gotland Island 9: Off Öland Island 10: South of Gedser 11: Off Falsterborev 12: In The Sound 13: Off Kiel Lighthouse 14: Between Korsoer and Sprogoe 15: At Hatter Barn

OFF SOMMERS ISLAND (Reference chart: USSR 403, 1989 edition. Note: This chart is based on the single geodetic datum for Soviet nautical charts.)

Description of the traffic separation scheme The traffic separation scheme `Òff Sommers Island'' consists of four parts:

Part I: (a)

A roundabout with a circular traffic separation zone half a mile in diameter is centred at the following geographical position: (1) 60811'.50 N, 027846'.20 E

(b)

A circular traffic lane, one and a quarter miles wide, is established around the circular separation zone.

Part II: (a)

A separation zone, half a mile wide, is centred upon the following geographical positions: (2) 60807'.70 N, 027832'.60 E (3) 60810'.40 N, 027842'.20 E

(b)

A traffic lane, one mile wide, is established on each side of the traffic separation zone.

(c)

A separation line connects the following geographical positions: (4) 60810'.40 N, 027842'.20 E (5) 60810'.60 N,

(d)

A traffic lane, one and a quarter miles wide, is established on each side of the separation line and the outside limits of the traffic lanes are extended to intersect with the outside limit of the roundabout.

027843'.50 E

Part III: (a)

A separation line connects the following geographical positions: (6) 60811'.10 N, 027849'.00 E (8) 60801'.90 N, (7) 60807'.70 N, 028816'.10 E

(b)

A traffic lane, one mile wide, is established on each side of the separation line and the outside limits of the traffic lanes are extended to intersect with the outside limit of the roundabout.

028829'.00 E

Part IV: (a)


(b)

A traffic lane, half a mile wide, is established on each side of the separation line and the outside limits of the traffic lanes are extended to intersect with the outside limit of the roundabout.

028805'.00 E

Note:

The roundabout serves the purpose of facilitating manoeuvring in the area where traffic to and from Leningrad, Vyborg and the western Baltic meets.

(chartlet overleaf)

I/1-1

O. Rondo★ (10)

Bol’shoy ★ Fiskar

.

25'

★Khalli

20'

O. Zapadnyy Berezovyy Sitirok

O. Bol’shoy Berezovyy 15'

★ O. Nerva Sommers I. ★

(9) (1) . (3) . . (5) (4)

. .

(6)

10'

(2) . [5]

(7)

.

See separation scheme “Off Hogland (Gogland) Island”

5'

★

★

★O. Malyy

O. Moshchnyy

25'

30'

35'

40'

45'

50'

55'

28˚

5'

10'

OFF SOMMERS ISLAND

I/1-2

60˚

O. Seskar

15'

20'

25'

30'

35'

40'

55'

97069

20'

(8) .

OFF HOGLAND (GOGLAND) ISLAND (Reference charts: USSR 403, 1989 edition; 404, 1988 edition. Note: These charts are based on the single geodetic datum for Soviet nautical charts.)

Description of the traffic separation scheme The traffic separation scheme `Òff Hogland Island'' consists of two parts:

Part I: (a)

A separation zone, half a mile wide, is centred upon the following geographical positions: (1) 59859'.00 N, 026857'.40 E (3) 59859'.70 N, 027804'.80 E (2) 59858'.70 N, 027801'.40 E

(b)

A traffic lane, one mile wide, is established on each side of the separation zone.

Part II: (a)


(b)

A traffic lane, one and a quarter miles wide, is established on each side of the separation line.

027832'.60 E

OFF RODSHER ISLAND (Reference charts: USSR 403, 1989 edition; 404, 1988 edition. Note: These charts are based on the single geodetic datum for Soviet nautical charts.)

Description of the traffic separation scheme (a)

A separation zone, half a mile wide, is centred upon the following geographical positions: (1) 59859'.90 N, 026836'.50 E (3) 60800'.10 N, 026844'.30 E (2) 60800'.40 N, 026840'.30 E

(b)


Bnk. Ljuderona [2]

.

(5)

Bnk. Meririutta

★

5'

Hogland I. (O. Gogland)

.

(1) .

(2)

★

. (3)

(3)

60˚

.

(1) .

.

★ Rodsher

(4)

(2)

O. Virginy 55'

Bnk.Vikalla

★ 40'

45'

50'

55'

27˚

5'

10'

15'

20'

25'

30'

35'

50'

97082

35'

O. Bol’shoy Tyuters

OFF HOGLAND (GOGLAND) ISLAND + OFF RODSHER ISLAND

I/2/3

Ê DAGRUND LIGHTHOUSE OFF KALBA (Reference chart: USSR 404, 1988 edition. Note: This chart is based on the single geodetic datum for Soviet nautical charts.)


A separation zone, one mile wide, is centred upon the following geographical positions: (1) 59852'.20 N, 025830'.70 E (3) 59853'.90 N, 025846'.50 E (2) 59853'.00 N, 025838'.60 E

(b)

A traffic lane, one and a half miles wide, is established on each side of the separation zone. 60˚ º ★ Kalbadagrund

55'

. (3) . (2)

(1) .

50'

45'

Pärispea

★ Mohni 40'

Juminda nina

Loksa

25'

30'

35'

40'

45'

35'

50'

Ê DAGRUND LIGHTHOUSE OFF KALBA

I/4

55'

26˚

97070

★

OFF PORKKALA LIGHTHOUSE (Reference chart: USSR 404, 1988 edition. Note: This chart is based on the single geodetic datum for Soviet nautical charts.)



(b)

A traffic lane, one and a half miles wide, for westbound traffic, is established on the northern side of the separation zone.

(c)

A traffic lane, two miles wide, for eastbound traffic, is established on the southern side of the separation zone.

Rönnskär

★ Mäkiluoto ★

55'

★ Porkkala Savin 50'

. (3) .

45'

(2)

(1) .

Tallinnamadal

40'

Uusmadal

Naissaar ★

★ 59˚ 35'

NAISSAAR 10'

15'

20'

24˚ 25'

30'

35'

40'

45'

97071

5'

OFF PORKKALA LIGHTHOUSE

I/5

OFF HANKONIEMI PENINSULA (Reference chart: USSR 444, 1988 edition. Note: This chart is based on the single geodetic datum for Soviet nautical charts.)


A separation zone, two miles wide, is centred upon the following geographical positions: (1) 59828'.20 N, 022833'.30 E (3) 59833'.30 N, 022853'.90 E (2) 59831'.90 N, 022842'.60 E

(b)

A traffic lane, four miles wide, is established on each side of the separation zone. 60˚

Padvamaa

Hanko 50'

★ Jussarö ★ Längden

★ Russarö Bengtskär★

40'

. (3) . (2)

30'

. (1)

20'

★ Osmussaar

see separation scheme ‘‘Off Köpu Peninsula’’

. Apollomadalik

. Glotovimadalik

10'

Tahkuna ★

★ VORMSI

40'

50'

22˚

★ 10'

20'

30'

40'

50'

23˚

10'

OFF HANKONIEMI PENINSULA

I/6

20'

30'

40'

50'

97268

Ristna

59˚

HIIUMAA

È PU PENINSULA (HIIUMAA ISLAND) OFF KO (Reference chart: USSR 444, 1988 edition. Note: This chart is based on the single geodetic datum for Soviet nautical charts.)


A separation zone, two miles wide, is centred upon the following geographical positions: (1) 59802'.90 N, 021835'.80 E (3) 59811'.60 N, 021852'.00 E (2) 59807'.70 N, 021842'.60 E

(b)

A traffic lane, four miles wide, is established on each side of the separation zone

20'

★

. (3)

Glotovimadalik 10'

. (2)

Tahkuna ★

.

★

(1)

VORMSI 59˚ Ristna ★

★ Köpu

HIIUMAA 50'

40'

MUHU

30'

Kiipsaarenukk ★ SAAREMAA Vilsandi ★

20' 20'

30'

40'

50'

22˚

10'

20'

30'

40'

50'

23˚

10'

97072

21˚

10'

È PU PENINSULA (HIIUMAA ISLAND) OFF KO

I/7

OFF GOTLAND ISLAND (Reference chart: British Admiralty 2288)


A separation zone, one mile wide, is centred upon the following geographical positions: (1) 56846'.00 N, 018819'.00 E (2) 56849'.50 N, 018827'.50 E

(b)

A traffic lane, three miles wide, is established on each side of the separation zone.

Inshore traffic zone The area between the landward boundary of the traffic separation scheme and Gotland Island and between lines drawn in a direction of 3248 from positions (1) and (2) is designated as an inshore traffic zone.

È LAND ISLAND OFF O (Reference chart: British Admiralty 2251)


A separation zone, two miles wide, is centred upon the following geographical positions: (1) 56802'.00 N, 016835'.00 E (3) 56806'.70 N, 016846'.90 E (2) OÈlands SoÈdra Grund Lighthouse

(b)



The area between the landward boundary of the traffic separation scheme and OÈland Island and between a line drawn in an approximate direction of 3288 from position (1) to OÈlands SoÈdra Udde lighthouse and a line drawn in a direction of 3238 from position (3) to the shoreline is designated as an inshore traffic zone.

GOTLAND 57˚

Hoburg ★

ffic

tra re ho one z

Ins

. (2)

50'

. (1)

Kalmar

40'

ÖLAND

30'

★ Segerstad 20'

re Ölands ★ ho Södra Udde Ins affic tr ne zo

10'

(3)

.

★ Ölands Södra Grund (1)

(2)

.

56˚

50' 10'

20'

30'

40'

50'

17˚

10'

20'

30'

40'

50'

18˚

10'

È LAND ISLAND OFF GOTLAND ISLAND + OFF O

I/8/9

20'

30'

40'

97073

16˚

SOUTH OF GEDSER (Reference chart: Danish 186, 1984 edition. Note: This chart is based on European Datum.)


A separation line connects the following geographical positions: (1) 54831'.20 N, 012814'.10 E (3) 54825'.30 N, (2) 54827'.60 N, 012812'.30 E (4) 54825'.30 N,

(b)


(c)

A traffic lane for westbound traffic is established between the separation line, the separation zone and a line connecting the following geographical positions: (6) 54831'.60 N, 012810'.70 E (8) 54827'.10 N, 012805'.20 E (7) 54828'.10 N, 012809'.50 E (9) 54827'.10 N, 012800'.00 E

(d)

A traffic lane for eastbound traffic is established between the separation line, the separation zone and a line connecting the following geographical positions: (10) 54830'.80 N, 012817'.60 E (13) 54823'.40 N, 012805'.10 E (11) 54827'.20 N, 012815'.20 E (14) 54823'.40 N, 012800'.00 E (12) 54823'.40 N, 012809'.80 E

012809'.40 E 012807'.00 E

Note:

The northern termination of the traffic separation scheme is connected to the deep-water route ``North-east of Gedser'' (see part C, section I). DW

. (6)

(1)

.

(10)

.

54˚ 30'

. (7) . (2) .

.

(9)

(8)

. (11)

. (4)

(5) .

. (3)

.

.

(14)

(13)

. (12)

5'

10'

15'

97074

12˚

25'

SOUTH OF GEDSER

I/10

OFF FALSTERBOREV (Reference charts: Swedish Administration of Shipping and Navigation 921, 1980 edition; 929, 1980 edition. Note: These charts are based on Swedish National Geodetic Datum.)

Description of the traffic separation scheme The traffic separation scheme `Òff Falsterborev'' consists of four parts:

Part I: (a)

A roundabout with a circular traffic separation zone half a mile in diameter is centred upon the following geographical position: (1) 55818'.60 N, 012839'.50 E

(b)

A circular traffic lane, one and three quarter miles wide, is established around the circular separation zone.

Part II: (a)


(b)

A traffic lane, 1.1 miles wide, is established on each side of the separation line and the outside limits of the traffic lanes are extended to intersect with the outside limit of the roundabout.

012842'.50 E

Part III: (a)


(b)

A traffic lane, one mile wide, is established on each side of the separation line and the outside limits of the traffic lanes are extended to intersect with the outside limit of the roundabout.

012838'.90 E

Part IV: (a)


(b)

A traffic lane, one and a half miles wide, is established on each side of the separation line and the outside limits of the traffic lanes are extended to intersect with the outside limit of the roundabout.

012840'.70 E

Inshore traffic zone The area between the eastern landward boundaries of the roundabout and the traffic separation scheme and the Swedish coast, and lying between a line drawn from position (2) to Falsterbokanalen No. 2 Lighthouse (approximate position 55823'.60 N, 012857'.00 E) and a line drawn from position (7) to SkanoÈr Lighthouse (approximate position 55825'.00 N, 012849'.70 E), is designated as an inshore traffic zone.

Note:

The roundabout serves the purpose of facilitating manoeuvring in the area where traffic to and from the Baltic Sea, the Kiel Canal and The Sound meets.

I/11-1

55˚

★

(7) .

25'

Skanör Falsterbo

.

★


(6)

20'

(1)

.

(3)

.

★ Stevns . (5)

(2)

.

15'

30'

35'

97076

.

(4) 12˚ 40'

45'

50'

55'

OFF FALSTERBOREV

I/11-2

IN THE SOUND (Reference charts: British Admiralty 2115, 2594; Danish 131, 1986 edition. Note: The Danish chart is based on European Datum.)



(b)

A traffic lane for northbound traffic is established between the separation line and a separation line connecting the following geographical positions: (4) 56808'.00 N, 012832'.80 E (6) 56803'.40 N, 012840'.10 E (5) 56806'.40 N, 012834'.90 E (7) 55859'.10 N, 012842'.50 E

(c)

A traffic lane for southbound traffic is established between the separation line and a separation line connecting the following geographical positions: (8) 56806'.60 N, 012830'.30 E (10) 56803'.10 N, 012838'.30 E (9) 56805'.50 N, 012833'.30 E (11) 56801'.20 N, 012837'.70 E

(d)

In the southern part of this traffic lane the southbound traffic is divided into two lanes by a line connecting the following geographical positions: (12) 56801'.20 N, 012838'.60 E (14) 56800'.00 N, 012840'.00 E (13) 56801'.70 N, 012838'.90 E (15) 55858'.80 N, 012840'.10 E

012841'.40 E

Inshore traffic zones Western inshore traffic zone The area between the western landward boundary of the traffic separation scheme and the Danish coast and between a line drawn in the direction of 2238 from position (8) and a line drawn in the direction of 2578 from position (11) is designated as an inshore traffic zone. Eastern inshore traffic zone The area between the eastern landward boundary of the traffic separation scheme and the Swedish coast and between a line drawn in a direction of 0468 from position (4) and a line drawn in a direction of 0628 from position (6) is designated as an inshore traffic zone.

Note:

Cross-channel traffic All precautions, including if necessary a reduction of speed, should be taken in the area between Helsingborg and Helsingùr, which is widely used by local cross-channel ferry traffic.

I/12-1

. (4) (1)

.

(8)

.

SWEDEN

(5)

.

e or sh In c ffi tra

(9)

.

ne zo

5'

In

sh

or

e

tra

ffi

c

zo n

e . (2) . (6)

(10) .

Helsingborg

Helsingør (13)

.

DENMARK . (11)

. (12)

(14) .

56˚

. (7) .

The Sound

(15)

12˚ 35'

40'

97075

30'

. (3)

45'

IN THE SOUND

I/12-2

OFF KIEL LIGHTHOUSE (Reference chart: German Hydrographic Office 32, 1986 edition. Note: This chart is based on European Datum.)


A separation zone is bounded by a line connecting the following geographical positions: (1) 54829'.97 N, 010818'.52 E (3) 54829'.02 N, 010816'.57 E (2) 54829'.78 N, 010818'.72 E (4) 54829'.18 N, 010816'.53 E

(b)

A traffic lane for north-eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (5) 54828'.15 N, 010817'.57 E (6) 54829'.20 N, 010819'.40 E

(c)

A traffic lane for south-westbound traffic is established between the separation zone and a line connecting the following geographical positions: (7) 54829'.65 N, 010815'.78 E (8) 54830'.48 N, 010817'.90 E

31'

. (8)

. (1)

Kiel ★

30'

. (2) (7)

.

. (6)

(4) . (3) .

29'

(5)

. 28'

Bülk ★ 27'

54˚ 12'

13'

14'

15'

16'

17'

OFF KIEL LIGHTHOUSE

I/13

18'

19'

10˚ 20'

97077

11'

BETWEEN KORSOER AND SPROGOE

Note: See mandatory ship reporting system `Ìn the Great Belt Traffic area'' in part G, section I. (Reference chart: Danish 143, 1991 edition. Note: This chart is based on European Datum.)



(b)

A traffic lane for northbound traffic is established between the separation line and a line connecting the following geographical positions: (3) 55821'.74 N, 011802'.84 E (4) 55819'.53 N, 011802'.87 E

(c)

A traffic lane for southbound traffic is established between the separation line and a line connecting the following geographical positions: (5) 55821'.85 N, 011801'.42 E (7) 55820'.47 N, 011801'.58 E (6) 55821'.06 N, 011801'.66 E (8) 55818'.95 N, 011801'.49 E

011802'.24 E

Notes: 1

The minimum free water depth in the northbound traffic lane is 17 m and in the southbound traffic lane 19 m.

2

Cross-channel traffic Immediately south of the traffic separation scheme there is heavy east- and west-bound ferry traffic.

3

When participating in the ship reporting system (SHIPPOS), the following shall apply for ships with a deadweight tonnage of more than 40,000 tons: upon receipt of notification of passage through the area, the ferries will endeavour to navigate in such a way that risk of collision does not arise. If, however, risk of collision does arise, the Steering and Sailing Rules (part B) of the International Regulations for Preventing Collisions at Sea, 1972 must be applied.

55˚ 22'

(5)

(1)

.

.

(3)

.

/

(6) .

21'

Halsskov

SPROGØ

(7)

.

20'

Korsør

. (4)

. (2)

. (8)

1'

2'

3'

4'

5'

6'

7'

97078

11˚

19'

8'

BETWEEN KORSOER AND SPROGOE

I/14

AT HATTER BARN (Reference chart: Danish 128, 1985 edition. Note: This chart is based on European Datum.)



(b)

A traffic lane, 800 metres wide, for north-eastbound traffic is established between the separation line and a separation line connecting the following geographical positions: (3) 55854'.77 N, 010857'.56 E (4) 55849'.56 N, 010849'.90 E

(c)

A traffic lane, 800 metres wide, for south-westbound traffic is established between the separation line and a line connecting the following geographical positions: (5) 55854'.65 N, 010855'.39 E (6) 55850'.58 N, 010849'.42 E

010849'.66 E

Inshore traffic zone The area east of the traffic separation scheme, which lies between a line drawn from position (3) above in a direction of 0858 to Sejrù Light and a line drawn from position (4) above in a direction of 1658 to Rùsnñs Light, is designated as an inshore traffic zone.

Notes: 1

The minimum depth of water below mean sea level in the traffic separation scheme is 15 m.

2

Ships with a draught of more than 13 m should use the deep-water route which lies west of the traffic separation scheme.

I/15-1

See description of Deep-water route between Hatter Rev and Hatter Barn (part C, section I)

Bosserne

Sejro

★ Hatter Rev DW

[vii] . (5) . (1)

(3)

55'

.

DW

Hatter Barn


[v] . (6) (2)

55˚

.

50'

(4) .

Røsnæs ★ Puller

45'

★ RØSNÆS

99041

11˚

50 '

AT HATTER BARN

I/15-2

Section II WESTERN EUROPEAN WATERS


II

60˚

17

22 55˚ 14

1B 13

21

9

20

16 15

12 11 10

19

8

1A 18 2

4

7 50˚

6 3 5

INDEX: WESTERN EUROPEAN WATERS

25

26 27

f h) 1 (f i

40˚

Shi ' R

24

45˚

2000 S W i

23

Summary chartlets West of the Scilly Isles South of the Scilly Isles Off Land's End, between Seven Stones and Longships Off Ushant Off Casquets In the Strait of Dover and adjacent waters At West Hinder Off Friesland In the approaches to Hook of Holland and at North Hinder Off Texel Off Vlieland, Vlieland North and Vlieland Junction Terschelling – German Bight German Bight western approach Jade approach Elbe approach Off Feistein Off Fastnet Rock Off Smalls Off Tuskar Rock Off Skerries In the North Channel Off Finisterre Off Berlenga Off Cape Roca Off Cape S. Vicente At Banco del Hoyo

35˚ 5˚

0˚

5˚

10˚

II/ii

Th

d

10˚

97080

15˚

24 h F b

1: 2: 3: 4: 5: 6: 7: 8: 9: 10: 11: 12: 13: 14: 15: 16: 17: 18: 19: 20: 21: 22: 23: 24: 25: 26: 27:

At North Hinder

Deep-water route forming part of the north-eastbound traffic lane of the Strait of Dover and adjacent waters traffic separation scheme

West of the Scilly Isles

Off Land’s End, between Seven Stones and Longships

(see part D) Off Casquets

(see part E)

At West Hinder

51˚

(see Note)

In the Strait of Dover and adjacent waters Deep-water route leading to the port of Antifer

50˚

South of the Scilly Isles

Note: Recommendations on navigation through the English Channel and Dover Strait are given in part F. Recommendations on navigation around the United Kingdom coast are in part E.

Off Ushant (see Note)

49˚

6˚

5˚

4˚

3˚

2˚

1˚

II/1-1

SUMMARY CHARTLET A

0˚

1˚

2˚

97081

48˚ 7˚

II/1-2

German Bight western approach

Deep-water route forming Friesland Junction precautionary part of routeing system area “Off Friesland”

Jade approach

Elbe approach

DW

Off Friesland

30'

Off Vlieland, Vlieland North and Vlieland Junction

DW

Off Texel

DW

Deep-water routes forming parts of routeing system “Off Friesland”. Recommended alternative route for tankers from North Hinder to the German Bight, and vice versa

54˚

Terschelling – German Bight

53˚ Den Helder DW

Mandatory route for tankers from North Hinder to the German Bight and vice versa

(Amended 1998)

DW

Great Yarmouth

DW

Deep-water route leading to Europoort

30'

Deep-water route leading to IJmuiden

Area to be avoided around the F3 station (see part D, section I )

Europoort

In the approaches to Hook of Holland and at North Hinder

Area to be avoided in the Dover Strait (see part D, section I )

30'

At West Hinder

DW

Ramsgate

52˚

DW

DW

Antwerp

Deep-water route forming part of the north-eastbound traffic lane of the Strait of Dover and adjacent waters traffic separation scheme

Dover

51˚

Calais In the Strait of Dover and adjacent waters 30'

2˚

3˚

4˚

5˚

0˚

SUMMARY CHARTLET B

6˚

7˚

8˚

97099

1˚

WEST OF THE SCILLY ISLES Note: See ``Recommendations on navigation through the English Channel and the Dover Strait'' in part F. (Reference chart: British Admiralty 2565, 1982 edition. Note: This chart is based on Ordnance Survey of Great Britain (1936) Datum.)


A separation zone, two miles wide, is bounded by lines connecting the following geographical positions: (1) 49852'.33 N, 006844'.00 W (3) 50802'.98 N, 006842'.50 W (2) 50802'.43 N, 006839'.50 W (4) 49852'.33 N, 006847'.25 W

(b)

A separation zone, one and a half miles wide, is bounded by lines connecting the following geographical positions: (5) 49852'.33 N, 006836'.73 W (7) 50801'.57 N, 006835'.03 W (6) 50801'.18 N, 006832'.78 W (8) 49852'.33 N, 006839'.17 W

(c)

A separation zone, one mile wide, is bounded by lines connecting the following geographical positions: (9) 49852'.33 N, 006852'.13 W (11) 50804'.07 N, 006848'.53 W (10) 50803'.80 N, 006847'.00,W (12) 49852'.33 N, 006853'.78 W

(d)

A traffic lane for north-eastbound ships, three miles wide, is established between the separation zones described in paragraphs (a) and (b) above.

(e)

A traffic lane for south-westbound ships, three miles wide, is established between the separation zones described in paragraphs (a) and (c) above.

Inshore traffic zone The area between the eastern boundary of the traffic separation scheme and the Scilly Isles and lying between a line drawn in a direction of 2708 from Bishop Rock Lighthouse and a line drawn in a direction of 2868 from Round Island Lighthouse is designated as an inshore traffic zone.

SOUTH OF THE SCILLY ISLES Note: See ``Recommendations on navigation through the English Channel and the Dover Strait'' in part F. (Reference chart: British Admiralty 2565, 1982 edition. Note: This chart is based on Ordnance Survey of Great Britain (1936) Datum.)



(b)

A separation zone, one and a half miles wide, is bounded by lines connecting the following geographical positions: (5) 49846'.00 N, 006816'.50 W (7) 49844'.50 N, 006830'.15 W (6) 49846'.00 N, 006829'.50 W (8) 49844'.50 N, 006816'.50 W

(c)

A separation zone, one mile wide, is bounded by lines connecting the following geographical positions: (9) 49836'.50 N, 006816'.50 W (11) 49835'.50 N, 006834'.15 W (10) 49836'.50 N, 006833'.67 W (12) 49835'.50 N, 006816'.50 W

(d)

A traffic lane for eastbound ships, three miles wide, is established between the separation zones described in paragraphs (a) and (c) above.

(e)

A traffic lane for westbound ships, three miles wide, is established between the separation zones described in paragraphs (a) and (b) above.

Inshore traffic zone The area between the northern boundary of the traffic separation scheme and the Scilly Isles and lying between a line drawn in a direction of 1968 from the Bishop Rock Lighthouse and a line drawn in a direction of 1808 from the eastern extremity of St. Mary's Island is designated as an inshore traffic zone.

(chartlet is on page 2-2/3-2/4-2)

II/2-1/3-1

OFF LAND'S END, BETWEEN SEVEN STONES AND LONGSHIPS Note: See ``Recommendations on navigation through the English Channel and the Dover Strait'' in part F. (Reference chart: British Admiralty 2565, 1982 edition. Note: This chart is based on Ordnance Survey of Great Britain (1936) Datum.)



(b)


(c)


(d)

A traffic lane for northbound traffic, three miles wide, is established between the separation zones described in paragraphs (a) and (b) above.

(e)

A traffic lane for southbound traffic, three miles wide, is established between the separation zones described in paragraphs (a) and (c) above.

Inshore traffic zones The area between the eastern boundary of the traffic separation scheme and Land's End, and which lies between a line drawn from position (5) above in a direction of 0788 to the coast and a line drawn from position (6) above in a direction of 0908 to the coast, is designated as an inshore traffic zone. The area between the western boundary of the traffic separation scheme and the Scilly Isles, and which lies between a line drawn from position (12) above in a direction of 2708 to the islands and a line drawn from position (11) above in a direction of 2258 to Round Island Lighthouse, is designated as an inshore traffic zone.

II/4-1

20'

(11) (10) (3)

. .

(11) . . (10) (3)

.

.

(2)

.

.

(7) (6) .

Round I.

★ Inshore traffic zone

.

.

(4)

(1)

.

. .

St Mary’s

★

.

(8) (5)

Bishop Rock

ISLES OF SCILLY

(1)

Lizard Point

★ Wolf Rock (see Recommendations on navigation around the United Kingdom coast in part E)

. (9)

(12)

50'

. (5) . (8)

(7) . (2) .

. (1)

(3) .

. (4)

(10) .

40'

. (9) . (12)

(11) .

30'

20'

10'

6˚

50'

40'

30'

20'

10'

WEST AND SOUTH OF THE SCILLY ISLES + OFF LAND'S END, BETWEEN SEVEN STONES AND LONGSHIPS

97109

II/2-2/3-2/4-2

40'

50˚

(8)

(4)


(6) .

50'

Land’s End

. . (5)


. . .

Penzance Inshore traffic zone ★

.

(12) (9)

. .

Seven Stones ★

(2)

10'

(7) (6)

OFF USHANT Note: See mandatory ship reporting system `Òff Ushant'' in part G, section I. (Reference chart: French 6680 (INT 1708), 1986 edition. Note: This chart is based on European Datum.)


A separation zone, eight miles wide, is centred upon the following geographical positions: (1) 48829'.75 N, 005826'.50 W (3) 48839'.70 N, 005814'.00 W (2) 48835'.40 N, 005822'.00 W

(b)

A separation zone, six miles wide, is centred upon the following geographical positions: (4) 48835'.30 N, 005842'.50 W (6) 48849'.00 N, 005825'.40 W (5) 48843'.20 N, 005836'.10 W

(c)

A traffic lane for north-eastbound ships, three miles wide, is established to the landward side of the separation zone described in paragraph (a) above.

(d)

A traffic lane for south-westbound ships, five miles wide, is established between the separation zones described in paragraphs (a) and (b) above.

(e)

A traffic lane for north-eastbound ships, six miles wide, is established to the seaward side of the separation zone described in paragraph (b) above.

Note:

For ships using the traffic lane described in paragraph (e) above and proceeding either to the eastbound lane of the traffic separation scheme `Òff Casquets'' or to Lyme Bay, a recommended direction of traffic flow (0518 true) extends from position 48853'.65 N, 005831'.10 W to position 49847'.70 N, 003848'.10 W.

The traffic lane for north-eastbound ships described in paragraph (c) above shall not be used by: (a) tankers carrying oils mentioned in appendix I, Annex I, to the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78), with the exception of gasolines, jet fuels and naphtha, mentioned in this Convention; or (b) ships carrying in bulk liquid substances classed in categories A and B mentioned in appendices I and II, Annex II, to the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78).

2

Such ships may use the traffic lane described in paragraph (e) above but only if fitted with an electronic position-fixing appliance appropriate to the area. Such ships not so fitted shall avoid the traffic separation scheme by as wide a margin as possible in accordance with rule 10(h) of the International Regulations for Preventing Collisions at Sea, 1972. This lane may also be used by other ships but only if they are fitted with an electronic position-fixing appliance.

3

The traffic lane for south-westbound ships described in paragraph (d) above may be used by all ships. However, the tankers in ballast and ships referred to in subparagraphs 1 (a) and (b) above shall, so far as practicable, keep within the outer half of the lane.

Note:

(48834'.20 N, 005807'.40 W) (48828'.00 N, 005801'.40 W) (48826'.40 N, 005817'.30 W) (48825'.40 N, 005808'.10 W)

II/5-1

F id

25 h F b

Navigation within the inshore zone is regulated by national rules.

i

as an inshore traffic zone:

Shi ' R

The area between the following limits is designated (1) North-eastern limit: A line joining the eastern corner of the scheme and the Men Korn buoy (2) South-western limit: A line joining the southern corner of the scheme and La Jument lighthouse

2000 S W i


(f

h) 1

1

f

Special provisions

Longships

5´

Seven Stones

50˚

Lizard Pt.

Wolf Rock

55´ 50´ 45´ 40´

35´ 30´

ffic

on

of

low

f

25´

tra

cti

ed

20´

e dir

d

en

15´

m

om

c

Re

10´ 5´

49˚ 55´ 50´

(6)

Île de Batz

(5)

45´

(3) (4)

40´

(2)

35´

Le Four Inshore traffic zone

(1)

30´

Ushant I.

La Jument

25´

Brest

20´ 50´

40´

30´

20´

10´

5˚

50´

40´

30´

20´

10´

4˚

50´

97233

6˚

OFF USHANT

II/5-2

OFF CASQUETS Note: See ``Recommendations on navigation through the English Channel and the Dover Strait'' in part F. (Reference charts: British Admiralty 2669, 1989 edition; French 6966, 1984 edition. Note: These charts are based on European Datum.)


A separation zone, five miles wide, is centred upon the following geographical positions: (1) 49854'.55 N, 002853'.66 W (2) 49859'.55 N, 002824'.41 W

(b)

A separation zone, two miles wide, is centred upon the following geographical positions: (3) 50802'.65 N, 002857'.01 W (4) 50807'.70 N, 002827'.81 W

(c)

A separation zone, one mile wide, is centred upon the following geographical positions: (5) 49846'.80 N, 002850'.41 W (6) 49851'.80 N, 002821'.24 W

(d)

A traffic lane for westbound ships, five miles wide, is established between the separation zones described in paragraphs (a) and (b) above.

(e)

A traffic lane for eastbound ships, five miles wide, is established between the separation zones described in paragraphs (a) and (c) above.

Inshore traffic zone The area between the southern boundary of the traffic separation scheme and the Channel Islands, bounded by lines drawn from the south-west corner of the scheme to Les Hanois Lighthouse, from St. Martin's Point light to the southern extremity of Sark, from the eastern extremity of Sark to Quenard Point and from Quenard Point to the south-east corner of the scheme, is designated as an inshore traffic zone.

Notes: 1

It is important that ships passing in this area listen to the appropriate VHF broadcasts by the Channel Navigation Information Service which provide information concerning traffic, navigation and visibility conditions in this area.

2

The Race of Alderney is not recommended for use by ships other than those proceeding to or from ports in the Channel Islands, ports located on the French coast between Cherbourg and Ushant or inshore routes at Ushant.

II/6-1

Poole

Bournemouth

s Needleel n n a Ch ote 1) (see N

Isle of Wight

St Alban’s Head

Bill of Portland

30'

Lyme Bay

Start Pt (see Note 2 ) . (4) Notes 1: Recommendations on navigation around the United Kingdom coast are in part E 2: Details of the areas to be avoided “In the English Channel and its Approaches” and “Recommended directions of traffic flow in the English Channel” are given in section I of part D and in part E respectively

(3) .

. (2) (1) .

. (6) (5)

Recommended direction of traffic flow from separation scheme “Off Ushant”

r lde

.

Quenard A Point of e c ★ Casquets ★ Ra Alderney Inshore traffic zone

y ne

50˚

Cherbourg

Guernsey 30'

Les Hanois★ 30'

3˚

★

30'

★ Sark 2˚

II/6-2

OFF CASQUETS

30'

1˚

30'

97115

4˚

^

St. Martin’s Point

IN THE STRAIT OF DOVER AND ADJACENT WATERS Note: See ``Recommendations on navigation through the English Channel and the Dover Strait'' in part F and mandatory ship reporting system ``The Dover Strait/Pas de Calais'' in part G, section I. (Reference charts: British Admiralty 2450, 1982 edition; 2451, 1982 edition; 1610, 1989 edition; 2675, 1982 edition. Note: These charts are based on Ordnance Survey of Great Britain (1936) Datum.)



(b)


(c)

A separation (5) (6) (7)

(d)


(e)


(f)

A separation (14) (15) (16) (17)

(g)

A traffic lane for south-westbound traffic is established between the separation zones/lines described in paragraphs (a), (b), (c), (d), (e) and (f) above and the following separation line/zone:

(h)

zone is bounded 51823'.20 N, 51822'.73 N, 51822'.00 N,

zone is bounded 50857'.55 N, 50851'.10 N, 50833'.33 N, 50826'.87 N,

001859'.20 E

by lines connecting the following geographical positions: 001858'.80 E (8) 51816'.50 N, 001852'.40 E 001859'.70 E (9) 51822'.40 N, 001857'.60 E 001858'.50 E 001838'.20 E

by lines connecting the following geographical positions: 001823'.10 E (18) 50822'.08 N, 000801'.00 001817'.30 E (19) 50832'.67 N, 000857'.83 000836'.60 E (20) 50842'.83 N, 001818'.40 000801'.00 W (21) 50856'.83 N, 001824'.13

E E E E

a separation (22) (23) (24)

line connecting the following geographical positions: 51830'.40 N, 002800'.00 E (25) 51806'.90 N, 51823'.00 N, 001850'.00 E (26) 50852'.25 N, 51814'.10 N, 001844'.10 E

a separation (27) (28) (29)

zone bounded by lines connecting the following geographical positions: 50852'.43 N, 001802'.55 E (30) 50832'.67 N, 000803'.40 W 50839'.33 N, 000832'.60 E (31) 50838'.87 N, 000832'.80 E 50834'.60 N, 000804'.20 W (32) 50852'.05 N, 001802'.95 E

001831'.00 E 001802'.75 E

A traffic lane for north-eastbound traffic is established between the separation zones/lines described in paragraphs (a), (b), (c), (d), (e) and (f) above and the following separation zones/lines: a separation (33) (34) (35)

zone bounded by lines connecting the following geographical positions: 50816'.30 N, 000803'.40 E (36) 50839'.25 N, 001822'.73 E 50814'.45 N, 000804'.20 E (37) 50839'.65 N, 001822'.30 E 50826'.33 N, 001800'.30 E (38) 50826'.90 N, 001800'.00 E

a separation line connecting the following geographical positions: (39) 50839'.45 N, 001822'.50 E (41) 50853'.60 N, (40) 50844'.50 N, 001827'.00 E (42) 51804'.30 N,

001830'.80 E 001846'.00 E

a separation zone bounded by the following geographical positions: (43) 51804'.30 N, 001846'.00 E (45) 51811'.20 N, (44) 51806'.40 N, 001849'.00 E (46) 51809'.81 N,

002804'.20 E 002803'.23 E

an uncharted line representing the junction of the scheme with the adjacent scheme `Àt West Hinder'' and joining the following geographical positions: (47) 51811'.20 N, 002804'.20 E (48) 51822'.80 N, 002812'.40 E A separation zone is established within this lane as described in (i) below. (i)

A separation (49) (50) (51) (52)

II/7-1


by the lines connecting the following geographical positions: 002804'.80 E (53) 51809'.72 N, 001845'.72 E 002804'.30 E (54) 51812'.32 N, 001851'.14 E 002801'.10 E (55) 51815'.02 N, 001854'.51 E 001847'.21 E

(j)

A deep-water route forming part of the north-eastbound traffic lane between the separation zone described in paragraph (i) above and the separation zone/line described in paragraphs (c) and (d) above has been established between the latitude of 51809'.70 N and a line connecting the following geographical positions: (i) 51823'.82 N, 002800'.62 E (iii) 51818'.40 N, 002804'.80 E (ii) 51822'.30 N, 002805'.80 E

Note:

An area to be avoided around the F3 station [position (i) of this deep-water route] is described in part D, section I.

Inshore traffic zones The area between the outer boundary of the traffic separation scheme and the English coast which lies between a line drawn in a direction of 1808 from South Foreland Lighthouse and a line drawn in a direction of 3328 from position 50834'.60 N, 000804'.20 W (position (29) above) to the coast is designated as an inshore traffic zone. The area between the outer boundary of the traffic separation scheme and the French coast which lies between a line connecting Cap Gris Nez Lighthouse to position 50853'.60 N, 001830'.80 E (position (41) above) and parallel of latitude 50830' N is designated as an inshore traffic zone.

See description of the traffic separation scheme “At North Hinder”

. (22) (23)

.

(25)

Dover Folkestone

.

..

.

(52)

. (11) (12)

. (44)

. (42)

Fairlight

r

ho Ins (29) (30)

. .

(46)

See description of the

51˚

Calais (41)

★ Cap Gris Nez

(15) .

. (40)

.. (31) (16) .

20'

Dunkerque .

. (20) (37) . .

(28)

. (48)

“At West Hinder”

.. . (13)

ne

c zo

affi e tr

.(ii)

(43) traffic separation scheme

(21)

Beachy Head

. . ..(6)

(7) (49) . (iii) (8) (10) (24) (50) . .. . (55) . (54) (51) . . (45) (47) (53)

South Foreland

(27) .. (26) (32)

. (1)

.

. . (i)

(9)

Ramsgate

(14)

(2) (3) (5)(4)

Boulogne

(39)

40'

(36)

.

(19)


(38) (17)

..

.

(35)

. 20'

(18) (33)

.

(34)

20'

40'

1˚

20'

40'

2˚

97107

0˚

.

20'

IN THE STRAIT OF DOVER AND ADJACENT WATERS

II/7-2

WARNINGS: 1

A deep-water route forming part of the north-eastbound traffic lane is established to the north-west of the Sandettie Bank, and masters considering the use of this route should take into account the proximity of traffic using the south-westbound lane.

2

The main traffic lane for north-eastbound traffic lies to the south-east of the Sandettie Bank and shall be followed by all such ships as can safely navigate therein having regard to their draught.

3

In the area of the deep-water route east of the separation line, ships are recommended to avoid overtaking.

Note:

It is important that ships passing through the Dover Strait listen to the appropriate VHF broadcasts by the Channel Navigation Information Service which provide information concerning traffic, navigation and visibility conditions in the Strait.

Area to be avoided ‘‘Around the F3 station’’ (see part D, section I )

. (22)

See description of the traffic separation scheme “At North Hinder”

. (1) . (2)(3)

. (i) (5) .(4) . (9) . . . (6)

(23) .

.

(7)

Ramsgate

(48) [12]

. (ii)

20'

DW (iii) . (49) (10) . (8)

.

Area to be avoided “In the Dover Strait” (24) . (see part D, section I)

(50) . (55)

. (51)

(54) .

(45)(47)

.

(53)

. .

South Foreland (25) .

Dover

.

Folkestone

(11)(12)

See description of traffic separation scheme “At West Hinder”

.

(52)

(46) [19]

(44) .

.

(42)(43)

Dunkerque (14) . . (13) . (21)

e

ffic tra

n zo

re ho(27) ..(26) s . n I (32)

51˚

Calais

(41) . (15)

.

★

Cap Gris Nez

. . (20)

(40)

Boulogne

(37) . .(39) . (36)

40'

Mont St. Frieux Inshore traffic zone

. (19)

20'

40'

2˚

IN THE STRAIT OF DOVER AND ADJACENT WATERS

II/7-3

97108

1˚

AT WEST HINDER (Reference chart: British Admiralty 1872, 1991 edition. Note: This chart is based on European datum.)



(b)

A separation zone is bounded by a line connecting the following geographical positions: (4) 51819'.20 N, 002816'.70 E (6) 51819'.68 N, 002810'.09 E (5) 51820'.88 N, 002810'.99 E

(c)

A traffic lane for westbound traffic is established between the separation line/zone described in paragraphs (a) and (b) above and a line connecting the following geographical positions: (7) 51823'.50 N, 002840'.00 E (10) 51822'.80 N, 002826'.50 E (8) 51823'.50 N, 002837'.00 E (11) 51821'.30 N, 002817'.70 E (9) 51823'.50 N, 002830'.00 E (12) 51822'.88 N, 002812'.37 E

(d)

A traffic lane for eastbound traffic is established between the separation line/zone described in paragraphs (a) and (b) and above and: (i) a line connecting the following geographical positions: (13) 51821'.10 N, 002840'.00 E (15) 51821'.50 N, 002830'.00 E (14) 51821'.20 N, 002837'.00 E (16) 51820'.00 N, 002824'.60 E (ii) a separation zone bounded by lines connecting the following geographical positions: (17) 51820'.00 N, 002824'.60 E (20) 51811'.29 N, 002804'.17 E (18) 51812'.55 N, 002811'.40 E (21) 51813'.20 N, 002810'.30 E (19) 51809'.90 N, 002803'.20 E

A precautionary area with geographical positions: (22) 51823'.50 (23) 51823'.50 (24) 51822'.30

002816'.70 E

recommended direction of traffic flow is established connecting the following N, N, N,

002840'.00 E 002843'.00 E 002846'.40 E

(25) 51820'.90 N, (26) 51821'.10 N, (27) 51823'.50 N,

002846'.40 E 002840'.00 E 002840'.00 E

The pilot station Wandelaar is positioned in the following geographical position: (28) 51822'.25 N, 002843'.00 E

Notes: 1

Positions (12), (19) and (20) form part of both the scheme `Àt West Hinder'' and the scheme `Ìn the Strait of Dover and adjacent waters''. The small differences in values of these common points are due to the difference of the geodetic datum of the reference charts on which these two schemes are based.

2

An anchorage is established north of the scheme and is bounded by a line connecting the following geographical positions: (i) 51824'.00 N, 002833'.40 E (iii) 51826'.00 N, 002840'.00 E (ii) 51826'.00 N, 002835'.00 E (iv) 51824'.00 N, 002840'.00 E

(chartlet overleaf)

II/8-1

30'

(ii)

. (iii)

.

(7)(22)(27) (9) (10)

(12) .[48]

See description of the traffic separation scheme “In the Strait of Dover and adjacent waters”

.

(11)

(5)

.

.

. . (2) .

(i) .

(8)

.

.

(15)

.

.

(6)

. . . (1) .

25'

(23) (24)

.

.

! (28)

.

(14) (13) (26)

.

(4)

(iv).

(25)

20'

(16) (17)

(3)

15'

(21) .

[47] (20)

.

(18)

.

.

10'

(19) [46]

5'

Dunkerque 51˚

Calais 55'

2˚

5'

10'

15'

20'

25'

AT WEST HINDER

II/8-2

30'

35'

40'

45'

97106

50'

OFF FRIESLAND (Reference charts: British Admiralty 1405, 1978 edition; 1406, 1988 edition; 1408, 1988 edition; 1505 and 2182A, 1978 edition; Netherlands Hydrographic Office INT 1419, 1990 edition; INT 1420, 1990 edition, 1014 (INT 1043), 1988 edition; 1035 (INT 1046), 1988 edition; 1037 (INT 1045), 1989 edition; German Hydrographic Office 50 (INT 1045), 1986 edition; 53, 1984 edition. Note: These charts are based on European Datum.) The following traffic separation schemes form part of the routeing system `Òff Friesland''.


Geographical positions (1) to (6) form the deep-water route ``From North Hinder to traffic separation scheme Òff Brown Ridge''' (see ``Deep-water routes forming parts of routeing system Òff Friesland''' in part C, section II).

Off Brown Ridge scheme (b)


(c)

A traffic lane for northbound traffic is established between the separation zone in paragraph (b) above and a line connecting the following geographical positions: (6) 52854'.17 N, 003822'.00 E (11) 53802'.20 N, 003826'.48 E

(d)

A traffic lane for southbound traffic is established between the separation zone in paragraph (b) above and a line connecting the following geographical positions: (12) 53803'.78 N, 003818'.71 E (1) 52855'.75 N, 003814'.25 E

(e)

Geographical positions (11) to (14) form the deep-water route ``From traffic separation scheme Òff Brown Ridge' to traffic separation scheme `West Friesland''' (see ``Deep-water routes forming parts of routeing system Òff Friesland''' in part C, section II).

West Friesland scheme (f)

A separation (15) (16) (17) (18)


by a line connecting the following geographical positions: 003842'.12 E (19) 53846'.73 N, 004820'.00 E 003831'.47 E (20) 53856'.69 N, 004836'.00 E 003836'.85 E (21) 53859'.22 N, 004836'.00 E 003844'.72 E (22) 53857'.60 N, 004815'.17 E

(g)

A traffic lane for north-eastbound traffic is established between the separation zone in paragraph (f) above and a line connecting the following geographical positions: (14) 53819'.89 N, 003839'.74 E (24) 53845'.90 N, 004823'.32 E (23) 53830'.00 N, 003847'.37 E (25) 54800'.00 N, 004846'.00 E

(h)

A traffic lane for south-westbound traffic is established between the separation zone in paragraph (f) above and a line connecting the following geographical positions: (26) 53857'.20 N, 004810'.02 E (13) 53822'.94 N, 003828'.40 E (27) 53843'.39 N, 003838'.81 E

Friesland Junction precautionary area (i)

A precautionary area is established directly to the north of the ``West Friesland'' traffic separation scheme. The area is bounded by a line connecting the following geographical positions: (26) 53857'.20 N, 004810'.02 E (29) 54805'.59 N, 004859'.32 E (25) 54800'.00 N, 004846'.00 E (30) 54802'.57 N, 004820'.92 E (28) 54801'.14 N, 005800'.34 E (31) 54801'.91 N, 004808'.96 E

East Friesland scheme (j)



by a line connecting the following geographical positions: 005800'.00 E (35) 54808'.97 N, 006801'.33 E 005820'.00 E (36) 54805'.69 N, 005819'.66 E 006801'.90 E (37) 54804'.11 N, 004859'.66 E

(k)

A traffic lane for eastbound traffic is established between the separation zone in paragraph (j) above and a line connecting the following geographical positions: (28) 54801'.14 N, 005800'.34 E (38) 54806'.10 N, 006803'.00 E

II/9-1

(l)

A traffic lane for westbound traffic is established between the separation zone in paragraph (j) above and a line connecting the following geographical positions: (39) 54810'.90 N, 006800'.20 E (29) 54805'.59 N, 004859'.32 E (40) 54807'.17 N, 005819'.32 E

Note:

The positions (38), (34), (35) and (39) coincide with the positions (15), (11), (8) and (14) of the ``German Bight western approach'' traffic separation scheme. (m) Geographical positions (26), (41), (42) and (31) form the deep-water route ``From traffic separation scheme Òff Botney Ground' to precautionary area `Friesland Junction' ''(see ``Deep-water routes forming parts of routeing system Òff Friesland''' in part C, section II). Off Botney Ground scheme (n)

A separation (43) (44) (45) (46)

(o)

A traffic lane for west-/south-west- and south-bound traffic is established between the separation zone in paragraph (n) above and a line connecting the following geographical positions: (42) 54800'.46 N, 003843'.01 E (52) 53844'.40 N, 003801'.40 E (51) 53858'.61 N, 003817'.32 E (53) 53836'.81 N, 002856'.50 E

(p)

A traffic lane for north-/north-east- and east-bound traffic is established between the separation zone in paragraph (n) above and a line connecting the following geographical positions: (54) 53834'.76 N, 003805'.49 E (56) 53853'.13 N, 003828'.02 E (55) 53840'.71 N, 003811'.00 E (41) 53855'.24 N, 003844'.88 E

(q)

Geographical positions (53), (57), (58), (3), (4), (59), (60), (61) and (54) form the deep-water route ``From North Hinder to Indefatigable Bank via DR1 lightbuoy'' (see ``Deep-water routes forming parts of routeing system Òff Friesland''' in part C, section II).

II/9-2



East Friesland Friesland Junction precautionary area

(51) . (49)

. . (44) .

(56)

. . (50) . (43) .

(30)

(31)

.

.

(42)

(21)

(25)

. . (20)

(22) DW (26) . .

.

(40)

(29)

. (37) .. (32) .

. (36) . . (33)

[14] (39)

.

(35) .

.

(34) . (38) [15] 54˚

(28)

(41)

Off Botney Ground . .

(52) . (48) . (45)

(27) .

. .

(19) (24)

. (15)

West Friesland

(55) (53) . . . (47) . (46) (54)

.(18) . (23)

DW

DW

(13) . . (16) . . (17) (14)

(12) . (7) . (10)

. .

(1) . . . (8)(9) . (6)

53˚

Off Brown Ridge

Den Helder

4˚

5˚

II/9-3

OFF FRIESLAND

6˚

97105

3˚

(11)

IN THE APPROACHES TO HOOK OF HOLLAND AND AT NORTH HINDER (Reference charts: British Admiralty 122, 1406 and 3371; Netherlands 1035 (INT 1046), 1988 edition; 1349 (INT 1416), 1983 edition; 1350 (INT 1415), 1986 edition; 1448 (INT 1473), 1985 edition; 1449 (INT 1472), 1986 edition; 1540 (INT 1475), 1988 edition. Note: These charts are based on European Datum.)

Maas North traffic separation scheme (a)


(b)

A traffic lane for northbound traffic is established between the separation zone in paragraph (a) above and a line connecting the following geographical positions: (5) 52804'.57 N, 003858'.87 E (6) 52807'.47 N, 004800'.03 E

(c)

A traffic lane for southbound traffic is established between the separation zone in paragraph (a) above and a line connecting the following geographical positions: (7) 52805'.75 N, 003851'.00 E (8) 52808'.67 N, 003852'.15 E

Maas West inner traffic separation scheme (a)

A separation zone to the north of the Eurochannel is bounded by a line connecting the following geographical positions: (9) 52802'.95 N, 003845'.65 E (11) 52800'.60 N, 003835'.03 E (10) 52801'.48 N, 003845'.95 E (12) 52802'.52 N, 003834'.63 E

(b)

A separation zone to the south of the Eurochannel is bounded by a line connecting the following geographical positions: (13) 52800'.85 N, 003846'.10 E (15) 51858'.92 N, 003835'.40 E (14) 52800'.37 N, 003846'.20 E (16) 51859'.97 N, 003835'.18 E

(c)

A traffic lane for westbound traffic is established between the separation zone in paragraph (a) above and a line connecting the following geographical positions: (17) 52804'.93 N, 003845'.23 E (18) 52804'.80 N, 003834'.13 E

(d)

A traffic lane for eastbound traffic is established between the separation zone in paragraph (b) above and a line connecting the following geographical positions: (19) 51858'.38 N, 003846'.62 E (20) 51856'.37 N, 003835'.95 E

Inshore traffic zone The area between the landward boundary of the traffic separation scheme and the coast which lies between a line drawn from position 51858'.38 N, 003846'.62 E (position (19) above) to (21) [51858'.25 N, 004800'.48 E] and a line drawn from position 51856'.37 N, 003835'.95 E (position (20) above) to (22) [51843'.77 N, 003842'.33 E] is designated as an inshore traffic zone.

Maas Centre precautionary area (a)

A precautionary area is established off the entrance to the Rotterdam Waterway. The area is bounded by a line connecting the following geographical positions: (23) North Mole Head Light (24) South Mole Head Light thence along the South Mole to the geographical position: (21) 51858'.25 N, 004800'.48 E thence to geographical positions (19), (17), (7), (5) and (23).

(b)

The focal point of the precautionary area is located at the following geographical position: (25) 52801'.7657 N, 003853'.5713 E This position coincides with the crossing point of the Eurochannel axis and the leading lights line 1128. A circular area to be avoided with a 0.6 mile radius is established around position (25). (See also Caution 1 and section I of part D).

II/10-1

Maas West outer traffic separation scheme (a)

A separation zone to the north of the (extended) Eurochannel is bounded by a line connecting the following geographical positions: (26) 51858'.50 N, 003809'.92 E (position (iv) of the deep-water route leading to Europoort (see part C, section II)) (27) 51859'.15 N, 003817'.62 E (28) 52801'.78 N, 003817'.03 E (29) 52801'.45 N, 003809'.27 E

(b)

A separation zone to the south of the (extended) Eurochannel is bounded by a line connecting the following geographical positions: (30) 51855'.52 N, 003810'.58 E (32) 51858'.52 N, 003817'.75 E (31) 51856'.57 N, 003818'.18 E (33) 51857'.85 N, 003810'.07 E

(c)

A traffic lane for westbound traffic is established between the separation zone in paragraph (a) above and a line connecting the following geographical positions: (34) 52804'.53 N, 003816'.42 E (35) 52804'.42 N, 003808'.60 E

(d)

A traffic lane for eastbound traffic is established between the separation zone in paragraph (b) above and a line connecting the following geographical positions: (36) 51851'.67 N, 003811'.45 E (37) 51853'.12 N, 003818'.95 E

North Hinder south traffic separation scheme (a)


(b)

A traffic lane for north-eastbound traffic is established between the separation zone in paragraph (a) above and a line connecting the following geographical positions: (42) 51822'.88 N, 002812'.37 E (44) 51845'.47 N, 002840'.00 E (43) 51836'.25 N, 002827'.33 E

(c)

A traffic lane for south-westbound traffic is established between the separation zone in paragraph (a) above and a line connecting the following geographical positions: (45) 51830'.49 N, 001859'.57 E (46) 51851'.40 N, 002828'.78 E

North Hinder north traffic separation scheme (a)


(b)

A traffic lane for south-westbound traffic is established between the separation zone in paragraph (a) above and a line connecting the following geographical positions: (51) 52813'.30 N, 002859'.43 E (52) 52811'.03 N, 002856'.23 E

(c)

A traffic lane for north-eastbound traffic is established between the separation zone in paragraph (a) above and a line connecting the following geographical positions: (53) 52805'.58 N, 003806'.40 E (54) 52807'.85 N, 003809'.60 E

North Hinder Junction precautionary area (a)

A precautionary area is established off North Hinder. The area is bounded by a line connecting the following geographical positions: (44) 51845'.47 N, 002840'.00 E (52) 52811'.03 N, 002856'.23 E (36) 51851'.67 N, 003811'.45 E (46) 51851'.40 N, 002828'.78 E (35) 52804'.42 N, 003808'.60 E

(b)

The focal point of the precautionary area is located at the following geographical position: (55) 52800'.13 N, 002851'.18 E This position coincides with the new location of the North Hinder Lightvessel. A circular area to be avoided with a diameter of one mile is established around position (55). (See also Caution 5 and section I of part D.)

II/10-2

Note:

CAUTIONS: 1

(In the ``Maas Centre'' precautionary area, near the area to be avoided) Ships should proceed with caution in the area where the traffic lanes merge. Any ship which is not compelled to adhere to the deep-water route should, if practicable, not enter a circular area of about one mile diameter, centred around a position half a mile north of the Maas centre buoy. All ships should keep the circular area on their port side unless the available water depth, the density of traffic, the pilotage or the weather conditions warrant otherwise.

2

(Off the end of the westgoing traffic lane of the ``Maas West inner'' traffic separation scheme) Mariners are warned that in this area traffic streams, e.g. from the routes Texel to River Scheldt and Maas West to River Scheldt, are merging or crossing.

3

(Off the seaward entrances to the ``Maas West inner'' and ``Maas North'' traffic separation schemes) The precautionary area in the approaches to Hook of Holland should be avoided by passing traffic which is not entering or leaving the adjacent ports.

4

(Near the deep-water route in the ``North Hinder Junction'' precautionary area and near the ``Deepwater route leading to Europoort'' between the ``Maas West outer'' and ``Maas West inner'' schemes (see section I of part D)) For ships which have to cross the deep-water route, attention is drawn to rule 18(d)(i) of the 1972 Collision Regulations. Mariners are, however, reminded that when risk of collision is deemed to exist the 1972 Collision Regulations fully apply and in particular the rules of part B, sections II and III, are of specific relevance in the crossing situation.

5

(In the ``North Hinder Junction'' precautionary area, near the area to be avoided) Ships should proceed with caution in the area where the traffic lanes merge. Ships should, if practicable, not enter a circular area of one mile diameter around the North Hinder Lightvessel. All ships should keep the circular area on their port side unless the density of traffic, the pilotage (helicopter operations) or the weather conditions warrant otherwise.

II/10-3

See description of deep-water routes forming parts of routeing system “Off Friesland”

DW

DW

(47) See Caution 5 ★

.

(16) . (15) (20) .

^

(31)

DW

.

. .

.

. . . . . .

.

.

Deep-water route leading to Europoort


45'

(14)

.

.

. .

(25) .

. . (ii)

(xi) (xii) (xiii) . (i)

(23) 52˚

. . (24)

See Caution 1

.

30'

. (21)

(19)

See description of traffic separation scheme “At West Hinder”

5'

. (5) (4) (2) Maas Centre precautionary area (iii)

(10)

. . . (13)

(22)

.

(7)

!

(45) .

52˚

Europoort

. .

.

..

. (37) .

. (9)

Europoort

40'

50'

45'

50'

55'

4˚

5'

IN THE APPROACHES TO HOOK OF HOLLAND AND AT NORTH HINDER

50'

4˚

97103

II/10-4

30'

(12) .

(44)

. (43)

20'

. (3) . .(1) . (6)

.

. . ..

Maas North

(8)

.

(11) . e Caution 4

(27) Se

. . (32) .

(36)

(17)

10'

. (28)

(29) .

. (v) DW (iv)(26) . . .. (ix) (33) . (x) (30)

(55)

(viii)

North Hinder south

2˚

See Caution 2

! .

(38) . . (39) See description of traffic separation scheme “In the Strait of Dover and adjacent waters” . (42)

Maas West See Caution 3 Maas West outer inner . . (34) (18)

(53) . . (35)

See Caution 4

(41) . . (40)

See Caution 3 See Caution 1

.

.

(vii) . (vi) .

.

North Hinder Junction precautionary area (46) .

15'

(51) North Hinder . north (49) . (52) . (48) . . (54) (50)

OFF TEXEL Reference charts: British Admiralty 1405, 1408, 2182A, 2322 and 2593; Netherlands Hydrographic Office 1035 (INT 1046), 1988 edition; 1350 (INT 1415), 1986 edition; 1352 (INT 1414), 1988 edition; 1354, 1987 edition. Note: These charts are based on European Datum.)


A separation (1) (2) (3) (4)



(b)

A traffic lane for north-eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (9) 53803'.87 N, 004827'.88 E (11) 52848'.07 N, 004815'.57 E (10) 52858'.65 N, 004822'.42 E

(c)

A traffic lane for south-westbound traffic is established between the separation zone and a line connecting the following geographical positions: (12) 52856'.72 N, 003853'.52 E (13) 53808'.22 N, 004816'.43 E

Note:

The following classes of ships are obliged to use the ``Mandatory route for tankers from North Hinder to the German Bight and vice versa'' (see part G, section II): (a)

tankers of 10,000 tons gross tonnage and upwards, carrying oils as defined under Annex I to the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78);

(b)

ships of 5,000 tons gross tonnage and upwards, carrying noxious liquid substances in bulk as assessed as categories A or B of Annex II to the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78);

(c)

ships of 10,000 tons gross tonnage and upwards, carrying noxious liquid substances in bulk as assessed as categories C or D of Annex II to the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78); and

(d)

ships of 10,000 tons gross tonnage and upwards, carrying liquefied gases in bulk. (13) [29]

.

(8) [10]

See description of separation scheme “Off Vlieland, Vlieland North and Vlieland Junction”

.

. (1) [11]

53˚

(2)

.

h) 1

.

f

TEXEL

. (9) [13]

(10)

★

.

(7) .

. (3) (4)

Texel

★

. (11)

R

10'

20'

OFF TEXEL

II/11

30'

40'

97102

4˚

50'

.

25 h F b

. (5)

F id

. (6)

2000 S W i

Shi ' R

i

(f

(12)

OFF VLIELAND, VLIELAND NORTH AND VLIELAND JUNCTION (Reference charts: German Hydrographic Office 84; Netherlands Hydrographic Office 1352 (INT 1414), 1988 edition. Note: These charts are based on European Datum.)

A Description of the traffic separation scheme `Òff Vlieland'' (a)



by a line connecting the following geographical positions: 005808'.60 E (4) 53830'.97 N, 005802'.21 E 004846'.66 E (5) 53832'.37 N, 005809'.70 E 004844'.68 E

(b)

A separation (6) (7) (8) (9)


by a line connecting the following geographical positions: 004842'.25 E (10) 53806'.53 N, 004820'.87 E 004838'.10 E (11) 53805'.47 N, 004823'.68 E 004832'.28 E (12) 53812'.40 N, 004830'.97 E 004826'.08 E

(c)

A traffic lane for northbound and eastbound traffic is established between the separation zones described in paragraphs (a) and (b) above, the southern boundary of the precautionary area Vlieland Junction described below, and the following line and separation zone: (i) a line connecting the following geographical positions: (13) 53803'.87 N, 004827'.88 E (14) 53811'.00 N, 004835'.39 E (ii) a separation zone bounded by lines connecting the following geographical positions: (14) 53811'.00 N, 004835'.39 E (18) 53829'.07 N, 005811'.38 E (15) 53822'.90 N, 004844'.00 E (19) 53827'.70 N, 005804'.30 E (16) 53828'.16 N, 005804'.00 E (20) 53825'.99 N, 004857'.80 E (17) 53829'.57 N, 005811'.28 E (21) 53815'.00 N, 004839'.60 E

(d)

A traffic lane for westbound traffic is established between the separation zone described in paragraph (a) above and a separation zone bounded by lines connecting the following geographical positions: (22) 53837'.13 N, 005807'.00 E (24) 53836'.32 N, 004851'.93 E (23) 53832'.97 N, 004849'.49 E

(e)

A traffic lane for westbound and southbound traffic is established between the separation zone described in paragraph (b) above, the western boundary of the precautionary area Vlieland Junction described below, and the following lines and separation zone: (i) an uncharted line representing the junction of the scheme with the adjacent scheme ``Vlieland North'' and connecting the following geographical positions: (25) 53829'.21 N, 004833'.69 E (30) 53831'.92 N, 004845'.07 E (ii) a line connecting the following geographical positions: (25) 53829'.21 N, 004833'.69 E (26) 53822'.62 N, 004830'.00 E (iii) a separation zone bounded by a line connecting the following geographical positions: (26) 53822'.62 N, 004830'.00 E (28) 53811'.00 N, 004822'.02 E (27) 53818'.37 N, 004827'.63 E (29) 53808'.22 N, 004816'.43 E

Inshore traffic zone The area between the landward boundary of the traffic separation scheme and the coast between an uncharted line drawn from position (18) [53829'.07 N, 005811'.38 E] to Brandaris Lighthouse (53821'.66 N, 005812'.93 E) and a line drawn from position (14) [53811'.00 N, 004835'.39 E] to Eierland Lighthouse (53810'.97 N, 004851'.39 E) is designated as an inshore traffic zone.

Note: The following classes of ships are obliged to use the ``Mandatory route for tankers from North Hinder to the German Bight and vice versa'' (see part G, section II): (a)

tankers of 10,000 tons gross tonnage and upwards, carrying oils as defined under Annex I to the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78);

(b)

ships of 5,000 tons gross tonnage and upwards, carrying noxious liquid substances in bulk as assessed as categories A or B of Annex II to the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78);

II/12-1

(c)

ships of 10,000 tons gross tonnage and upwards, carrying noxious liquid substances in bulk as assessed as categories C or D of Annex II to the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78); and

(d)

ships of 10,000 tons gross tonnage and upwards, carrying liquefied gases in bulk.

Precautionary area ``Vlieland Junction'' A precautionary area is established off Vlieland. The area is bounded by a line connecting the following geographical positions: (2) 53829'.07 N, 004846'.66 E (30) 53831'.92 N, 004845'.07 E (6) 53828'.02 N, 004842'.25 E (23) 53832'.97 N, 004849'.49 E

B

Description of the traffic separation scheme ``Vlieland North''

(a)


(b)

A traffic lane for northbound traffic is established between the separation zone described in paragraph (a) above and a line (coinciding with the western boundary of the separation zone described in section A, paragraph (d)) connecting the following geographical positions: (23) 53832'.97 N, 004849'.49 E (24) 53836'.32 N, 004851'.93 E

(c)

A traffic lane for southbound traffic is established between the separation zone described in paragraph (a) above and a line connecting the following geographical positions: (25) 53829'.21 N, 004833'.69 E (34) 53835'.53 N, 004837'.24 E

See description of the traffic separation scheme “Terschelling – German Bight” Vlieland North (32) .

(34) .

Vlieland Junction precautionary area

(1) .

. (23)

(31)

(4)

.

(6) .

.

.

.

. [13] (29) .

(19)

Terschelling 20'

tra

sh

In

Vlieland

(21)

f

. (12) .

30'

(20)

e or

.

(5) ..(17)[26] (18)

ne Brandaris ★ zo c Lighthouse i ff

(15) .

. (27) . (8)

.

(16) .

(3) (26) .

.

(30) (2)

. (7) .

(28) (9) .

.

.

.

(25) .

40'

[25] (22)

(33) (24) .

★ Eierland Lighthouse

(14)

10'

(10)

. (11) . (13) [9]

h) 1

.

(f

Texel

i

53˚

10'

20'

30'

40'

50'

5˚

10'

20'

OFF VLIELAND, VLIELAND NORTH AND VLIELAND JUNCTION

II/12-2

30'

25 h F b

4˚

97104

50'

F id

50'

Province of North Holland

2000 S W i

Shi ' R

See description of the traffic separation scheme “Off Texel”

TERSCHELLING±GERMAN BIGHT (Reference charts: German Federal Maritime and Hydrographic Agency 84, 1987 edition; 87 (INT 1413), 1991 edition; Netherlands Hydrographic Office 1352, 1988 edition; 1353, 1988 edition. Note: These charts are based on European Datum.)



(b)


(c)


(d)


(e)


(f)

A traffic lane for westbound traffic is established between the separation zones/line described in paragraphs (a), (b), (c), (d) and (e) and a line connecting the following geographical positions: (21) 54802'.89 N, 007841'.89 E (24) 53851'.58 N, 006821'.87 E (22) 54802'.38 N, 007838'.13 E (25) 53837'.13 N, 005807'.00 E (23) 54801'.68 N, 007833'.00 E

(g)

A traffic lane for eastbound traffic is established between the separation zones/line described in paragraphs (a), (b), (c), (d) and (e) and a line connecting the following geographical positions: (28) 53853'.51 N, 007833'.20 E (26) 53829'.57 N, 005811'.28 E (27) 53843'.42 N, 006822'.33 E (29) 53855'.33 N, 007846'.61 E


by a line connecting the following geographical positions: 006823'.72 E (12) 53857'.12 N, 007837'.10 E 007830'.52 E (13) 53846'.73 N, 006823'.83 E 007835'.73 E 006820'.43 E

Inshore traffic zone The area between the coast and the landward boundary of the traffic separation scheme is designated as an inshore traffic zone. The eastern limit of the inshore traffic zone is bounded by a line connecting geographical positions 53853'.51 N, 007833'.20 E (28) and 53847'.45 N, 007851'.51 E (Wangerooge Lighthouse).

(chartlet is on page 13-2/14-3)

II/13-1

li h) 1 ( i Shi ' R

The following classes of ships are obliged to use the ``Mandatory route for tankers from North Hinder to the German Bight and vice versa'' (see part G, section II): (a) tankers of 10,000 tons gross tonnage and upwards, carrying oils as defined under Annex I to the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78); (b) ships of 5,000 tons gross tonnage and upwards, carrying noxious liquid substances in bulk as assessed as categories A or B of Annex II to the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78); (c) ships of 10,000 tons gross tonnage and upwards, carrying noxious liquid substances in bulk as assessed as categories C or D of Annex II to the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78); and (d) ships of 10,000 tons gross tonnage and upwards, carrying liquefied gases in bulk.

2000 S W i

2

25 h F b

The gaps in the separation zones of this scheme indicate the areas where a concentration of crossing traffic is likely to be met.

F id

1

f

Notes:

GERMAN BIGHT WESTERN APPROACH (Reference chart: German Federal Maritime and Hydrographic Agency 87 (INT 1413), 1991 edition. Note: This chart is based on European Datum.)



(b)


(c)


(d)

A traffic lane for westbound traffic is established between the separation zones/line described in paragraphs (a), (b) and (c) and a line connecting the following geographical positions: (12) 54813'.27 N, 007822'.46 E (14) 54810'.90 N, 006800'.20 E (13) 54812'.50 N, 006820'.65 E

(e)

A traffic lane for eastbound traffic is established between the separation zones/line described in paragraphs (a), (b) and (c) and a line connecting the following geographical positions: (15) 54806'.10 N, 006803'.00 E (17) 54808'.31 N, 007826'.98 E (16) 54807'.51 N, 006820'.95 E

006819'.11 E

Notes:

1 This traffic separation scheme forms part of the ``Mandatory route for tankers from North Hinder to the German Bight and vice versa'' (see part G, section II). Application and use of the route 2 The following classes of ships are obliged to use the route: (a) tankers of 10,000 tons gross tonnage and upwards, carrying oils as defined under Annex I to the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78); (b) ships of 5,000 tons gross tonnage and upwards, carrying noxious liquid substances in bulk as assessed as categories A or B of Annex II to the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/ 78); (c) Ships of 10,000 tons gross tonnage and upwards, carrying noxious liquid substances in bulk as assessed as categories C or D of Annex II to the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/ 78); and (d) ships of 10,000 tons gross tonnage and upwards, carrying liquefied gases in bulk. These ships shall avoid the sea area between the mandatory route and the adjacent Frisian Islands' coast, except when joining or leaving the route at the nearest point of the route to the port of departure or destination which permits a safe passage from or to that port. The classes of ships referred to above shall use the mandatory route or part of it: (i) when sailing from North Hinder to the Baltic or to North Sea ports of Norway, Sweden, Denmark, Germany or the Netherlands north of latitude 538 N and vice versa; (ii) when sailing between North Sea ports of the Netherlands and/or Germany, except in cases of adjacent port areas; (iii) when sailing between United Kingdom or Continental North Sea ports south of 538 N and Scandinavian or Baltic ports; and (iv) when sailing between North Hinder, United Kingdom or Continental North Sea ports south of 538 N and offshore and shore-based oil loading facilities in the North Sea area. These ships shall use the appropriate traffic lanes of the traffic separation schemes forming part of the route, should follow the recommended direction of traffic flow in the precautionary area (indicated by dashed open-outlined arrows in the charts) and shall, as far as practicable, keep to the starboard side of the deep-water routes forming part of the mandatory route.

II/14-1

Joining or leaving the route 3

The classes of ships referred to above, when joining or leaving the route: (a) shall do so at the nearest point of the route to the port of departure or destination which permits a safe passage from or to that port; and (b) should be aware that oil and gas production facilities and mobile offshore drilling units may be encountered in the proximity of the route; safety zones of 500 m (0.27 nautical miles) radius are established around all offshore structures.

Pilotage 4 Ships required to use the ``mandatory route for tankers from North Hinder to the German Bight and vice versa'' are referred to resolution A.486(XII), adopted on 19 November 1981, concerning the ``Recommendation on the use of adequately qualified deep-sea pilots in the North Sea, English Channel and Skagerrak''. 5 It is recommended that an efficient electronic position-fixing device appropriate for the area should be carried on board. 6 Numerous offshore structures situated within the limits of the separation zones and/or situated in the proximity of the route are equipped with X- and S-band racons. Least water depth 7

The area of this scheme is surveyed to a least water depth of 30 m at LWS once every 5 years.

8 The gap in the separation zone of this scheme indicates the area where a concentration of crossing traffic is likely to be met.

(chartlet is on page 13-2/14-3)

II/14-2

II/13-2/14-3

30'

20'

Deutsche

German Bight western approach [39] (14)

.

See description of separation scheme “Off Friesland”

(8)

. .

(11)

.

.

..

.

(16)

See description of separation scheme (23) . “Jade approach”

.

(15) (9)

(18) . . .. (16) .. . (14) (19) (13)

^ .

See description of separation scheme “Off Vlieland” [22]

★ Helgoland

(22) .(21)

.

Wangerooge

ffic re tra Insho

zone

10'

See “Recommended directions of traffic flow in the German Bight” in part E

★ (1) . . (2) (11) (5) (6) Elbe L. (10) . . . .. . . (3) . . (4) (12)(8)(7) . (29) See description of separation scheme (28) . “Elbe approach”

(24)

Terschelling – German Bight

(2) ★ LV

(3) . (17)

(15) [38]

!

(12) Bucht

(13) . (9) (6)(1) . . (7) .. . .. (5) (10) (4)

54˚

50'

★ Norderney

Spiekeroog

(27) 40'

(25)

.

[1] (17) .

Borkum

. (20) [5] .

Schiermonnikoog 30'

Ameland

(26) [17]

e

ffic

re

n zo

tra

Terschelling 20'

o sh

In

97101

Vlieland 10'

5˚

30'

6˚

30'

7˚

30'

TERSCHELLING±GERMAN BIGHT + GERMAN BIGHT WESTERN APPROACH

8˚

JADE APPROACH (Reference charts: German Federal Maritime and Hydrographic Agency 87 (INT 1413), 1991 edition; Netherlands Hydrographic Office 1352 and 1353 (INT 1413), 1988 edition. Note: These charts are based on European Datum.)



(b)

A traffic lane for northbound traffic is established between the separation zone described in paragraph (a) and a line connecting the following geographical positions: (5) 54802'.38 N, 007838'.13 E (6) 54808'.35 N, 007832'.72 E

(c)

A traffic lane for southbound traffic is established between the separation zone described in paragraph (a) and a line connecting the following geographical positions: (7) 54808'.31 N, 007826'.98 E (8) 54801'.68 N, 007833'.00 E TSS “German Bight western approach”

★

Deutsche Bucht Lightvessel

(7) (4)

Helgoland Lighthouse

10´

(1) (6)

[17]

TSS ‘‘Jade approach’’

(see Recommended directions of traffic flow in the German Bight, in part E)

05´

[22] [23]

(2) (5) (8) (3) ★

Elbe Lightvessel

54˚

TSS ‘‘Elbe approach’’ TSS ‘‘Terschelling – German Bight’’

55´

50´

Inshore traffic zone Wangerooge Spiekeroog

25´

30´

35´

40´

45´

50´

55´

8˚

05´

10´

99038

Langeoog

JADE APPROACH

II/15

ELBE APPROACH (Reference charts: German Hydrographic Office 44; 49 (INT 1452), 1989 edition; 87 (INT 1413), 1989 edition. Note: These charts are based on European Datum.)



(b)


(c)

A traffic lane for eastbound traffic is established between the separation zone/line and a line connecting the following geographical positions: (5) 53858'.00 N, 008805'.47 E (6) 53859'.38 N, 008813'.28 E

(d)

A traffic lane for westbound traffic is established between the separation zone/line and a line connecting the following geographical positions: (7) 54801'.85 N, 008805'.47 E (8) 54801'.63 N, 008813'.57 E

008813'.37 E

4'

3'

2'

(7) .

. (8) 1' ★

(1) .

. (2)

. (4)

(3)

54˚

. (6) 59'

(5)

.

58'

57' 5'

10'

ELBE APPROACH

II/16

15'

20'

97100

8˚

OFF FEISTEIN (Reference chart: British Admiralty 2281, 1973 edition. Note: This chart is based on European Datum.)


A separation zone, two miles wide, is centred upon the following geographical positions: (1) 58843'.00 N, 005811'.00 E (2) 58832'.00 N, 005805'.00 E

(b)

A traffic lane, three miles wide, is established on each side of the separation zone. Hvidingsö 59˚

Stavanger

50'

Feistein ★ (1)

.

40'

Obrestad Kvassheim

. (2)

30'

Egersund

20'

Flekkefjord Hitterö

10'

Lista Mandal

Katland★

58˚

Lindesnes 40'

50'

5˚

10'

20'

30'

40'

50'

6˚

10'

20'

30'

40'

50'

7˚

10'

20'

30'

97120

30'

OFF FEISTEIN

II/17

OFF FASTNET ROCK (Reference chart: British Admiralty 2424, 1981 edition. Note: This chart is based on Ordnance Survey of Ireland Datum.)



(b)

A traffic lane, two miles wide, is established on each side of the separation zone.

Inshore traffic zone The area between the landward boundary of the traffic separation scheme and lines connecting Fastnet Rock Lighthouse (51823'.30 N, 009836'.20 W) and the following geographical positions is designated an inshore traffic zone: (3) 51822'.90 N, 009827'.30 W (easterly corner of the scheme) (4) 51821'.10 N, 009836'.60 W (westerly corner of the scheme)

30'

Three Castle Head

★

Calf Is.

Baltimore

Toe Head

Sherkin I.

★ Mizen Head

Clear I. 25'

Fastnet Rock ★

. (3) ore

(4) .

Insh

one ffic z

tra

. (1)

(2)

20'

.

51˚ 15'

45'

40'

35'

30'

25'

OFF FASTNET ROCK

II/18

20'

9˚ 15'

97114

50'

OFF SMALLS (Reference chart: British Admiralty 1478, 1988 edition. Note: This chart is based on Ordnance Survey of Great Britain (1936) Datum.)



(b)

A traffic lane for north-eastbound traffic, three miles wide, is established between the separation zone and a line connecting the following geographical positions: (5) 51850'.20 N, 005843'.70 W (6) 51840'.00 N, 005848'.40 W

(c)

A traffic lane for south-westbound traffic, three miles wide, is established between the separation zone and a line connecting the following geographical positions: (7) 51852'.40 N, 005856'.20 W (8) 51840'.00 N, 006801'.90 W

Note:

Laden tankers should avoid the area between the traffic separation scheme and The Smalls.

The Bishops and Clerks

(7)

.

(1)

.

.

(2)

. (5) 50'

51˚ 45'

Grassholme

★ The Smalls

(8)

.

. (4)

(3)

.

(6)

45'

40'

97110

6˚

.

(see description of area to be avoided “Between the Smalls Lighthouse and Grassholme Island” in part D, section I)

30'

OFF SMALLS

II/19

OFF TUSKAR ROCK (Reference chart: British Admiralty 1787, 1984 edition. Note: This chart is based on Ordnance Survey of Ireland Datum.)


A separation zone, two miles wide, is centred upon the following geographical positions: (1) 52814'.00 N, 006800'.80 W (3) 52804'.70 N, 006811'.50 W (2) 52808'.50 N, 006803'.80 W

(b)


Inshore traffic zone The area bounded between the landward boundary of the traffic separation scheme and lines connecting Tuskar Rock Lighthouse (52812'.20 N, 006812'.40 W) and the following geographical positions is designated an inshore traffic zone: (4) 52815'.20 N, 006807'.00 W (northerly corner of the scheme) (5) 52807'.80 N, 006815'.60 W (westerly corner of the scheme)

25'

The Raven Pt. Wexford

20'

Rosslare Pt.

(4)

★

.

(1)

15'

.

tra

ho

re

Tuskar Rock ★

ffic

zo n

e

Greenore Pt.

Ins

Carnsore Pt.

10'

. (2)

(5) .

Lt. Saltee Gt. Saltee

(3)

.

5'

52˚

30'

25'

20'

15'

10'

5'

OFF TUSKAR ROCK

II/20

6˚

55'

50'

45'

40'

97113

35'

OFF SKERRIES (Reference chart: British Admiralty 1977, 1986 edition. Note: This chart is based on Ordnance Survey of Great Britain (1936) Datum.)



(b)


Note:

Laden tankers should avoid the area between the south-eastern boundary of the scheme and the coast.

Isle of Man

10'

Douglas 5'

★ Lang Ness

Calf of Man

★

Chicken Rock 54˚

55'

50'

Irish Sea

45'

40'

35'

. (3)

(2) .

30'

★ Skerries

★ Point Lynas

25'

. (1)

★

★ ★

20'

★

Anglesey

Holy I. 10'

5˚

50'

40'

30'

20'

10'

4˚

50'

97111

20'

OFF SKERRIES

II/21

IN THE NORTH CHANNEL (Reference chart: British Admiralty 2798, 1988 edition. Note: This chart is based on Ordnance Survey of Ireland Datum and Ordnance Survey of Great Britain (1936) Datum.)



(b)


Note:

Laden tankers of over 10,000 gross tonnage should avoid the areas between the traffic separation scheme and the Mull of Kintyre and between the traffic separation scheme and Rathlin Island. Gigha I. 40'

Islay

Texa I. Mull of Oa

35'

Peninsula of Kintyre

30'

Davarr I.

25'

(3) . (2)

.

Bull Pt.

20'

Mull of ★ Kintyre

Altacarry ★Hd. Rathlin l.

(see

★ Sanda I. .

Note

)

15'

(1)

Fair Hd. or Benmore Hd. North Channel 10'

Note: See Recommendations on navigation around the United Kingdom coast, in part E 5'

Antrim

Garron Pt.

55˚

10'

6˚

50'

IN THE NORTH CHANNEL

II/22

40'

30'

20'

97112

20'

OFF FINISTERRE Note: See mandatory ship reporting system `Òff Finisterre'' in part G, section I. (Reference chart: Instituto HidrograÂfico de la Marina, Cadiz, Spain, 41, 1978 edition. Note: This chart is based on European Datum (Potsdam).)




by a line connecting the following geographical positions: 009844'.00 W (4) 43821'.50 N, 009837'.70 W 009844'.00 W (5) 43811'.00 N, 009845'.20 W 009836'.40 W (6) 42852'.90 N, 009845'.20 W

(b)




(c)

A traffic lane for northbound traffic is established between the separation zones described in paragraphs (a) and (b).

(d)

A traffic lane for southbound traffic is established between the separation zone described in paragraph (b) and a line connecting the following geographical positions: (13) 42852'.90 N, 009859'.00 W (15) 43826'.40 N, 009850'.90 W (14) 43814'.70 N, 009859'.00 W

Inshore traffic zone The area between the landward boundary of the traffic separation scheme and the Spanish coast and lying between a line drawn from position 43806'.70 N, 009813'.40 W to position (3) [43821'.00 N, 009836'.40 W] (northern limit) and a line drawn from position 42852'.90 N, 009816'.20 W to position (1) [42852'.90 N, 009844'.00 W] (southern limit) is designated as an inshore traffic zone.

(15) (10)

25´

(9) (4)

(3) 20´

15´

(14) (11) (8) (5)

(2)

10´

Cabo Villano Inshore traffic

5´

C.Toriñana

zone

43˚

55´

(13)

(7) (6)

(12)

(1)

C. Finisterre 50´

10˚

55´

50´

45´

40´

35´

30´

25´

20´

15´

10´

5´

9˚

97234

45´

OFF FINISTERRE

II/23

OFF BERLENGA (Reference chart: Marinha ± Instituto HidrograÂfico de Lisboa (Portugal) 22 (INT 1810), 1990 edition. Note: This chart is based on European Datum.)


A separation zone is bounded by a line connecting the following geographical positions: (1) 39820'.00 N, 009842'.20 W (3) 39830'.00 N, 009843'.50 W (2) 39830'.00 N, 009842'.20 W (4) 39820'.00 N, 009843'.50 W

(b)


(c)

A traffic lane for northbound traffic is established between the separation zones described in paragraphs (a) and (b) above.

(d)

A traffic lane for southbound traffic is established between the separation zone described in paragraph (b) and a line connecting the following geographical positions: (9) 39820'.00 N, 009856'.50 W (10) 39830'.00 N, 009856'.50 W

Inshore traffic zone The area between the separation zone described in paragraph (a) and the Portuguese coast and bounded on the north by the parallel of 39830'.00 N and on the south by the parallel of 39820'.00 N is designated as an inshore traffic zone.

35'

(10)

(7)

.

(6)

.

.

(3) (2)

. .

30'


★ Farilhão

★ Berlenga

25'

Cabo Carvoeiro Peniche

.

.

.

. .

(9)

(8)

(5)

(4) (1)

20'

39˚ 15'

50'

45'

40'

35'

9˚ 30'

OFF BERLENGA

II/24

25'

20'

15'

97116

55'

OFF CAPE ROCA (Reference chart: Marinha ± Instituto HidrograÂfico de Lisboa (Portugal) 22 (INT 1810), 1990 edition. Note: This chart is based on European Datum.)





(b)




(c)


(d)

A traffic lane for southbound traffic is established between the separation zone described in paragraph (b) and a line connecting the following geographical positions: (13) 38840'.70 N, 009854'.50 W (15) 38852'.00 N, 009856'.40 W (14) 38846'.30 N, 009856'.40 W

Inshore traffic zone The area between the separation zone described in paragraph (a) and the Portuguese coast and bounded on the north by the parallel of 38852'.00 N and on the south by the parallel of 38843'.55 N is designated as an inshore traffic zone.

55'

(15)

(10)

.

.

(4) (3)

(9)

.

.

.

50'

(5) .

(8)

.

(11).

(14) .


. (2)

Cabo da Roca 38˚

45'

. .

. .

(12)

.

(6) (1)

Lisboa

Cabo Raso

(7) 40'

(13)

Bugio

35'

50'

9˚ 45'

40'

35'

30'

25'

20'

15'

10'

5'

97117

55'

OFF CAPE ROCA

II/25

OFF CAPE S. VICENTE (Reference chart: Marinha ± Instituto HidrograÂfico de Lisboa (Portugal) 23 (INT 1811), 1987 edition. Note: This chart is based on European Datum.)


A separation (1) (2) (3) (4)


by a line connecting the following geographical positions: 008854'.20 W (5) 37801'.10 N, 009807'.20 W 008859'.70 W (6) 36858'.30 N, 009806'.20 W 009805'.10 W (7) 36854'.60 N, 009800'.30 W 009806'.00 W (8) 36852'.70 N, 008854'.60 W

(b)

A separation (9) (10) (11) (12)



(c)


(d)

A traffic lane for southbound traffic is established between the separation zone described in paragraph (b) and a line connecting the following geographical positions: (17) 36845'.30 N, 008858'.40 W (19) 36853'.60 N, 009814'.90 W (18) 36847'.40 N, 009805'.00 W (20) 36858'.90 N, 009816'.80 W

Inshore traffic zone The area between the separation zone described in paragraph (a) and the Portuguese coast and bounded on the north by the parallel of 37801'.40 N and on the east by the meridian of 008854'.20 W is designated as an inshore traffic zone.

10'

Lagos

o

ab

C

5'

en

ic

V S.

(13) . (20) .

te

(5) (4) .

. (12)

★

.

. . (11)

37˚

★ Pta de Sagres


. (3)

(6)

(14)

....

. (2)

.

55'

.

(19) .

(7)

. (1) .

. (10)

(8)

.

. (9)

(15)

(18)

50'

.

.

(16)

.

45'

(17)

15 '

10 '

5'

9˚

55'

OFF CAPE S. VICENTE

II/26

50'

45 '

97118

20'

AT BANCO DEL HOYO (Reference charts: British Admiralty 142; Spanish Hydrographic Office 105. Note: These charts are based on European Datum. For older charts based on Madrid Datum, 0'.29 should be subtracted from the latitudes and 0'.1 should be added to the longitudes.)



(b)

A traffic lane for westbound traffic is established between the separation zone and a line connecting the following geographical positions: (3) 35858'.49 N, 006805'.90 W (4) 35858'.49 N, 006811'.90 W

(c)

A traffic lane for eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (5) 35852'.59 N, 006805'.90 W (6) 35852'.59 N, 006811'.90 W

Barbate Cabo Trafalgar ★ 10 '

Cabo de Plata

★

5'

Pta Camarinal Pta Paloma

36˚

. (3)

(4) .

See separation scheme “In the Strait of Gibraltar” in section III

. (1)

(2) .

55'

. (5)

(6) .

Pta Al-Boasa 50'

Pta Malabata ★ Cabo Espartel ★ Tangier

10'

5'

6˚

55'

50'

45'

40'

45'

AT BANCO DEL HOYO

II/27

97119

15'

Section III MEDITERRANEAN SEA AND BLACK SEA


III

III/ii

INDEX:

50˚

MEDITERRANEAN SEA AND BLACK SEA 1: In the Strait of Gibraltar 2: Off Cabo de Gata 3: Off Cani Island 4: Off Cape Bon 5: Saronicos Gulf 6: Strait of Istanbul – North approach 7: Strait of Istanbul 8: Strait of Istanbul – South approach and Sea of Marmara 9: Strait of Çanakkale 10: Strait of Çanakkale – South-west approach 11: Between the ports of Odessa and Ilichevsk 12: In the approaches to the ports of Odessa and Ilichevsk 13: In the southern approaches to the Kerch Strait

11 12 45˚ 13

7

6

8 9

40˚

10

3

5

4 1

2 35˚

30˚

5˚

0˚

5˚

10˚

15˚

20˚

25˚

30˚

35˚

40˚

IN THE STRAIT OF GIBRALTAR Note: See mandatory ship reporting system `` In the Strait of Gibraltar traffic separation scheme area'' in part G, section I. (Reference charts: British Admiralty 142; Spanish Hydrographic Office 105, 1984 edition. Note: These charts are based on European Datum. For older charts based on Madrid Datum, 0'.29 should be subtracted from the latitudes and 0'.1 should be added to the longitudes.)


A separation zone, half a mile wide, is centred upon the following geographical positions: (1) 35859'.09 N, 005825'.60 W (3) 35856'.29 N, 005844'.90 W (2) 35856'.29 N, 005836'.40 W

(b)

A traffic lane for westbound traffic is established between the separation zone and a line connecting the following geographical positions: (4) 36801'.29 N, 005825'.60 W (6) 35858'.49 N, 005844'.90 W (5) 35858'.49 N, 005836'.40 W

(c)

A traffic lane for eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (7) 35852'.59 N, 005844'.90 W (9) 35856'.89 N, 005825'.60 W (8) 35853'.89 N, 005836'.40 W

Inshore traffic zones

Northern inshore traffic zone (a)

The area between the northern boundary of the scheme and the Spanish coast and lying between the following limits is designated as an inshore traffic zone: (1) Eastern limit: That part of the meridian 005825'.60 W between the northern boundary of the westbound traffic lane (latitude 36801'.29 N, corresponding to point (4) on the attached chartlet) and the Spanish coast. (2) Western limit: That part of the meridian 005844'.90 W between the northern boundary of the westbound traffic lane (latitude 35858'.49 N, corresponding to point (6) on the attached chartlet) and the Spanish coast.

Southern inshore traffic zone

(chartlet overleaf)

III/1-1

25 h F b

2000 S W i

Shi ' R

i

(f

h) 1

f

The area between the southern limit of the scheme and the adjacent Moroccan coastline and lying between the following limits is designated as an inshore traffic zone: (1) Eastern limit: That part of the meridian 005825'.60 W between the southernmost extremity of the eastbound lane (latitude 35856'.89 N, corresponding to position (9) on the attached chartlet) and the Moroccan coastline. (2) Western limit: That part of the meridian 005844'.90 W falling between the southernmost extremity of the eastbound traffic lane (latitude 35852'.49 N, corresponding to position (7) on the attached chartlet) and the Moroccan coastline.

F id

(b)

10'

Gibraltar Bay Gibraltar

Algeciras

★ Pta Camarinal

★

Tarifa

(6) .

5'

★ Pta Carnero Pta del Acebuche

Isla de Tarifa ★ ne c zo Inshore traffi .

. (4) 36˚

. (1)

(5) (3) .

. (9)

.

Pta Leona

(2)

(7)

. Pta Al-Boasa

Ceuta

Pta de Alcázar

55'

★ Tangier

45' 50'

45'

40'

35'

5˚ 30'

IN THE STRAIT OF GIBRALTAR

III/1-2

50'

Ensenada de Ceuta

25'

20'

15'

97269

Cabo Espartel

55'

★

Pta Malabata ★

★

Pta Almina

Pta Cires . (8) one ffic z a r t Inshore

OFF CABO DE GATA* (Reference chart: 46A issued by the Hydrographic Institute of the Spanish Navy.)


Outer separation zone bounded by a line between the following geographical positions: (1) 36834'.78 N, 001857'.72 W (3) 36833'.61 N, 002806'.83 W (2) 36833'.09 N, 002806'.83 W (4) 36835'.22 N, 001858'.14 W

(b)

Intermediate (5) (6) (7)

(c)

Associated inshore traffic zone defined by a line through the following geographical positions: Punta Loma Pelada (13) 36839'.28 N, 002806'.83 W (11) 36840'.00 N, 002802'.72 W Cabo de Gata lighthouse (12) 36839'.28 N, 002803'.88 W

(d)

An outer traffic lane eastbound between the separation zones described in (a) and (b) above.

(e)

An inner traffic lane westbound between the separation zone described in (b) and the associated inshore traffic zone described in (c).

separation zone bounded by 36835'.66 N, 002806'.83 36836'.51 N, 002802'.25 36837'.62 N, 002800'.44

a line between the following geographical positions: W (8) 36838'.41 N, 002801'.19 W W (9) 36837'.43 N, 002802'.79 W W (10) 36836'.69 N, 002806'.83 W

★ 50'

Pta. Loma Pelada

45'

Cabo ★ de Gata


36˚

. (11)

40'

(12)

.

(13) .

(8)

.

. (7)

(9) . (10) .

. (6)

. (4)

(5)

.

.

35'

(1) (3)

.

.

10'

5'

2˚

55'

99000

(2)

OFF CABO DE GATA * Date of implementation: 0000 hours UTC on 1 December 1998.

III/2

OFF CANI ISLAND (Reference chart: British Admiralty 2122, 1988 edition. Note: This chart is based on European Datum.)



(b)


OFF CAPE BON (Reference chart: British Admiralty 2122, 1988 edition. Note: This chart is based on European Datum.)



(b)


40'

. (2)

(1) .

30'

Cani Island

20'

Bizerte (1) .

Pilau I. Plane I.

. (2)

10'

Cape Bon

37˚

10'

20'

30'

40'

50'

OFF CANI ISLAND + OFF CAPE BON

III/3/4

11˚

10'

20'

97121

10˚

SARONICOS GULF (in the approaches to Piraeus Harbour) (Reference charts: British Admiralty 1657; Greek Hydrographic Office 413, 1986 edition. Note: These charts are based on European Datum.)


A separation zone, one and a half miles wide, is centred upon the following geographical positions: (1) 37840'.00 N, 023844'.00 E (2) 37850'.00 N, 023838'.00 E

(b)


Notes: 1

Ships in the area between the northern boundaries of the scheme and the adjacent coast of the mainland and Salamis Island should proceed with caution, as heavy traffic, especially of small ships, fishing boats and pleasure craft, from all directions may be encountered.

2

Large ships bound to Piraeus and Salamis Strait should reduce speed to bare steerage way before entering the appropriate lane of the scheme. Piraeus

55'

Nísos Salamis

Akra Aixonís (2)

.

50'

(9)

★ Akra Tourlos

N. Fléves 45'

Nísos Aíyina

37˚

.

40'

(1)

35' 30'

35'

40'

45'

97122

23˚ 25'

SARONICOS GULF (IN THE APPROACHES TO PIRAEUS HARBOUR)

III/5

STRAIT OF ISTANBUL ± NORTH APPROACH Note: See ``Rules and recommendations on navigation through the Strait of Istanbul, the Strait of CËanakkale and the Marmara Sea'' in part F. (Reference chart: Turkish 1811 (INT 3758), 1993 edition Note: This chart is based on European Datum.)



(b)

A traffic lane for north-eastbound traffic is established between the separation zone and the line connecting the following geographical positions: (4) 41815'.80 N, 029816'.90 E (6) 41813'.36 N, 029808'.55 E (5) 41814'.10 N, 029810'.00 E

(c)

A traffic lane for southbound and south-westbound traffic is established between the separation zone and the line connecting the following geographical positions: (7) 41819'.40 N, 029802'.00 E (9) 41813'.80 N, 029807'.50 E (8) 41814'.70 N, 029807'.20 E

21´

(1) (2) 20´

(7) 19´

18´

17´

41° 16´

(4)

15´

(8) (5)

Rumeli Lt

f

14´

(3) (6)

13´

Ist

an b

ul

Anadolu Lt

h) 1

(9)

02´

03´

04´

05´

06´

07´

08´ 29° 09´

10´

11´

12´

13´

14´

16´

17´

18´

III/6

(f F id

25 h F b

STRAIT OF ISTANBUL ± NORTH APPROACH

15´

2000 S W i

01´

97235

11´

Shi ' R

i

St ra it

of

12´

STRAIT OF ISTANBUL Note: See ``Rules and recommendations on navigation through the Strait of Istanbul, the Strait of CËanakkale and the Marmara Sea'' in part F. (Reference charts: Turkish 2921 (INT 3756), 1993 edition; 2921A, 1992 edition and 2921B, 1992 edition Note: These charts are based on European Datum.)

Description of the traffic separation scheme The traffic lanes encompass the area defined by the line joining the Anadolu lighthouse and Rumeli lighthouse in the north, the line joining the Ahirkapi lighthouse and KadikoÈy Cape Inci breakwater lighthouse in the south and the outer boundaries of the lanes whose co-ordinates are given below: (a)

A separation (3) (10) (11) (12) (13) (14) (15) (16)

(b)

A traffic lane for northbound traffic is established geographical positions: (24) 41800'.00 N, 029800'.06 E (25) 41801'.10 N, 029800'.07 E (26) 41801'.50 N, 029800'.20 E (27) 41803'.10 N, 029802'.96 E (28) 41804'.50 N, 029803'.33 E (29) 41804'.97 N, 029803'.92 E (30) 41806'.05 N, 029803'.85 E (31) 41806'.35 N, 029804'.00 E

between the separation line and the following

A traffic lane for southbound traffic is established geographical positions: (9) 41813'.80 N, 029807'.50 E (39) 41812'.30 N, 029806'.63 E (40) 41812'.00 N, 029806'.00 E (41) 41810'.51 N, 029804'.50 E (42) 41809'.52 N, 029803'.29 E (43) 41809'.03 N, 029803'.27 E (44) 41807'.48 N, 029804'.62 E (45) 41806'.25 N, 029803'.50 E

between the separation line and the following

(c)

line connects the following geographical positions: 41813'.60 N, 029807'.98 E (17) 41806'.00 41812'.18 N, 029806'.83 E (18) 41804'.98 41810'.88 N, 029805'.08 E (19) 41804'.53 41809'.38 N, 029803'.53 E (20) 41803'.10 41808'.92 N, 029803'.53 E (21) 41801'.55 41807'.38 N, 029805'.00 E (22) 41801'.40 41807'.21 N, 029805'.00 E (23) 41800'.15 41806'.38 N, 029803'.81 E

(32) (33) (34) (35) (36) (37) (38) (6)

(46) (47) (48) (49) (50) (51) (52) (53)

41807'.20 41807'.40 41808'.85 41809'.48 41810'.80 41811'.67 41812'.30 41813'.36

41805'.13 41804'.92 41804'.57 41804'.13 41802'.97 41801'.73 41801'.29 41800'.30

N, N, N, N, N, N, N,

N, N, N, N, N, N, N, N,

N, N, N, N, N, N, N, N,

029803'.67 029803'.65 029803'.17 029802'.60 028859'.91 028859'.80 028859'.75

E E E E E E E

029805'.40 E 029805'.35 E 029803'.89 E 029803'.84 E 029805'.20 E 29806'.78 E 029807'.20 E 029808'.55 E

029803'.53 029803'.40 029802'.94 029802'.85 029802'.07 028859'.73 028859'.45 028859'.42

E E E E E E E E

(chartlet overleaf)

III/7-1

Rumeli Lt.Ho.

(9) (3) (6)

Anadolu Lt.Ho. (39) (38) (40)

(10) (37)

(11) (41)

(36)

10´ (42) (12) (43)

(35) (34)

(13)

(44)

(14) (15)

(33) (32)

(16) (45)

(31) (30)

(17) (18) (46) (47)

(27)

h) 1

(50) (20)

(28)

f

(48) (19) (49)

5´

(29)

(21)

(f

(51) (22)

i

(26)

(52)

41˚

29˚

5´

STRAIT OF ISTANBUL

III/7-2

10´

97236

Kadiköy Lt.Ho.

25 h F b

(23) (24)

2000 S W i

(53)

F id

Ahirkapi Lt.Ho.

Shi ' R

(25)

STRAIT OF ISTANBUL ± SOUTH APPROACH AND SEA OF MARMARA Note: See ``Rules and recommendations on navigation through the Strait of Istanbul, the Strait of CËanakkale and the Marmara Sea'' in part F. (Reference charts: Turkish 2923 (INT 3754), 1991 edition; 293, 1990 edition; 295 (INT 3752), 1988 edition Note: These charts are based on European Datum.)



(b)

A separation zone is bounded by a line joining the following geographical positions: (55) 40858'.80 N, 028859'.44 E (57) 40857'.78 N, 028858'.11 E (56) 40857'.53 N, 028858'.63 E

(c)

A precautionary area is established bounded by a line joining the following geographical positions: (71) 40858'.21 N, 028857'.22 E (68) 40853'.78 N, 028857'.15 E (57) 40857'.78 N, 028858'.11 E (78) 40852'.90 N, 028855'.92 E (56) 40857'.53 N, 028858'.63 E (59) 40854'.30 N, 028855'.40 E (81A) 40856'.83 N, 029800'.06 E (65) 40855'.58 N, 028854'.82 E (81) 40855'.00 N, 029800'.06 E (71A) 40856'.83 N, 028854'.23 E (67) 40854'.70 N, 028858'.55 E

(d)

The focal point of the precautionary area is located at the following geographical position: (58) 40856'.10 N, 028857'.00 E

028859'.73 E 028859'.44 E

A circular area to be avoided with a 0.15 mile radius is established around position (58). (e)

A separation zone is bounded by a line joining the following geographical positions: (59) 40854'.30 N, 028855'.40 E (63) 40845'.42 N, 027838'.09 E (60) 40852'.40 N, 028852'.10 E (64) 40853'.90 N, 028852'.10 E (61) 40844'.20 N, 027838'.09 E (65) 40855'.58 N, 028854'.82 E (62) 40826'.00 N, 026845'.25 E

(f)


(g)

A traffic lane for traffic bound for the CËanakkale Strait is established in the Sea of Marmara between the separation zones/lines in paragraphs (a), (b), (c), (d) and (e) above and a line connecting the following geographical positions: (53) 41800'.30 N, 028859'.42 E (72) 40855'.89 N, 028852'.09 E (70) 40859'.50 N, 028859'.39 E (73) 40847'.40 N, 027838'.09 E (71) 40858'.21 N, 028857'.22 E (74) 40826'.50 N, 026845'.25 E

(h)

A traffic lane for traffic bound for the Strait of Istanbul is established in the Sea of Marmara between the separation zones/lines in paragraphs (e), (d), (c), (b) and (a) above and a line connecting the following geographical positions: (75) 40825'.50 N, 026845'.25 E (77) 40850'.39 N, 028852'.07 E (76) 40842'.20 N, 027838'.09 E (78) 40852'.90 N, 028855'.92 E

(i)

A traffic lane for traffic from the Strait of Istanbul headed for the Gulf of Izmit is established between the traffic lane/separation zones in paragraphs (c), (e), (f) and (g) above and a line connecting the following geographical positions: (78) 40852'.90 N, 028855'.92 E (79) 40851'.50 N, 028856'.57 E

(j)

A traffic lane for traffic from the south and south-east of the Sea of Marmara and the Gulf of Izmit sailing toward the Strait of Istanbul is established between the traffic separation zone in paragraph (f) and a line connecting the following geographical positions: (80) 40852'.00 N, 029801'.73 E (24) 41800'.00 N, 029800'.06 E (81) 40855'.00 N, 029800'.06 E

(chartlet overleaf)

III/8-1

III/8-2 05´

Mimarsinan Marmara Ereglisi

41˚

55´

50´

(73) (63) 45´

(61) (76)

SEA Marmara Adasi

40´

OF

MARMARA 35´

30´

Kapidag Yarimadasi

(74) (62) (75)

25´

20´

45´

55´

27˚

10´

05´

15´

20´

25´

30´

35´

40´

45´

50´

55´

28˚

05´

10´

15´

STRAIT OF ISTANBUL ± SOUTH APPROACH AND SEA OF MARMARA, CHARTLET A

F id

25 h F b

2000 S W i

Shi ' R

i

(f

h) 1

f

20´

25´

30´

35´

97238

15´ 50´

05´

(22)

ISTANBUL

(53) (70)

Ambarli

(57) (56)

(81A)

(72)

Area to be avoided

!

(65)

(58) (67) (59)

(64)

(78)

41˚

(55)

(71) (71A)

(23) (24) (54)

(81)

55´

(68)

(60)

(80) (79)

(69) (66) 50´

(77)

40´

45´

50´

55´

29˚

05´

25 h F b

2000 S W i

Shi ' R

i

(f

h) 1

f

STRAIT OF ISTANBUL ± SOUTH APPROACH AND SEA OF MARMARA, CHARTLET B

III/8-3

F id

35´

97237

Mimarsinan

STRAIT OF C Ë ANAKKALE Note: See ``Rules and recommendations on navigation through the Strait of Istanbul, the Strait of CËanakkale and the Marmara Sea'' in part F. (Reference chart: Turkish 212 (INT 3750), 1991 edition Note: This chart is based on European Datum.)

Description of the traffic separation scheme The Strait of CËanakkale traffic lane is the area between the line joining Cape Mehmetcik lighthouse and Cape Kumkale lighthouse in the south-west, the line joining the Gelibolu lighthouse to the Cardak lighthouse in the north-east, and the outer boundaries of the Strait of CËanakkale traffic lane whose co-ordinates are given below: (a)

A separation line connects the following geographical (62) 40826'.00 N, 026845'.25 E (82) 40824'.05 N, 026841'.65 E (83) 40822'.83 N, 026840'.21 E (84) 40820'.90 N, 026838'.55 E (85) 40818'.62 N, 026835'.88 E (86) 40813'.40 N, 026827'.80 E (87) 40812'.11 N, 026823'.50 E

(b)


(c)

A traffic lane for north-eastbound traffic is established between the separation (b) and (a) above and a line connecting the following geographical positions: (94) 40800'.99 N, 026811'.70 E (101) 40813'.10 N, (95) 40801'.10 N, 026815'.01 E (102) 40816'.90 N, (96) 40801'.90 N, 026817'.22 E (103) 40818'.10 N, (97) 40807'.70 N, 026823'.48 E (104) 40820'.50 N, (98) 40808'.90 N, 026823'.70 E (105) 40823'.65 N, (99) 40809'.50 N, 026823'.95 E (75) 40825'.50 N, (100) 40811'.84 N, 026823'.62 E

(d)

positions: (88) 40811'.63 (89) 40809'.00 (90) 40808'.55 (91) 40808'.15 (92) 40804'.25 (93) 40802'.59

N, N, N, N, N, N,

026822'.95 026823'.40 026823'.31 026823'.09 026818'.54 026815'.44

E E E E E E

zone/line in paragraphs 026828'.90 026834'.35 026836'.30 026839'.18 026842'.04 026845'.25

E E E E E E

A traffic lane for south-westbound traffic is established between the separation zone/line in paragraphs (b) and (a) above and a line connecting the following geographical positions: (74) 40826'.50 N, 026845'.25 E (113) 40812'.02 N, 026822'.50 E (106) 40824'.45 N, 026841'.20 E (114) 40811'.39 N, 026822'.19 E (107) 40823'.20 N, 026839'.25 E (115) 40808'.73 N, 026823'.10 E (108) 40821'.30 N, 026837'.82 E (116) 40808'.42 N, 026822'.91 E (109) 40819'.10 N, 026835'.45 E (117) 40805'.60 N, 026818'.95 E (110) 40814'.50 N, 026827'.88 E (118) 40802'.67 N, 026813'.24 E (111) 40813'.12 N, 026825'.55 E (119) 40802'.00 N, 026811'.03 E (112) 40812'.46 N, 026823'.31 E

III/9-1

(62) (75)

(74)

Gelibolu (107) (83)

25´

(106) (82) (105)

Cardak

YA

RI M

AD AS

I

(108)

(84) (104) 20´

OL U

(109)

GE

LI B

(85) (103) (102)

15´

(110) (112)(111) (88) (87) (113) (100) (114) (89)

(86) (101)

(99) (98) ÇANAKKALE (90)

10´

(115) (116) (91) (97) (117)

05´

(92)

cik met eh

M

(93) (118) (119) (120) (126) (125) (95) (94)

(96)

26˚ 30´

35´

40´

45´

f

25´

Shi ' R

i

(f

h) 1

STRAIT OF C Ë ANAKKALE

2000 S W i

20´

25 h F b

15´

III/9-2

F id

10´

97239

k

m Ku

40˚

ale

STRAIT OF C Ë ANAKKALE ± SOUTH-WEST APPROACH Note: See ``Rules and recommendations on navigation through the Strait of Istanbul, the Strait of CËanakkale and the Marmara Sea'' in part F. (Reference charts: Turkish 2134, 1992 edition; 213, 1993 edition Note: These charts are based on European Datum.)


A separation zone is bounded by a line connecting the following geographical (120) 40801'.52 N, 026811'.18 E (123) 39857'.20 N, (121) 40800'.20 N, 025859'.70 E (124) 39859'.70 N, (122) 39858'.80 N, 025857'.70 E (125) 40801'.28 N,

positions: 025857'.70 E 026800'.40 E 026811'.41 E

(b)

A traffic lane for westbound traffic is established between the separation zone and a line connecting the following geographical positions: (119) 40802'.00 N, 026811'.03 E (127) 40801'.55 N, 025857'.70 E

(c)

A traffic lane connecting the (94) (128)

for north-eastbound traffic is established between the separation zone and a line following geographical positions: 40800'.99 N, 026811'.70 E (129) 39855'.00 N, 025857'.70 E 39858'.29 N, 026801'.60 E GELIBOLU YARIMADASI (118)

Mehmetcik (119)

it of

Stra

(120)

(127)

(125)

le

akka

Çan (94)

Ku

(121)

m

ka

le

40˚

(124) (122) (128)

(123)

Karayer Adalari (129)

26˚

5´

10´

STRAIT OF C Ë ANAKKALE ± SOUTH-WEST APPROACH

III/10

97240

55´

BETWEEN THE PORTS OF ODESSA AND ILICHEVSK (Reference chart: USSR 508, November 1974 edition. Note: This chart is based on the system of co-ordinates used in Soviet marine navigational charts.)



(b)

A traffic lane, one quarter of a mile wide, is established on each side of the separation line.

030844'.80 E

IN THE APPROACHES TO THE PORTS OF ODESSA AND ILICHEVSK (Reference chart: USSR 508, November 1974 edition. Note: This chart is based on the system of co-ordinates used in Soviet marine navigational charts.)

Description of the traffic separation scheme The traffic separation scheme consists of four parts:

Part I: (a)


(b)

An outside boundary of an inbound traffic lane connects the following geographical positions: (3) 46809'.60 N, 031808'.10 E (4) 46814'.70 N, 031801'.00 E

(c)

An outside boundary of an outbound traffic lane connects the following geographical positions: (5) 46806'.90 N, 031804'.10 E (6) 46812'.10 N, 030857'.10 E

Part II: (a)

A roundabout consists of a circular separation zone of two miles in diameter with its centre at the point: (7) 46815'.60 N, 030856'.10 E and a circular traffic lane, two and a half miles wide, around the zone indicated.

CAUTION: The roundabout may be entered and left by ships going from the arm of Prorva to the Bugsko±Dneprovsko± Limanskiy Channel and back.

Part III:

Approaches to the Port of Odessa (a)


(b)

An outside boundary of the inbound traffic lane connects the following geographical positions: (10) 46818'.90 N, 030854'.60 E (11) 46827'.70 N, 030851'.60 E

(c)

An outside boundary of the outbound traffic lane connects the following geographical positions: (12) 46827'.50 N, 030849'.20 E (13) 46818'.00 N, 030852'.50 E

Part IV:

Approaches to the Port of Ilichevsk (a)


(b)

An outside boundary of the inbound traffic lane connects the following geographical positions: (16) 46817'.50 N, 030851'.80 E (17) 46818'.80 N, 030846'.40 E

(c)

An outside boundary of the outbound traffic lane connects the following geographical positions: (18) 46815'.90 N, 030851'.50 E (19) 46817'.20 N, 030845'.30 E

III/11-1/12-1

30'

Odessa (11)

(1) (12) (9). . .

.

★ . (2)

20'

(3)

Ilichevsk

.

(17)

.

. (8) (13) . (16) . (14)

(15) .

. (10)

.

. (19)

. (18)

. (7) . (4) (2)

.

. (6)

10'

. . Black Sea

(3)

(1)

. (5)

46˚ 50'

31˚

BETWEEN THE PORTS OF ODESSA AND ILICHEVSK + IN THE APPROACHES TO THE PORTS OF ODESSA AND ILICHEVSK

III/11-2/12-2

10'

97124

40'

IN THE SOUTHERN APPROACHES TO THE KERCH STRAIT (Reference chart: USSR 514, 1989 edition. Note: This chart is based on the single geodetic datum for Soviet nautical charts.)



(b)


(c)

A traffic lane for northbound traffic is established between the separation zone/line and a line connecting the following geographical positions: (5) 44849'.70 N, 036833'.20 E (6) 45806'.80 N, 036830'.30 E

(d)

A traffic lane for southbound traffic is established between the separation zone/line and a line connecting the following geographical positions: (7) 45806'.80 N, 036829'.70 E (8) 44849'.70 N, 036826'.80 E

036830'.00 E

★ C. Panaghia rc Ke i ra

St

★

t

C. Takil

h

(4) (7) . . . (6)

5'

(2)

.

45˚

55'

. (8)

.

36˚ 30'

50'

. (3)

(5)

35'

40'

97123

25'

. (1)

IN THE SOUTHERN APPROACHES TO THE KERCH STRAIT

III/13

Section IV INDIAN OCEAN AND ADJACENT WATERS


IV

30˚

20˚

10˚

A 0˚

10˚

INDEX: SUMMARY CHARTLETS FOR INDIAN OCEAN AND ADJACENT WATERS A: Summary chartlet A B: Summary chartlet B

20˚

30˚

B 40˚

IV/ii

30˚

40˚

50˚

60˚

70˚

80˚

99012

20˚

30˚

1

9

2

8 5

6

25˚

7

4

20˚

15˚

INDEX: INDIAN OCEAN AND ADJACENT WATERS 1: 2: 3: 4: 5: 6: 7: 8: 9: 10:

3

10˚

In the Gulf of Suez In the entrance to the Gulf of Aqaba In the Strait of Bab el Mandeb Off Ras Al Hadd In the Strait of Hormuz Tunb–Farur Between Zaqqum and Umm Shaif In the approaches to Ras Tanura and Ju’aymah Marjan/Zuluf Off Dondra Head 40˚

45˚

50˚

55˚

60˚

65˚

SUMMARY CHARTLET A

70˚

75˚

80˚

5˚

85˚

97125

35˚

10

IV/iii

★ 32˚

★ ★

★

■

CAPE TOWN

Port Elizabeth ■ Mossel Bay

★ ★

★ ★Cape Agulhas

34˚

★

■

12

11

Indian Ocean

Atlantic Ocean

36˚

INDEX: INDIAN OCEAN AND ADJACENT WATERS 11: Off Alphard Banks 12: Off the FA Platform

38˚ 18˚

20˚

22˚

24˚

26˚

SUMMARY CHARTLET B

IV/iv

28˚

30˚

99001

16˚

IN THE GULF OF SUEZ Note: See ``Rules for ships navigating in the Gulf of Suez'' (part F) and ``Recommended directions of traffic flow off Ras Shukheir'' (part E). (Reference charts: British Admiralty 2373, 1997 edition; 2374, 1997 edition; 2375, 1997 edition; 2090, 1997 edition; 2098, 1997 edition. Note: These charts are based on WGS 84 Datum.)

Description of the traffic separation scheme Part A:

Northern scheme (a)


(b)


(c)


(d)


(e)

A separation (13) (14) (15) (16) (17)

(f)

A traffic lane for southbound traffic is established between: (i) The separation zone and a line connecting the following geographical positions: (22) 29846'.60 N, 032830'.80 E (23) 29837'.58 N, 032830'.10 (ii) The separation line and a line connecting the following geographical positions: (24) 29837'.58 N, 032830'.10 E (25) 29835'.68 N, 032829'.95 (iii) The separation zone and a line connecting the following geographical positions: (26) 29835'.68 N, 032829'.95 E (27) 29830'.60 N, 032832'.35 (iv) The separation line and a line connecting the following geographical positions: (28) 29830'.60 N, 032832'.35 E (29) 29827'.60 N, 032833'.90 (v) The separation zone and a line connecting the following geographical positions: (30) 29827'.60 N, 032833'.90 E (33) 28815'.00 N, 033812'.60 (31) 29808'.20 N, 032843'.80 E (34) 28809'.80 N, 033817'.00 (32) 28845'.80 N, 032852'.70 E

(g)

zone is bounded 29825'.50 N, 29809'.00 N, 28845'.70 N, 28815'.25 N, 28810'.55 N,

032832'.90 E

032837'.80 E

by a line connecting the following geographical positions: 032837'.30 E (18) 28811'.25 N, 033819'.70 E 032845'.80 E (19) 28836'.00 N, 033802'.40 E 032854'.90 E (20) 29809'.20 N, 032846'.50 E 033814'.40 E (21) 29824'.90 N, 032838'.20 E 033818'.40 E

E E E E E E

A traffic lane for northbound traffic is established between the separation zone/line and a line connecting the following geographical positions: (35) 28811'.95 N, 033820'.90 E (38) 29822'.80 N, 032841'.50 E (36) 28836'.00 N, 033804'.80 E (39) 29835'.45 N, 032835'.40 E (37) 29810'.00 N, 032848'.40 E (40) 29846'.60 N, 032833'.40 E

Part B:

Southern scheme (h)

A separation (41) (42) (43) (44) (45)

zone is bounded 28808'.15 N, 27849'.65 N, 27843'.60 N, 27830'.20 N, 27831'.05 N,

by a line connecting the following geographical positions: 033821'.70 E (46) 27844'.20 N, 033850'.35 E 033844'.10 E (47) 27850'.20 N, 033844'.50 E 033850'.00 E (48) 27853'.00 N, 033841'.40 E 034805'.45 E (49) 27854'.60 N, 033838'.85 E 034806'.40 E (50) 28808'.55 N, 033822'.30 E

IV/1-1

(i)

A traffic lane for southbound traffic is established between the separation zone and a line connecting the following geographical positions: (51) 28807'.40 N, 033820'.40 E (53) 27842'.45 N, 033849'.40 E (52) 27848'.70 N, 033843'.40 E (54) 27828'.65 N, 034803'.90 E

(j)

A traffic lane for northbound traffic is established between the separation zone and a line connecting the following geographical positions: (55) 27833'.15 N, 034808'.60 E (58) 27853'.75 N, 033842'.65 E (56) 27845'.20 N, 033850'.95 E (59) 27856'.35 N, 033838'.40 E (57) 27851'.35 N, 033845'.35 E (60) 28809'.30 N, 033823'.60 E

Part C:

Junction scheme off Ain Sukhna (k)


(l)

A traffic lane for south-eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (65) 29830'.50 N, 032829'.35 E (66) 29827'.60 N, 032833'.90 E

(m) A traffic lane for westbound traffic is established between the separation zone and a line connecting the following geographical positions: (67) 29837'.58 N, 032830'.10 E (68) 29837'.11 N, 032827'.00 E

Part D:

Precautionary area off Ras Shukheir (n)

A precautionary area is established by a line connecting the following geographical positions: (69) 28809'.80 N, 033817'.00 E (71) 28809'.30 N, 033823'.60 E (70) 28806'.80 N, 033819'.40 E (72) 28812'.20 N, 033821'.40 E

Note: Recommended directions of traffic flow off Ras Shukheir: Recommended directions of traffic flow are established in the approaches to Ras Shukheir Oil Terminal, July, Ramadan and Morgan oilfields.

IV/1-2

(23) (24) (67) (68)

Suez Bay

See Note 1

(2) (3) (5) (6)

(64) 35´

Ain Sukhna Oil Terminal

(1)(4) (22) (40)

(25) (26) (63)

45´

See Note 1

29°

(7)

(61) (27) (28) (62)

(65)

30´

Ain Sukhna Oil Terminal

(10) (39)

(8) (11) (9)

(29) (30) (66)

EGYPT 25´

(13) (12) (21)

30´ 25´

32° 30´

35´

See details opposite (38)

15´

SINAI

(37) (20)

(14) (31)

29°

(15) (32)

45´

EGYPT

(19)

(33)

15´ 30´

45´

33°

(16)

15´

97241

30´

(36)

Note 1. Rules for ships navigating in the Gulf of Suez are given in part F

30´

IN THE GULF OF SUEZ (NORTH)

IV/1-3

30´

SINAI

Morgan oilfield

(16) (33)

15´

(35) (18) (72)Precautionary area (17) See Note 2 (71)(60) (69) (34)

Ras Shukheir (70)

(41) (51)

(50)

28° (59) (49) (48)

(58) (47) (57)

Ashrafi Islands

EGYPT

(52)

(42) (46) (56)

45´

(53) (43)

Gubal I.

Notes 1. Rules for ships navigating in the Gulf of Suez are given in part F.

(55)

2. Recommended directions of traffic flow off Ras Shukheir are shown in part E.

(45) (44) (54)

Shaker I.

30´

15´

30´

45´

IN THE GULF OF SUEZ (SOUTH)

IV/1-4

34°

15´

97242

See Note 1

IN THE ENTRANCE TO THE GULF OF AQABA (Reference chart: British Admiralty 3595, 1986 edition. Note: This chart is based on European Datum.)



(b)

A traffic lane for southbound traffic is established between the separation zone and a line joining the following geographical positions: (5) 28801'.00 N, 034826'.81 E (6) 27857'.00 N, 034825'.88 E

(c)

A traffic lane for northbound traffic is established between the separation zone and a line joining the following geographical positions: (7) 27857'.00 N, 034828'.22 E (8) 28801'.00 N, 034829'.15 E Aids to navigation for entrance to the Gulf of Aqaba

Southbound channel

Northbound channel

Co-ordinates

Light characteristics Rhythm

Range (N M) (T=0.74)

Racon/ Radio mon.

Station

Lat. (N)

Long. (E)

Colour

Tower ± Daymark

Chisholm Point

27857'.00

34830'.20

White Fl(2+1).20 s

9

Reef west of Johnson Point

28800'.00

34829'.02

Green

Fl.10 s

5

Rad. mon.

5 m GRP ± Pigmented green

Reef northwest of Johnson Point

28800'.94

34829'.20

Green

Fl(2).20 s

5

Rad. mon.

5 m GRP ± Pigmented: upper half green, lower white

Jackson Reef (east)

28800'.58

34828'.55

Red

Fl.10 s

5

Rad. mon.

5 m GRP ± Pigmented red. Synchronized with W. Johnson

Ras Nusrani

27858'.89

34826'.16

White Green

Fl.10 s Occ.7 s

15 5

Gordon Reef (west)

27859'.25

34826'.99

Red

Occ.7 s

5

10 m GRP ± Pigmented Racon (Morse C) white +Rad. mon.

10 m GRP ± Pigmented Racon (Morse Y) green +Rad. mon Racon (Morse G) + Rad. mon.

10 m GRP ± Pigmented red over white. Light synchronized with green light of Ras Nusrani

(chartlet overleaf)

IV/2-1

Strait of Tiran (1)

(5)

.

(4)

.

(8)

.

.

1'

Johnson Pt

Sinai Peninsula

28˚

★ 59'

★

Tiran 58'

Râs Nusrâni

.

.

.

(2)

(3)

(7)

26'

27'

34˚ 28'

Chisholm Pt

29'

IN THE ENTRANCE TO THE GULF OF AQABA

IV/2-2

30'

57'

97132

25'

. (6)

IN THE STRAIT OF BAB EL MANDEB (Reference chart: British Admiralty 2588, 1984 edition. Note: This chart is based on World Geodetic System 1972 Datum.)


A separation zone, one mile wide, is bounded by a line connecting the following geographical positions: (1) 12855'.54 N, 043812'.85 E (4) 12833'.37 N, 043828'.30 E (2) 12836'.82 N, 043820'.22 E (5) 12837'.50 N, 043821'.00 E (3) 12832'.53 N, 043827'.79 E (6) 12855'.86 N, 043813'.80 E

(b)

A traffic lane for southbound traffic is established between the separation zone and a line connecting the following geographical positions: (9) 12831'.25 N, 043827'.04 E (7) 12855'.02 N, 043811'.37 E (8) 12835'.78 N, 043818'.96 E

(c)

A traffic lane for northbound traffic is established between the separation zone and a line connecting the following geographical positions: (10) 12856'.44 N, 043815'.20 E (12) 12834'.69 N, 043829'.03 E (11) 12838'.50 N, 043822'.21 E

Note:

In the passage between Perim Island and the mainland, coastal traffic may be proceeding in both directions.

13˚ (10) (6) . (1) . (7) .

.

55'

Ras Dahànnaba

Ras Sintian

50'

45'

Sc. Callida

Ghubbet al Haikah Ras Bab el Mandeb

Dumeira. I

.

.

40'

★ f

(11)★

. (5)

Perim Island

(8)

.

h) 1

. (2) 35'

. (12)

. (3)

i

(9)

(f

. (4) 30'

Île Grande Île de l’Est 15'

20'

25'

30'

35'

40'

25' 45'

IN THE STRAIT OF BAB EL MANDEB

25 h F b

10'

IV/3

F id

5'

97126

43˚

2000 S W i

Shi ' R

Ras Si Ane

OFF RAS AL HADD (Reference chart: British Admiralty 2851, 1983 edition. Note: This chart is based on World Geodetic System 1972 Datum.)


A separation zone, three nautical miles wide, is centred upon the following geographical positions: (1) 22839'.00 N, 059856'.70 E (3) 22825'.40 N, 060802'.00 E (2) 22833'.30 N, 060802'.00 E

(b)

A traffic lane for southbound traffic, two nautical miles wide, is established between the separation zone and a separation line connecting the following geographical positions: (4) 22836'.50 N, 059854'.00 E (6) 22825'.40 N, 059858'.20 E (5) 22832'.00 N, 059858'.20 E

(c)

A traffic lane for northbound traffic, four nautical miles wide, is established between the separation zone and a line connecting the following geographical positions: (7) 22825'.40 N, 060808'.20 E (9) 22843'.00 N, 060801'.00 E (8) 22835'.20 N, 060808'.20 E

Inshore traffic zone The area between the coast and the landward boundary of the traffic separation scheme, and lying between a line connecting the following geographical positions: (4) 22836'.50 N, 059854'.00 E to Ras al Hadd, position (10) 22832'.00 N, 059847'.93 E and a line drawn from position (6) 22825'.40 N, 059858'.20 E to Ras al Junaiz, position (11) 22825'.40 N, 059850'.00 E is designated as an inshore traffic zone.

GULF OF OMAN 50'

.

(9) 40'

(1) .

Ra

(4) .

’s a

lH

.

(5) .

re

30'

f

ffic

tra

★. (10)

(8)

. (2)

ho

d

Ins

ad

.

.

.

(6)

(3)

(7)

h) 1

ne zo

.

(11)

40'

50'

60˚

10'

OFF RAS AL HADD

IV/4

20'

30'

97277

30'

25 h F b

22˚

F id

10'

2000 S W i

Shi ' R

i

(f

20'

IN THE STRAIT OF HORMUZ (Reference chart: British Admiralty 3172, 1994 edition. Note: This chart is based on WGS 84 datum.)


A separation (1) (2) (3) (4)



(b)

A traffic lane for eastbound traffic is established between the separation zone and a separation line connecting the following geographical positions: (9) 26830'.20 N, 056823'.25 E (11) 26832'.50 N, 056832'.35 E (10) 26832'.50 N, 056828'.95 E (12) 26827'.60 N, 056835'.65 E

(c)

A traffic lane for westbound traffic is established between the separation zone and a line connecting the following geographical positions: (13) 26830'.70 N, 056841'.35 E (15) 26838'.50 N, 056827'.70 E (14) 26838'.50 N, 056836'.15 E (16) 26836'.70 N, 056820'.15 E

Inshore traffic zone The area between the Musandam Peninsula coast and landward boundary of the traffic separation scheme bounded by a line connecting the following geographical positions: 26815'.35 N, 056812'.92 E 26830'.20 N, 056823'.25 E (9) 26832'.50 N, 056828'.95 E (10) 26832'.50 N, 056832'.35 E (11) 26827'.60 N, 056835'.65 E (12) and 26819'.05 N, 056831'.25 E is designated as an inshore traffic zone.

(chartlet overleaf)

IV/5-1

Jazh Hormuz

27˚

Qeshm

m sh

I.

e

Q

50'

Jazh Larak

UZ

RM

T AI

OF

HO

R

ST

(3)

(2) .

.

(1)

.

.

(16)

.

.

.

.

(7) .

(8) (9) .

40'

(14)

(15)

.

(6) .

(13)

(10) (11)

Little ★ Quoin Inshore traffic zone

.

30'

. .

.

(4)

(5) (12)

20'

Musandam Peninsula Ra’s Shaykh Mas‘ud Umm al Fayyärin

10'

Bukha Ras Sarkän

Ru’us al Jibal 10'

20'

30'

40'

50'

IN THE STRAIT OF HORMUZ

IV/5-2

57˚

10'

97276

56˚

26˚

TUNB±FARUR (Reference chart: British Admiralty 2837, 1989 edition. Note: This chart is based on revised Nahrwan Datum.)

Description of the traffic separation scheme Separation of traffic in this area is achieved by establishing separate traffic lanes. (a)

A traffic lane for westbound traffic is established between a line connecting the following geographical positions: (1) 26822'.70 N, 055830'.00 E (3) 26823'.00 N, 054830'.00 E (2) 26818'.70 N, 055807'.70 E and a line connecting the following geographical positions: (4) 26820'.60 N, 055830'.00 E (6) 26821'.00 N, 054830'.00 E (5) 26816'.60 N, 055808'.00 E

(b)

A traffic lane for eastbound traffic is established between a line connecting the following geographical positions: (7) 26813'.00 N, 054830'.00 E (9) 26811'.80 N, 055830'.00 E (8) 26808'.00 N, 055817'.50 E and a line connecting the following geographical positions: (10) 26810'.00 N, 054830'.00 E (12) 26808'.80 N, 055830'.00 E (11) 26805'.00 N, 055817'.50 E

Note:

Westbound traffic which has passed Quoin Islands should proceed so as to keep Jazt. Tunb and Jazh-e Farur on the port side. Eastbound traffic should proceed so as to keep Jazh-e Farur and Jazt. Tunb on the port side in order to get into the appropriate traffic lane in the Strait of Hormuz traffic separation scheme. 50'

Qeshm I. 40'

30'

(3)

. .

. (1) . (4)

(2)

(6)

. .

Jazh-e Farur

20'

Jazt. Tunb

(5) (7) . (10) .

. (9) . (12)

(8)

.

10'

. (11) 26˚

Jazt. Sirri

Jazt. Bu Musa 50'

40' 20'

30'

40'

50'

55˚

10'

20'

30'

40'

50'

97127

10'

TUNB±FARUR

IV/6

BETWEEN ZAQQUM AND UMM SHAIF (Reference chart: British Admiralty 3733, 1987 edition. Note: This chart is based on revised Nahrwan Datum.)


A separation zone, 0.75 nautical miles wide, is bounded by a line connecting the following geographical positions: (1) 25807'.00 N, 053824'.90 E (4) 24856'.30 N, 053800'.10 E (2) 25802'.77 N, 053819'.36 E (5) 25802'.10 N, 053819'.78 E (3) 24856'.90 N, 052859'.45 E (6) 25806'.40 N, 053825'.41 E

(b)

A traffic lane for westbound traffic, 1.25 nautical miles wide, is established between the separation zone and a line connecting the following geographical positions: (7) 25807'.95 N, 053824'.01 E (9) 24857'.90 N, 052858'.40 E (8) 25803'.89 N, 053818'.70 E

(c)

A traffic lane for eastbound traffic, 1.25 nautical miles wide, is established between the separation zone and a line connecting the following geographical positions: (10) 24855'.28 N, 053801'.15 E (12) 25805'.44 N, 053826'.30 E (11) 25800'.97 N, 053820'.46 E

Umm Shaif Oilfield

10'

Jazt. Das

.(7) Zaqqum .(1) . (6) R . (12) 5'

(8)

.

(2) .

.

(5)

.

(11) 25˚

.

Jazt. Qarnayn

(9) . (3) . (4)

.

55'

(10)

Zaqqum Oilfield

★

55'

53˚

5'

10'

15'

BETWEEN ZAQQUM AND UMM SHAIF

IV/7

20'

25'

30'

97130

50'

Jazt. Zarakkuh

IN THE APPROACHES TO RAS TANURA AND JU'AYMAH (Reference charts: British Admiralty 3788, 1986 edition; United States Naval Oceanographic Office 62415. Note: These charts are based on Nahrwan Datum.)

Description of the traffic separation scheme Part I:

Ras Tanura approach (a)




(b)


(c)



(d)

A separation (15) (16) (17) (18)

line connects the following geographical positions: 26849'.30 N, 050810'.43 E (19) 26843'.00 26848'.32 N, 050810'.25 E (20) 26841'.93 26845'.20 N, 050811'.15 E (21) 26841'.02 26844'.43 N, 050811'.47 E (22) 26840'.87

(e)

A traffic lane for traffic bound for Ras Tanura is established between the separation zones/lines and a line connecting the following geographical positions: (23) 27807'.27 N, 050842'.00 E (27) 26848'.03 N, 050809'.87 E (24) 27806'.47 N, 050823'.00 E (28) 26842'.03 N, 050811'.70 E (25) 26856'.35 N, 050811'.48 E (29) 26840'.87 N, 050811'.73 E (26) 26849'.53 N, 050809'.83 E

(f)

A traffic lane for traffic departing from Ras Tanura is established between and a line connecting the following geographical positions: (30) 26840'.87 N, 050812'.27 E (37) 26849'.27 N, (31) 26841'.00 N, 050812'.30 E (38) 26850'.90 N, (32) 26841'.95 N, 050812'.40 E (39) 26855'.12 N, (33) 26842'.42 N, 050812'.37 E (40) 26855'.53 N, (34) 26843'.12 N, 050812'.12 E (41) 27804'.85 N, (35) 26844'.28 N, 050811'.70 E (42) 27805'.57 N, (36) 26847'.38 N, 050810'.95 E

050812'.60 E

by a line connecting the following geographical positions: 050812'.30 E (12) 26851'.15 N, 050811'.28 E 050811'.85 E (13) 26855'.55 N, 050812'.38 E 050810'.43 E (14) 26855'.93 N, 050812'.87 E N, N, N, N,

050811'.88 050812'.23 050812'.13 050812'.10

E E E E

the separation zones/lines 050810'.70 050811'.60 050813'.03 050813'.13 050823'.87 050842'.10

E E E E E E

Part II:

Ju'aymah approach (g)

A traffic lane, two miles wide, for traffic bound for Ju'aymah is centred upon the following geographical positions: (43) 26857'.60 N, 050812'.80 E (44) 26859'.00 N, 050811'.30 E

Part III:

Ju'aymah departure (h)

A traffic lane, two miles wide, for traffic departing from Ju'aymah is centred upon the following geographical positions: (45) 27801'.40 N, 050809'.20 E (47) 27811'.50 N, 050836'.00 E (46) 27811'.50 N, 050811'.75 E

(chartlet overleaf)

IV/8-1

. (47)

. (46) 10'

. (23) . (1) . (6) . (42)

(24) .

. (2) . (5) .

5'

(41) (12)

.

. (45)

27˚

. (38)

50'

(44) .

(26) . (15) . .

. (7) (43) . (3) . . (4) (25) . (9). (8) . . . (14) (10) . . (40) (13) . (39)

55'

(27) . . (16)

. (36)

. (12) .

(17) .

45'

(38)

50'

(37)

(11)

(18) . . (35)

(26) . (15) .. (11) (37)

..

. . (34) . (33) (28) . . . (32)

.

(19)

45'

See details opposite

.

(20) (21) .

..

. (31) (29) . . . (30) (22)

.. . ... . . .. . (30)

40'

(29) (22)

40'

Ras Tanura

Ras Tanura 50˚ 15'

20'

25'

10'

IN THE APPROACHES TO RAS TANURA AND JU'AYMAH

IV/8-2

97128

10'

MARJAN/ZULUF*

(formerly ``Between the Zuluf and Marjan Oilfields'') (Reference chart: British Admiralty 3774, 1991 edition. Note: This chart is based on WGS 84 Datum.)


A separation zone of 0.54 nautical miles (1,000 metres) wide is centred upon the following geographical positions: (1) 28814'.98 N, 049818'.60 E (4) 28824'.33 N, 049827'.80 E (2) 28816'.76 N, 049818'.58 E (5) 28830'.11 N, 049830'.04 E (3) 28818'.41 N, 049819'.24 E (6) 28832'.04 N, 049830'.15 E

(b)

A traffic lane for southbound traffic is established between the separation zone and a line connecting the following geographical positions: (7) 28814'.94 N, 049817'.19 E (10) 28825'.16 N, 049826'.60 E (8) 28817'.00 N, 049817'.13 E (11) 28830'.36 N, 049828'.61 E (9) 28819'.28 N, 049818'.09 E (12) 28832'.05 N, 049828'.70 E

(c)

A traffic lane for northbound traffic is established between the separation zone and a line connecting the following geographical positions: (13) 28815'.00 N, 049820'.01 E (16) 28823'.63 N, 049829'.06 E (14) 28816'.55 N, 049819'.97 E (17) 28829'.87 N, 049831'.47 E (15) 28817'.69 N, 049820'.45 E (18) 28832'.03 N, 049831'.59 E

_____ * Date of implementation: 0000 hours on 1 July 1999.

(chartlet overleaf)

IV/9-1

(6)

.

(12) .

(11) .

. (18)

30'

. (5) . (17)

Zuluf Oilfield

25'

(10) .

. (4) . (16)

20'

Marjan Oilfield

(9) .

(3) .

. (15) (8) .

(2) .

. (14) 28˚ 15'

(7) .

.

. (13)

(1)

25'

MARJAN/ZULUF

IV/9-2

30'

97131

49˚ 20'

OFF DONDRA HEAD (Reference chart: British Admiralty 3265, 1981 edition. Note: This chart is based on Ceylon (1933) Datum.)



(b)

A separation zone, three miles wide, is centred upon the following geographical positions: (3) 05845'.70 N, 080832'.38 E (4) 05845'.70 N, 080838'.54 E

(c)

A traffic lane for westbound ships, three miles wide, is established between the separation zones described in paragraphs (a) and (b) above.

(d)

A traffic lane for eastbound ships, three miles wide, is established to the seaward side of the separation zone described in paragraph (b) above.

Inshore traffic zone The area between the coast and the landward boundary of the traffic separation scheme is designated as an inshore traffic zone.

★

55'

Dondra Head


(1) .

. (2)

50'

(3) .

. (4) 5˚

45'

40'

97129

80˚ 35'

OFF DONDRA HEAD

IV/10

OFF ALPHARD BANKS 34 MILES SOUTH OF CAPE INFANTA*

Note: See ``Rules for navigation of laden tankers off the South African coast'' in part F. (Reference charts: South African Navy SAN 57, 121; British Admiralty 2083, 2084) Note: The SAN charts are based on Cape Datum (Clarke 1880 Mod).


A separation zone is bounded by a line connecting the following geographical positions: (1) 34858'.79 S, 020845'.00 E (3) 35808'.10 S, 021805'.00 E (2) 34856'.48 S, 021805'.00 E (4) 35809'.54 S, 020845'.00 E

(b)

A traffic lane for westbound traffic is established between the separation zone and the line connecting the following geographical positions: (5) 34855'.76 S, 020845'.00 E (6) 34853'.45 S, 021805'.00 E

(c)

A traffic lane for eastbound traffic is established between the traffic separation zone and the line connecting the following geographical positions: (7) 35812'.55 S, 020845'.00 E (8) 35811'.11 S, 021805'.00 E

★ Cape Infanta

30'

40'

Struis Point

★

50'

Cape Agulhas . (6) (5) .

. (2)

(1) .

35˚

NE

ER ZO

SUMM

L ZONE

. (3)

ASONA

R SE WINTE

(4) .

10'

. (8)

(7) . 10'

20'

30'

40'

OFF ALPHARD BANKS

_____ * Date of implementation: 0000 hours UTC on 1 December 1998.

IV/11

50'

21˚

99002

20˚

OFF THE FA PLATFORM 47 MILES SOUTH OF MOSSEL BAY*

Note: See ``Rules for navigation of laden tankers off the South African coast'' in part F. (Reference charts: South African Navy SAN 57, 122; British Admiralty 2083, 2084) Note: The SAN charts are based on Cape Datum (Clarke 1880 Mod).



zone is bounded 34850'.11 S, 34847'.39 S, 35801'.77 S,

by a line connecting the following geographical positions: 022800'.00 E (4) 35803'.37 S, 022810'.86 E 022820'.00 E (5) 35804'.06 S, 022800'.00 E 022820'.00 E

(b)

A traffic lane for eastbound traffic is established between the separation zone and the line connecting the following geographical positions: (6) 35807'.16 S, 022800'.00 E (8) 35804'.81 S, 022820'.00 E (7) 35806'.35 S, 022811'.18 E

(c)

A traffic lane for westbound traffic is established between the traffic separation zone and the line connecting the following geographical positions: (9) 34847'.07 S, 022800'.00 E (10) 34844'.75 S, 022820'.00 E

Mossel Bay

34˚

■

10 '

★ Cape St. Blaize

20 '

★

Ystervark Point 30 '

40 '

(9)

.

(1)

.

.

(10)

.

(2) 50 '

NE

ER ZO

SUMM

SONAL

R SEA

WINTE

ZONE

35˚

.

. (4)

(6)

.

.(7)

22˚

10 '

(3)

.

(8)

20 '

30 '

99004

50 '

(5)

.

OFF THE FA PLATFORM _____ * Date of implementation: 0000 hours UTC on 1 December 1998.

IV/12

Section V SOUTH-EAST ASIA


V

INDEX: SOUTH-EAST ASIA 1: 2: 3: 4: 5: 6: 7: 8: 9: 10:

Summary chartlets for the Straits of Malacca and Singapore At One Fathom Bank Port Klang to Port Dickson Port Dickson to Tanjung Keling Malacca to Iyu Kecil In the Singapore Strait (Main Strait) Singapore Strait (Off St. John's Island) Singapore Strait (Off Changi/Pulau Batam) 10 At Horsburgh Lighthouse area In the East Lamma and Tathong Channels (see detail below)

25˚

Tropic of Cancer

20˚

15˚

10˚

1 2 3

45

5˚

6 8 9 7 0˚

5˚ 110˚

120˚

130˚

97133

100˚

23˚

HONG KONG, CHINA Tathong Channel 22˚

East Lamma Channel

113˚

114˚

SUMMARY CHARTLET A

V/ii

115˚

116˚

97135

112˚

see “Rules for vessels navigating through the Straits of Malacca and Singapore” in part F and mandatory ship reporting system “In the Straits of Malacca and Singapore” in part G, section I

Pulau Angsa

3˚

Port Klang

Bukit Jugra

At One Fathom Bank !

Off Port Klang Port Klang to Port Dickson !

Port Dickson Cape Rachado g jun

Off Port Dickson Port Dickson to Tanjung Keling

30' ing

n Ta DW

l Ke

Malacca

!

DW

Pu. Undan

2˚

Off Malacca/ Dumai Bukit Segenting

Ma

lac

(see summary chartlet 2)

Str ait

iai

Dumai

ca

gP

30'

Ta n

jun

Malacca to Iyu Kecil

!

Iyu Kecil ★

!

1˚

30'

101˚

30'

102˚

30'

103˚

30'

104˚

V/1-1

STRAITS OF MALACCA AND SINGAPORE: SUMMARY CHARTLET 1

30'

105˚

99016

30'

V/1-2 40'

30'

Ea

st

Singapore

★

Pu. Sebarok

★

!

★

f Ra

!

(A)

it

★Tanjung Stapa

20'

★ Horsburgh

Off Tanjung Stapa/Pulau Bintan Singapore Strait (Off Changi/Pulau Batam)

!

fles

tra

At Horsburgh Lighthouse area

★

Pu. Iyu Kecil

rS

!

St. John’s I.

Sultan Shoal ★

ho

★Changi

★ Tanjung Piai

Jo

(C) (B)

Pu. Sambu

10'

★ Karang Galang

Pu. Bintan

el

Pu. Batam

n an

DW

llip

Ch

Selat Riau

Off Sultan Shoal Lighthouse

i Ph

In the Singapore Strait (Main Strait)

1˚

★ tD

la

Se

Pu. Jangkat

ur

A: Off Pulau Sebarok/Pulau Belakang Padang B: Singapore Strait (Off St. John’s Island) C: Off St. John’s Island/Pulau Sambu

n

ia Pu. Belakang Padang 30'

40'

50'

104˚

10'

20'

STRAITS OF MALACCA AND SINGAPORE: SUMMARY CHARTLET 2

30'

40'

99017

20'

AT ONE FATHOM BANK*

Note: See ``Rules for vessels navigating through the Straits of Malacca and Singapore'' in part F and mandatory ship reporting system `Ìn the Straits of Malacca and Singapore'' in part G, section I. (Reference chart: British Admiralty 3946, 1996 edition. Note: This chart is based on revised Kertau Datum.)


A separation (1) (2) (3) (4)



(b)

A traffic lane for north-westbound traffic is established between the separation zone and a line connecting the following geographical positions: (9) 03802'.70 N, 100848'.80 E (11) 02846'.30 N, 101811'.50 E (10) 02852'.50 N, 101800'.00 E

(c)


OFF PORT KLANG Description of the precautionary area A precautionary area is established by a line connecting the following geographical positions: (14) 02846'.30 N, 101811'.50 E (16) 02839'.40 N, 101812'.40 E (15) 02844'.30 N, 101815'.00 E (17) 02841'.20 N, 101808'.80 E

(9) . Klang

(1)

.

★

(8) .

3˚

(12) .

(2)

.

★

One Fathom Bank

Bukit Jugra

. (3)

★

. (10)

★★

★

(7) .

50'

(6) . (11) (14)

.

(15) (4)

★

(5) .

(13) (17)

. [24]

.

!

.

(16)

50'

101˚

10'

20'

97136

40'

40'

. [27]

AT ONE FATHOM BANK + OFF PORT KLANG


V/2

PORT KLANG TO PORT DICKSON*

Note: See ``Rules for vessels navigating through the Straits of Malacca and Singapore'' in part F and mandatory ship reporting system `Ìn the Straits of Malacca and Singapore'' in part G, section I. (Reference chart: British Admiralty 3946, 1996 edition. Note: This chart is based on revised Kertau Datum.)





(b)

A traffic lane for north-westbound traffic is established between the separation zone and a separation line connecting the following geographical positions: (24) 02844'.30 N, 101815'.00 E (26) 02829'.00 N, 101838'.80 E (25) 02837'.40 N, 101828'.00 E

(c)

A traffic lane for south-eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (27) 02839'.40 N, 101812'.40 E (29) 02824'.60 N, 101835'.30 E (28) 02834'.00 N, 101823'.30 E

Inshore traffic zone The area between the landward boundary of the traffic separation scheme and the Malaysian coast between a line drawn from position (24) [02844'.30 N, 101815'.00 E] in a direction of 0278 to meet the coast and a line drawn from position (26) [02829'.00 N, 101838'.80 E] in a direction of 0348 to meet the Malaysian coast.

OFF PORT DICKSON* (Reference charts: British Admiralty 3946, 1996 edition; 3947, 1997 edition. Note: These charts are based on revised Kertau Datum.)

Description of the precautionary area A precautionary area is established by a line connecting the following geographical positions: (30) 02829'.00 N, 101838'.80 E (32) 02821'.40 N, 101839'.40 E (31) 02825'.80 N, 101842'.90 E (33) 02824'.60 N, 101835'.30 E


V/3-1

Port Klang

★ Bukit Jugra 50'

[15] (24)

.

!

(18)

.

In

(23) .

sh

or

.

★ e

tra

(27) [16]

ffi

c

40'

zo

ne

(25)

.

(28)

.

(22)

.

(19)

.

(26) (30)

2˚

30'

. .

. (20) (31) . [38]

(21)

!

. (29) (33)

(32) . [40][42]

DW 101˚ 20'

30'

40'

99018

10'

20'

PORT KLANG TO PORT DICKSON + OFF PORT DICKSON

V/3-2

PORT DICKSON TO TANJUNG KELING*

Note: See ``Rules for vessels navigating through the Straits of Malacca and Singapore'' in part F and mandatory ship reporting system `Ìn the Straits of Malacca and Singapore'' in part G, section I. (Reference charts: British Admiralty 3946, 1996 edition; 3947, 1997 edition. Note: These charts are based on revised Kertau Datum.)



(b)

A traffic lane for north-westbound traffic is established between the separation zone and a separation line connecting the following geographical positions: (38) 02825'.80 N, 101842'.90 E (39) 02811'.60 N, 102801'.00 E

(c)


(d)

A deep-water route for positions: (42) 02821'.40 (43) 02813'.80 (44) 02805'.10 (45) 02803'.00

south-eastbound traffic is established by connecting the following geographical N, N, N, N,

101839'.40 101839'.30 101855'.90 101854'.20

E E E E

(46) 02812'.30 N, (47) 02822'.20 N, (48) 02824'.00 N,

101836'.80 E 101836'.80 E 101836'.10 E

Inshore traffic zone The area between the landward boundary of the traffic separation scheme and the Malaysian coast between a line drawn from position (38) [02825'.80 N, 101842'.90 E] in a direction of 0598 to meet the Malaysian coast and a line drawn from position (39) [02811'.60 N, 102801'.00 E] in a direction of 0348 to meet the Malaysian coast.

OFF MALACCA/DUMAI* (Reference charts: British Admiralty 3947, 1997 edition; 3833, 1988 edition; 2403, 1983 edition. Note: These charts are based on revised Kertau Datum.)



V/4-1

Port Dickson 30'

(38) [31] .

! (34) .

(48) .

(47)

★ Cape Rachado

(37) .

. (40) (42)

In

. [32]

sh

or

e

tra

ffic

DW

20'

zo n

jun

gK elin g

e

(46)

Tan

. (43) .

(39)

. (49) . . ★ Tanjung Medang

. ★

.

10'

(35)

(36)

(50) . [65]

(41)

! (44)

. (45) (52) (51)

. [80]

2˚

DW

50'

102˚

10'

99021

40'

PORT DICKSON TO TANJUNG KELING + OFF MALACCA/DUMAI

V/4-2

MALACCA TO IYU KECIL* Note: See ``Rules for vessels navigating through the Straits of Malacca and Singapore'' in part F and mandatory ship reporting system `Ìn the Straits of Malacca and Singapore'' in part G, section I. (Reference charts: British Admiralty 3947, 1997 edition; 3833, 1988 edition; 2403, 1983 edition. Note: These charts are based on revised Kertau Datum.)


A separation (53) (54) (55) (56) (57) (58)

(b)

A traffic lane for north-westbound traffic is established between the separation zone and a separation line connecting the following geographical positions: (65) 02807'.20 N, 102806'.20 E (68) 01825'.50 N, 103815'.00 E (66) 01857'.90 N, 102816'.60 E (69) 01815'.20 N, 103825'.30 E (67) 01838'.40 N, 103800'.00 E (70) 01814'.30 N, 103829'.70 E

(c)

A traffic lane for south-eastbound traffic is established connecting the following geographical positions: (71) 02802'.80 N, 102802'.20 E (74) (72) 01852'.60 N, 102813'.30 E (75) (73) 01836'.80 N, 102846'.90 E (76)

(d)

zone is bounded 02805'.40 N, 01855'.70 N, 01840'.00 N, 01823'.20 N, 01813'.80 N, 01812'.20 N,

by a line connecting the following geographical positions: 102804'.60 E (59) 01810'.50 N, 103827'.50 E 102815'.40 E (60) 01813'.20 N, 103823'.40 E 102848'.30 E (61) 01823'.20 N, 103812'.40 E 103812'.40 E (62) 01839'.10 N, 102848'.00 E 103824'.00 E (63) 01854'.80 N, 102814'.80 E 103828'.50 E (64) 02804'.60 N, 102803'.80 E

between the separation zone and a line 01822'.00 N, 01811'.60 N, 01809'.20 N,

103811'.10 E 103822'.80 E 103826'.80 E

A deep-water route for south-eastbound traffic is established by connecting the following geographical positions: (79) 01852'.60 N, 102813'.30 E (77) 02801'.90 N, 102801'.50 E (78) 01859'.70 N, 102805'.60 E (80) 02800'.00 N, 101859'.80 E

Inshore traffic zone The area between the landward boundary of the traffic separation scheme and the Malaysian coast between a line drawn from position (65) [02807'.20 N, 102806'.20 E] to Pulau Undan Lighthouse [02802'.90 N, 102820'.10 E], then in a direction of 0408 to meet the Malaysian coast and a line drawn from position (70) [01814'.30 N, 103829'.70 E] in a direction of 0388 to meet the Malaysian coast.

OFF SULTAN SHOAL LIGHTHOUSE* (Reference charts: British Admiralty 2598, 1990 edition; 2556, 1994 edition; 3833, 1988 edition; 2403, 1983 edition. Note: These charts are based on revised Kertau Datum.)



V/5-1

ng

g jun

li Ke

n Ta

10'

(65) [50] .

!

(53) . (64) .

(71) . (77) .

[51] . (80)

★ Pulau Undan

DW

2˚

. (78) . (66) . (54) .

or

(63)

g jun

.

h To

n Ta

(72) (79)

★

Ins

hor

50'

e tr affi

cz one

★ Bukit Segenting

(55)

.

40'

.

. (67)

(62)

. (73)

★ Tanjung Parit 30'

102˚

10'

20'

30'

40'

V/5-2

MALACCA TO IYU KECIL (WEST)

50'

103˚

10'

V/5-3

★ Bukit Segenting

Ins

. (55) (62) (73)

ho

re

tra

ffic

zon

e 40'

. . (67)

.

★ Tanjung Parit 30 '

★

Pulau Pisang

. (68) (61) . (74)

(56)

. 20'

.(69) (60) . Pulau Iyu Kecil ★

★ Tanjung Piai

Sultan Shoal

★

. (70)

. (57)

(81)

(82)

.

. (58)

. (75)

[95]

!

. (59) .

1˚ 10 '

(76) (84)

.

(83) [100]

★

40 '

50 '

103˚

10 '

MALACCA TO IYU KECIL (EAST) + OFF SULTAN SHOAL

20 '

30 '

40 '

99020

30 '

IN THE SINGAPORE STRAIT (MAIN STRAIT)* Note: See ``Rules for vessels navigating through the Straits of Malacca and Singapore'' in part F and mandatory ship reporting system `Ìn the Straits of Malacca and Singapore'' in part G, section I. (Reference charts: British Admiralty 2598, 1990 edition; 2556, 1994 edition; 3833, 1988 edition; 2403, 1983 edition. Note: These charts are based on revised Kertau Datum.)


A separation (85) (86) (87) (88)


by a line connecting the following geographical positions: 103834'.90 E (89) 01805'.90 N, 103843'.38 E 103839'.85 E (90) 01803'.60 N, 103838'.95 E 103843'.72 E (91) 01807'.06 N, 103832'.96 E 103845'.43 E

(b)


(c)

A traffic lane for westbound traffic is established between the separation zone/line and a line connecting the following geographical positions: (95) 01812'.62 N, 103836'.24 E (98) 01810'.45 N, 103847'.50 E (96) 01811'.50 N, 103840'.55 E (99) 01811'.13 N, 103849'.18 E (97) 01808'.65 N, 103844'.40 E

(d)

A traffic lane for eastbound traffic is established between the separation zone/line and a line connecting the following geographical positions: (100) 01805'.94 N, 103832'.30 E (103) 01807'.80 N, 103846'.25 E (101) 01801'.60 N, 103839'.65 E (104) 01809'.47 N, 103848'.70 E (102) 01805'.00 N, 103843'.67 E (105) 01809'.92 N, 103849'.65 E

(e)

A deep-water route is established within the eastbound lane described in paragraph (d). The deep-water route is bounded by a line connecting the following geographical positions: (i) 01803'.60 N, 103838'.95 E (vi) 01810'.45 N, 103849'.45 E (ii) 01805'.90 N, 103843'.38 E (vii) 01809'.95 N, 103848'.28 E (iii) 01808'.61 N, 103845'.44 E (viii) 01808'.90 N, 103846'.82 E (iv) 01810'.26 N, 103847'.91 E (ix) 01804'.95 N, 103842'.87 E (v) 01810'.81 N, 103849'.30 E (x) 01802'.97 N, 103839'.10 E

103849'.30 E

SINGAPORE STRAIT (OFF PULAU SEBAROK/PULAU BELAKANG PADANG)* Description of the precautionary area A precautionary area is established by a line connecting the following geographical positions: (106) 01811'.13 N, 103849'.18 E (108) 01810'.45 N, 103850'.75 E (107) 01811'.59 N, 103850'.31 E (109) 01809'.92 N, 103849'.65 E


(chartlet overleaf)

V/6-1

V/6-2 Tanjung Piai

★ 15'

★ ★

Sultan Shoal

★

St John's Island

[82]

.

(95) Pu. Sebarok

★

[112] (107)

. (96) ait Str

!

in Ma (98) . (93) .

. (86) ★

(85) .

.

(iv)

.

★ Raffles ★

(97)

.

(88)

. (92) (iii)

.

(106) (99) (94) . (v) . (vi)

DW

!

. (109)

(vii)

.

. (108) [115]

1˚

10'

(105)

★ Buffalo Rock (104)

. (viii)

. (103)

(87)

.

★ Helen Mar Reef

DW

(91) . ★

[83]

.

★ (89) (ii)

(100)

. (ix) . (102)

05'

el

n an

DW

p

lli hi

Ch

P

(90) ★ (i)

. (x)

. (101) 103˚ 40'

45'

IN THE SINGAPORE STRAIT (MAIN STRAIT) + SINGAPORE STRAIT (OFF PULAU SEBAROK/PULAU BELAKANG PADANG)

50'

99022

35'

SINGAPORE STRAIT (OFF ST. JOHN'S ISLAND)* Note: See ``Rules for vessels navigating through the Straits of Malacca and Singapore'' in part F and mandatory ship reporting system `Ìn the Straits of Malacca and Singapore'' in part G, section I. (Reference charts: British Admiralty 2556, 1994 edition; 3833, 1988 edition; 2403, 1983 edition. Note: These charts are based on revised Kertau Datum.)



(b)

A traffic lane for westbound traffic is established between the separation line and a line connecting the following geographical positions: (112) 01811'.59 N, 103850'.31 E (114) 01812'.51 N, 103852'.25 E (113) 01811'.96 N, 103851'.21 E

(c)

A traffic lane for eastbound traffic is established between the separation line and a line connecting the following geographical positions: (115) 01810'.45 N, 103850'.75 E (116) 01811'.41 N, 103852'.76 E

(d)

A deep-water route is established within the eastbound lane described in paragraph (c). The deep-water route is bounded by a line connecting the following geographical positions: (xi) 01811'.27 N, 103850'.43 E (xiii) 01811'.78 N, 103852'.58 E (xii) 01812'.21 N, 103852'.40 E (xiv) 01810'.92 N, 103850'.57 E

103852'.40 E

SINGAPORE STRAIT (OFF ST. JOHN'S ISLAND/PULAU SAMBU)* Description of the precautionary area (a)

A precautionary area is established by a line connecting the following geographical positions: (117) 01812'.51 N, 103852'.25 E (119) 01812'.11 N, 103854'.40 E (118) 01813'.38 N, 103853'.85 E (120) 01811'.41 N, 103852'.76 E

(b)

The focal point of the precautionary area is located at the following geographical position: (121) 01812'.60 N, 103853'.20 E

Description of the area to be avoided A circular area to be avoided with a diameter of one cable is established around position (121).


(chartlet overleaf)

V/7-1

15'

14'

[128] (118) .

★ Area to be avoided

St. John's Island (117) (114) .

13'

.

(121)

! . (111) (xii)

.

(113) .

(119)

[132]

12'

. (xiii) (112) [107] .

DW

(110) . (xi)

!

(xiv)

.

(116) (120)

★ Batu Berhanti 11'

.

.

(115)

[108]

Pu. Anak Sambu

★

1˚

10'

Pu. Sambu

09'

Pu. Belakang Padang

55'

SINGAPORE STRAIT (OFF ST. JOHN'S ISLAND) + SINGAPORE STRAIT (OFF ST. JOHN'S ISLAND/PULAU SAMBU)

V/7-2

99023

103˚ 50'

SINGAPORE STRAIT (OFF CHANGI/PULAU BATAM)* Note: See ``Rules for vessels navigating through the Straits of Malacca and Singapore'' in part F and mandatory ship reporting system `Ìn the Straits of Malacca and Singapore'' in part G, section I. (Reference charts: British Admiralty 2569, 1990 edition; 3833, 1988 edition; 3831, 1988 edition; 2403, 1983 edition. Note: These charts are based on revised Kertau Datum.)



(b)


(c)

A traffic lane for westbound traffic is established between the separation zone/line and a line connecting the following geographical positions: (128) 01813'.38 N, 103853'.85 E (130) 01816'.02 N, 104800'.00 E (129) 01814'.07 N, 103855'.18 E (131) 01816'.60 N, 104803'.32 E

(d)

A traffic lane for eastbound traffic is established between the separation zone/line and a line connecting the following geographical positions: (132) 01812'.11 N, 103854'.40 E (134) 01814'.05 N, 104803'.58 E (133) 01813'.50 N, 103857'.67 E

103859'.01 E

SINGAPORE STRAIT (OFF TANJUNG STAPA/PULAU BINTAN)* Description of the precautionary area A precautionary area is established by a line connecting the following geographical positions: (135) 01816'.60 N, 104803'.32 E (137) 01815'.40 N, 104815'.00 E (136) 01818'.63 N, 104815'.00 E (138) 01814'.05 N, 104803'.58 E


(chartlet overleaf)

V/8-1

V/8-2 Tanjung Stapa ★ 20'

★ Changi

[145] (136) .

Bedok

★

(131) .(135)

!

(130) .

. (126) . (127)

.

(137) [148]

(124) . (125)

15'

(129) .

[118] (128) . (122) .

!

. (123)

. (134) (138) . (133)

. .

(132) [119]

★ Batu Berhanti

lat

Se

★

1˚

Ri

★

au

Pu. Sambu

10'

★ Karang Galang

Pu. Belakang Padang

Pulau Bintan Pulau Batam

104˚

05'

10'

SINGAPORE STRAIT (OFF CHANGI/PULAU BATAM) + SINGAPORE STRAIT (OFF TANJUNG STAPA/PULAU BINTAN)

15'

99024

55'

AT HORSBURGH LIGHTHOUSE AREA*

Note: See ``Rules for vessels navigating through the Straits of Malacca and Singapore'' in part F and mandatory ship reporting system `Ìn the Straits of Malacca and Singapore'' in part G, section I. (Reference charts: British Admiralty 3831, 1988 edition; 2403, 1983 edition. Note: These charts are based on revised Kertau Datum.)


A separation zone is bounded by a line connecting the following geographical (139) 01817'.32 N, 104815'.00 E (142) 01824'.30 N, (140) 01818'.00 N, 104819'.70 E (143) 01817'.80 N, (141) 01824'.55 N, 104827'.05 E (144) 01817'.10 N,

positions: 104827'.25 E 104819'.85 E 104815'.00 E

(b)


for south-westbound traffic is established between the separation zone and a line following geographical positions: 01818'.63 N, 104815'.00 E (147) 01825'.40 N, 104826'.32 E 01819'.40 N, 104819'.50 E

(c)


for north-eastbound traffic is established between the separation zone and a line following geographical positions: 01815'.40 N, 104815'.00 E (150) 01823'.40 N, 104827'.95 E 01816'.30 N, 104819'.85 E (147)

.

25'

(141)

.

. (142)

Johor . (150)

Tanjung Penyusop

1˚

. (146)

(145) [136]

20'

★ Horsburgh Light

.

(140)

.

.

. (143)

(139) .

(144)

Singapore Strait

!

. (149)

. (148) [137]

15'

Tanjung Sading

Tanjung Tondang Pulau Bintan 10'

104˚ 20'

25'

30'

97143

15'

AT HORSBURGH LIGHTHOUSE AREA


V/9

IN THE EAST LAMMA AND TATHONG CHANNELS (Reference charts: British Admiralty 937, 1989 edition; 1917, 1988 edition; 1918, 1988 edition. Note: These charts are based on Hong Kong (1963) Datum.)

Description of the traffic separation schemes The traffic separation schemes in the approaches to Hong Kong consist of two parts:

Part I: Eastern approaches to Victoria Port (Tathong Channel) (a)

A separation zone is bounded by lines connecting the following geographical positions: (1) 22813'.42 N, 114820'.00 E (3) 22813'.25 N, 114817'.47 E (2) 22813'.07 N, 114820'.00 E (4) 22813'.42 N, 114820'.00 E

(b)


(c)

A traffic lane for inbound traffic is established between the separation zone/line and a line connecting the following geographical positions: (9) 22814'.08 N, 114820'.00 E (12) 22816'.38 N, 114815'.78 E (10) 22813'.93 N, 114817'.27 E (13) 22817'.15 N, 114814'.40 E (11) 22814'.23 N, 114816'.67 E

(d)

A traffic lane for outbound traffic is established between the separation zone/line and a line connecting the following geographical positions: (14) 22812'.30 N, 114820'.00 E (17) 22816'.30 N, 114815'.22 E (15) 22812'.47 N, 114817'.67 E (18) 22816'.97 N, 114814'.27 E (16) 22814'.02 N, 114816'.13 E

114815'.50 E 114814'.33 E

Inshore traffic zones The area enclosed by the outer limit of the inbound traffic lane and the adjacent coast, and a line drawn from position (13) [22817'.15 N, 114814'.40 E] in the direction 0348 true to the shore, and a line drawn from position 22813'.95 N, 114817'.75 E in the direction 3608 true to the shore, is designated as an inshore traffic zone. The area enclosed by the outer limit of the outbound traffic lane and the adjacent coast, and a line drawn from position (18) [22816'.97 N, 114814'.27 E] in the direction 2148 true to the shore, and a line drawn from position (15) [22812'.47 N, 114817'.67 E] in the direction 2708 true to the shore, is designated as an inshore traffic zone.

Part II: Western approaches to Victoria Port (East Lamma Channel) The traffic separation scheme for the western approaches to Victoria Port (East Lamma Channel) comprises: (a)

A separation line connecting the following geographical positions: (1) 22809'.43 N, 114812'.58 E (2) 22810'.35 N,

(b)

A traffic lane for inbound traffic established between the separation line specified in (a) and a straight line connecting the following geographical positions: (3) 22809'.83 N, 114813'.22 E (4) 22810'.68 N, 114812'.43 E

(c)

A traffic lane for outbound traffic established between the separation line specified in (a) and a straight line connecting the following geographical positions: (5) 22809'.00 N, 114811'.88 E (6) 22810'.00 N, 114811'.37 E

(d)

A precautionary area established by a line connecting the following geographical positions: (7) 22810'.68 N, 114812'.43 E (8) 22811'.30 N, 114811'.87 E (Chesterman) (9) 22810'.73 N, 114810'.97 E (10) 22810'.00 N, 114811'.37 E

(e)

A separation (11) (12) (13) (14)

V/10-1

line connecting the following geographical positions: 22811'.02 N, 114811'.42 E 22812'.65 N, 114810'.23 E (LCS 1) 22814'.92 N, 114807'.18 E (Lamma Patch) 22816'.37 N, 114806'.43 E (LCS 2)

114811'.92 E

(f)

A traffic lane for inbound traffic established between the separation line specified in (e) and straight lines connecting the following geographical positions: (15) 22811'.30 N, 114811'.87 E (Chesterman) (16) 22812'.87 N, 114810'.42 E (LCS 1 NE) (17) 22815'.10 N, 114807'.43 E (Lamma Patch NE) (18) 22816'.47 N, 114806'.67 E (LCS 2 NE)

(g)

A traffic lane for outbound traffic established between the separation line specified in (e) and straight lines connecting the following geographical positions: (19) 22810'.73 N, 114810'.97 E (20) 22812'.45 N, 114810'.07 E (LCS 1 SW) (21) 22814'.73 N, 114806'.97 E (Lamma Patch SW) (22) 22816'.23 N, 114806'.13 E (LCS 2 SW)

Inshore traffic zones (h)

A designated inshore traffic zone on the landward side of the inbound traffic lane is established as follows: The area between the outer boundary of the inbound traffic lane specified in (f) and a straight line drawn from the position (15) in the direction 0568T to the shore and a straight line drawn from position (18) in the direction 0638T to the shore.

(i)

A designated inshore traffic zone on the landward side of the outbound traffic lane as follows: The area between the outer boundary of a part of the outbound traffic lane specified in (g) and the adjacent coast, and a straight line drawn from position (20) in the direction 218.58T to the shore, and a straight line drawn from position (21) in the direction 2318T to the shore.

Remarks:

V/10-2

F id

(chartlet overleaf)

25 h F b

2000 S W i

Shi ' R

i

(f

h) 1

f

A Safe Water Mark LCS 1 is to be laid in position (1) with the characteristics of Lf1 10 s in conjunction with the amended traffic separation scheme ``Western approaches to Victoria Port (East Lamma Channel)''. The existing LCS 1 and LCS 2 will be renamed LCS 2 and LCS 3 respectively; their type and characteristics will remain unchanged.

V/10-3 (13) (8) . (18) .

Clear Water Bay Peninsula

.

(17) .

HONG

17'

. (7) . (12)

16'

KONG

Insh

Tit Cham Chau

ISLAND

ore one fic z

traf Tung Lung Chau

22˚

15'

. (11) D’Aguilar Peninsula

(16)

.

. (6)

. (9)

(10)

14'

.


. (1) (4)

(5)

.

(3)

. (2) 13'

. (15) 14'

15'

16'

17'

114˚ 18'

IN THE TATHONG CHANNEL

19'

20'

21'

22'

97144

13'

. (14)

(18) (22)

(14)

HONG

16´

KONG

ISLAND (17) 15´

(21)

(13)

Ap Lei Chau 14´

In

In

sh

sh

or

e

or

tra

ffic

e

tra

ffic

zo

zo

ne

ne

13´

(16) (12) (20)

LAMMA ISLAND

12´

Wong Ma Kok (8) (15) (11) Yuen Kok

11´

!

(19)(9)

(4) (7) (2) 22˚ 10´

(6)(10) (3) (1)

114˚10´

11´

12´

13´

Shi ' R

i

(f

h) 1

IN THE EAST LAMMA CHANNEL

f

09´

2000 S W i

08´

25 h F b

07´

V/10-4

F id

06´

97243

09´

(5)

Section VI AUSTRALASIA


VI

VI/ii 10˚

20˚

30˚

2 1

40˚

50˚

INDEX: AUSTRALASIA 1: South of Wilson Promontory in the Bass Strait 2: In the Bass Strait

130˚

140˚E

150˚

160˚

170˚

180˚

170˚

160˚

150˚

140˚W

130˚

99040

120˚

60˚

SOUTH OF WILSON PROMONTORY IN THE BASS STRAIT (Reference charts: British Admiralty 1695A; Australian AUS 801, 1975 edition; AUS 350, 1971 edition. Note: These charts are based on Australian Geodetic Datum (1966).)


A separation zone is bounded by a line connecting the following geographical positions: (1) 39811'.00 S, 146845'.00 E (3) 39815'.00 S, 146815'.00 E (2) 39815'.00 S, 146833'.00 E (4) 39812'.00 S, 146825'.00 E

(b)

A traffic lane for westbound traffic is established between the separation zone and a separation line connecting the following geographical positions: (5) 39802'.00 S, 146845'.00 E (7) 39810'.80 S, 146819'.20 E (6) 39809'.00 S, 146826'.00 E (8) 39810'.80 S, 146815'.00 E

(c)

A traffic lane for eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (9) 39819'.00 S, 146815'.00 E (10) 39819'.00 S, 146845'.00 E

Inshore traffic zone The area between Wilson Promontory and the landward boundary of the traffic separation scheme and lying between a line drawn from position 39802'.00 S, 146845'.00 E to position 39804'.10 S, 146828'.70 E (Cape Wellington) (South Head) (north-eastern limit) and a line drawn from position 39810'.80 S, 146815'.00 E to position 39804'.80 S, 146819'.20 E (Oberon Point) (western limit) is designated as an inshore traffic zone. 55'

Wilson Promontory 39˚

. (5) Inshore traffic zone

5'

. .

. (8)

(3) .

(6) (7)

10'

. (1)

(4)

.

Rodondo I.

.

Hogan Group

15'

(2)

. (10)

. (9)

20'

Crocodile Rk. 25'

Curtis Group 30' 20'

30'

40'

50'

147˚

97145

10'

SOUTH OF WILSON PROMONTORY IN THE BASS STRAIT

VI/1

IN THE BASS STRAIT (Reference charts: Australia AUS 422, 1971 edition; AUS 357A, 1983 edition. Note: These charts are based on Australian Geodetic Datum (1966).)


A separation zone 1.5 miles wide is centred on the following geographical positions: (1) 38841'.50 S, 148820'.20 E (3) 38846'.30 S, 148809'.00 E (2) 38844'.50 S, 148814'.90 E

(b)

A traffic lane for westbound traffic is established between the separation zone and a line connecting the following geographical positions: (4) 38838'.50 S, 148817'.50 E (6) 38842'.80 S, 148807'.30 E (5) 38841'.00 S, 148813'.20 E

(c)

A traffic lane for eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (7) 38849'.80 S, 148810'.80 E (9) 38844'.60 S, 148823'.00 E (8) 38848'.00 S, 148816'.70 E

Area to be avoided

^

38˚

Tuna Snapper

Tuna ‘B’ Marlin

Barracouta ‘A’

Flounder ‘A’

See description of the area to be avoided “In the Bass Strait” in part D, section III Fortescue ‘A’

Perch

Halibut ‘A’ Mackerel

Cobia

Bream

West Kingfish

Kingfish ‘A’

Kingfish ‘B’ . (4) .

. (1)

(5)

(6) .

. (3) .

20'

. (9)

(2)

. (7) .

40'

(8)

it

tra

S ass

B

39˚ 40'

148˚

IN THE BASS STRAIT

VI/2

20'

97146

20'

Section VII NORTH AMERICA, PACIFIC COAST


VII

VII/ii Valdez 60˚

1

50˚ 2

INDEX:

Vancouver 3 Seattle

NORTH AMERICA, PACIFIC COAST 1: In Prince William Sound, Alaska 2: In the Strait of Juan de Fuca and its approaches 3: In Puget Sound and its approaches 4: Off San Francisco 5: In the Santa Barbara Channel 6: In the approaches to Los Angeles – Long Beach (A continuation of the Santa Barbara Channel scheme) 7: In the approaches to Salina Cruz

40˚ 4

San Francisco

5

Long Beach 6 30˚

20˚

7 10˚ 170˚

160˚

150˚

140˚

130˚

120˚

110˚

100˚

90˚

99029

180˚

IN PRINCE WILLIAM SOUND, ALASKA (Reference chart: United States 16700, 1992 edition. Note: This chart is based on North American 1983 Geodetic Datum.)


A separation (1) (2) (3) (4)



(b)

A traffic lane for northbound traffic is established between the separation zone and a line connecting the following geographical positions: (9) 60858'.12 N, 146846'.38 W (11) 60834'.95 N, 147801'.82 W (10) 60849'.08 N, 146858'.82 W (12) 60815'.70 N, 146844'.45 W

(c)

A traffic lane for southbound traffic is established between the separation zone and a line connecting the following geographical positions: (13) 60817'.58 N, 146851'.45 W (15) 60850'.03 N, 147803'.70 W (14) 60834'.55 N, 146806'.92 W (16) 60858'.98 N, 146848'.73 W

(chartlet overleaf)

VII/1-1

Port Valdez

61˚ (16) . .(1) . (8) . (9)

Glacier I.

(15) . (2)

.

.(7).

50'

(10)

Bligh I.

Goose I. Naked I. 40'

Prince William Sound

. . (11) (14) . . (3) (6)

Smith I.

60˚ 30'

Hinchinbrook I.

20'

. (13)

. (4)

. (5)

. (12)

Montague I.

10'

147˚

50'

40'

30'

IN PRINCE WILLIAM SOUND, ALASKA

VII/1-2

20'

10'

97157

20'

IN THE STRAIT OF JUAN DE FUCA AND ITS APPROACHES (Reference charts: United States National Ocean Survey 18400, 1986 edition; 18421, 1989 edition; 18440, 1987 edition; 18460, 1989 edition; 18465, 1987 edition; 18480, 1986 edition; 18485, 1982 edition; Canadian Hydrographic Service 3440, 1983 edition; L/C-3602, 1985 edition; L/C-3606, 1984 edition. Note: These charts are based on North American 1927 Geodetic Datum.)

Description of the traffic separation scheme Part I

In the approaches to the Strait of Juan de Fuca there are two traffic separation schemes and a precautionary area: Western approach (a) A separation zone is bounded by a line connecting the following geographical positions: (1) 48830'.50 N, 124858'.50 W (3) 48828'.90 N, 124854'.10 W (2) 48830'.20 N, 124854'.00 W (4) 48828'.80 N, 124858'.60 W (b) A traffic lane for westbound traffic is established between the separation zone and a line connecting the following geographical positions: (5) 48831'.90 N, 124853'.30 W (6) 48832'.40 N, 124857'.80 W (c)


South-western approach (a) (b)

(c)

A separation zone is bounded by a line connecting the following geographical positions: (9) 48823'.20 N, 124855'.50 W (11) 48823'.70 N, 124850'.10 W (10) 48825'.00 N, 124852'.00 W (12) 48821'.40 N, 124852'.90 W A traffic lane for north-eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (13) 48820'.60 N, 124851'.00 W (14) 48823'.20 N, 124848'.80 W A traffic lane for south-westbound traffic is established between the separation zone and a line connecting the following geographical positions: (15) 48826'.10 N, 124853'.00 W (16) 48824'.40 N, 124856'.70 W

Precautionary area A precautionary area is bounded as follows: from south-easterly to thence southerly to thence westerly to thence south-westerly to thence north-westerly and northerly by an arc of 7 nautical miles radius, centred at thence to the point of origin at (5)

(5) (17) (18) (19) (14)

48831'.90 48830'.70 48827'.10 48827'.10 48823'.20

N, N, N, N, N,

(20) 48829'.20 N,

124853'.30 124843'.50 124843'.80 124845'.40 124848'.80

W W W W W

124843'.60 W

Part II

In the Strait of Juan de Fuca there are three traffic separation schemes and a precautionary area: Western lanes (a)




(b)

A traffic lane for north-westbound traffic is established between the separation zone and a line connecting the following geographical positions: (27) 48815'.60 N, 123831'.00 W (17) 48830'.70 N, 124843'.50 W (28) 48818'.80 N, 124800'.20 W

(c)

A traffic lane for south-eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (18) 48827'.10 N, 124843'.80 W (30) 48812'.40 N, 123857'.20 W (29) 48827'.10 N, 124841'.80 W (31) 48812'.40 N, 123830'.20W

VII/2-1

Southern lanes (a)


(b)

A traffic lane for northbound traffic is established between the separation zone and a line connecting the following geographical positions: (36) 48810'.90 N, 123825'.00 W (37) 48813'.60 N, 123826'.10 W

(c)

A traffic lane for southbound traffic is established between the separation zone and a line connecting the following geographical positions: (31) 48812'.40 N, 123830'.20 W (38) 48810'.10 N, 123827'.30 W

Northern lanes (a)


(b)


(c)


Precautionary area A precautionary area of radius two miles is centred upon geographical position: (45) 48814'.20 N, 123828'.90 W

VII/2-2

★

Bonilla Point

★ (6)

.

.

(17)

(1)

.

.

. (2)

.

(7)

. (21) . (20) (19) .

. (15) . (10)

.

.

(9)

.

Stra

it of

.

Jua n

(18) (29)

(11)

.

30'

(26) .

!

. (3) . (8)

. (4)

(16)

Vancouver Island

(5)

.

(14)

de

Victoria

Fuc

a

Tatoosh Island

★

. (12) . (13)

★

Cape Flattery

(39) (43) . . . (42) .

.

(44)

(28)

48˚ 20'

. (25)

See description of area to be avoided “Off the Washington Coast” in part D, section II

(27)

. . (40) . (41) (24) . (45) . ! . (37) (23) . (34) . (33). .

★

. (22) .

(31)

(30)

. (36) . . (35) (38) . (32)

Washington

10'

Port Angeles 20'

124˚

VII/2-3

IN THE STRAIT OF JUAN DE FUCA AND ITS APPROACHES

40'

20'

97151

40'

IN PUGET SOUND AND ITS APPROACHES (Reference charts: United States 18421, 1991 edition; 18440, 1991 edition. Note: These charts are based on North American 1983 Geodetic Datum.)

Description of the traffic separation scheme The traffic separation scheme `Ìn Puget Sound and its approaches'' consists of a series of traffic separation schemes and precautionary areas broken into three geographic designations as follows: Part I: Rosario Strait Part II: Approaches to Puget Sound Part III: Puget Sound

Part I Rosario Strait (a)


(b)

A traffic lane for northbound traffic is established between the separation zone and a line connecting the following geographical positions: (7) 48850'.33 N, 122853'.57 W (9) 48846'.35 N, 122847'.50 W (8) 48847'.13 N, 122850'.08 W

(c)

A traffic lane for southbound traffic is established between the separation zone and a line connecting the following geographical positions: (10) 48844'.95 N, 122848'.28 W (12) 48847'.78 N, 122856'.60 W (11) 48846'.83 N, 122853'.42 W

(d)

Connecting with precautionary area ``CA'', the waters contained within a circle of radius 1.24 miles centred at geographical position 48845'.30 N, 122846'.50 W.

(e)


(f)


(g)


(h)

Connecting with precautionary area ``C'', the waters contained within a circle of radius 1.24 miles centred at geographical position 48840'.55 N, 122842'.80 W.

(i)

A two-way traffic lane is established between the following geographical positions: (21) 48839'.33 N, 122842'.73 W (25) 48829'.48 N, 122844'.77 (22) 48836'.08 N, 122845'.00 W (26) 48836'.13 N, 122845'.80 (23) 48826'.82 N, 122843'.53 W (27) 48838'.38 N, 122844'.20 (24) 48827'.62 N, 122845'.53 W (28) 48839'.63 N, 122844'.03

(j)

Connecting with precautionary area ``RB'', the waters contained within a circle of radius 1.24 miles centred at geographical position 48826'.38 N, 122845'.27 W.

VII/3-1



W W W W

Part II

Approaches to Puget Sound The traffic separation scheme in the approaches to Puget Sound consists of a north-east/south-west approach, a north-west/south-east approach, a north/south approach and an east/west approach connecting with precautionary areas as follows: North-east/south-west approach (a)




connecting with precautionary area ``RA'', the waters contained within a circle of radius 1.24 miles centred at 48819'.77 N, 122858'.57 W, and thence to: (35) 48816'.25 N, 123806'.58 W (37) 48819'.20 N, 123800'.35 W (36) 48816'.57 N, 123806'.58 W (38) 48819'.00 N, 123800'.17 W (b)

A traffic lane for northbound traffic is established between the separation zone and a line connecting the following geographical positions: (39) 48825'.20 N, 122845'.73 W (41) 48819'.80 N, 122856'.83 W (40) 48823'.75 N, 122847'.47 W connecting with precautionary area ``RA'', and thence to: (42) 48815'.70 N, 123806'.58 W (43) 48818'.67 N,

(c)

A traffic lane for southbound traffic is established between the separation zone and a line connecting the following geographical positions: (44) 48825'.97 N, 122847'.03 W (46) 48820'.85 N, 122857'.80 W (45) 48824'.62 N, 122848'.68 W connecting with precautionary area ``RA'', and thence to: (47) 48819'.70 N, 123800'.53 W (48) 48817'.15 N,

(d)

122859'.57 W

123806'.58 W

Connecting with the Port Angeles precautionary area, which is bounded by a line connecting the following geographical positions: (49) 48810'.98 N, 123806'.57 W (51) 48809'.98 N, 123827'.70 W (50) 48817'.15 N, 123806'.57 W (52) 48808'.20 N, 123827'.75 W thence along the shoreline to the point of beginning.

North-west/south-east approach (e)




connecting with precautionary area ``RA'', and thence to: (59) 48818'.83 N, 122857'.48 W (61) 48813'.00 N, (60) 48813'.15 N, 122851'.33 W (62) 48818'.70 N, (f)

A traffic lane for northbound traffic is established between the separation zone and a line connecting the following geographical positions: (63) 48825'.60 N, 123803'.13 W (65) 48821'.00 N, 122858'.50 W (64) 48823'.20 N, 123800'.20 W connecting with precautionary area ``RA'', and thence to: (66) 48819'.20 N, 122857'.03 W (67) 48813'.35 N,

(g)

122850'.63 W

A traffic lane for southbound traffic is established between the separation zone and a line connecting the following geographical positions: (68) 48825'.17 N, 123804'.98 W (70) 48820'.47 N, 123800'.20 W (69) 48822'.48 N, 123801'.73 W connecting with precautionary area ``RA'', and thence to: (71) 48818'.52 N, 122858'.50 W (72) 48812'.63 N,

(h)

122851'.62 W 122857'.77 W

122852'.15 W

Connecting with precautionary area ``SA'', the waters contained within a circle of radius 2 miles centred at geographical position 48811'.45 N, 122849'.78 W.

VII/3-2

North/south approach (between precautionary areas ``RB'' and ``SA'') (i) A separation zone is bounded by a line connecting the following geographical positions: (73) 48825'.25 N, 122844'.60 W (76) 48813'.38 N, 122849'.15 W (74) 48824'.15 N, 122844'.08 W (77) 48824'.17 N, 122844'.48 W (75) 48813'.33 N, 122848'.78 W (78) 48825'.18 N, 122844'.95 W (j) A traffic lane for northbound traffic is established between the separation zone and a line connecting the following geographical positions: (79) 48825'.55 N, 122843'.93 W (81) 48813'.10 N, 122848'.12 W (80) 48824'.08 N, 122843'.38 W (k) A traffic lane for southbound traffic is established between the separation zone and a line connecting the following geographical positions: (82) 48825'.17 N, 122845'.62 W (84) 48813'.43 N, 122849'.90 W (83) 48824'.15 N, 122845'.27 W East/west approach (between Port Angeles and ``SA'' precautionary areas) (l) A separation zone is bounded by a line connecting the following geographical positions: (85) 48811'.50 N, 122852'.73 W (87) 48812'.48 N, 123806'.58 W (86) 48811'.73 N, 122852'.70 W (88) 48812'.23 N, 123806'.58 W (m) A traffic lane for northbound traffic is established between the separation zone and a line connecting the following geographical positions: (89) 48812'.22 N, 122852'.52 W (90) 48812'.98 N, 123806'.58 W (n) A traffic lane for southbound traffic is established between the separation zone and a line connecting the following geographical positions: (91) 48811'.00 N, 123806'.58 W (93) 48810'.98 N, 122852'.65 W (92) 48811'.73 N, 123806'.58 W

Part III

Puget Sound The traffic separation scheme in Puget Sound consists of a series of traffic lanes with separation zones with precautionary areas. (a) A separation zone is bounded by a line connecting the following geographical positions: (94) 48811'.08 N, 122846'.88 W (97) 48802'.43 N, 122838'.52 W (95) 48806'.85 N, 122839'.52 W (98) 48806'.72 N, 122839'.83 W (96) 48802'.48 N, 122838'.17 W (99) 48810'.82 N, 122846'.98 W connecting with precautionary area ``SC'', the waters contained within a circle of radius 0.62 centred at geographical position 48801'.85 N, 122838'.15 W, (100) 48801'.40 N, 122837'.57 W (103) 47855'.67 N, 122830'.40 W (101) 47857'.95 N, 122834'.67 W (104) 47857'.78 N, 122834'.92 W (102) 47855'.85 N, 122830'.22 W (105) 48801'.28 N, 122837'.87 W connecting with precautionary area ``SE'', the waters contained within a circle of radius 0.62 centred at geographical position 47855'.40 N, 122829'.55 W, (108) 47846'.47 N, 122826'.62 W (106) 47854'.85 N, 122829'.18 W (107) 47846'.52 N, 122826'.30 W (109) 47854'.80 N, 122829'.53 W connecting with precautionary area ``SF'', the waters contained within a circle of radius 0.62 centred at geographical position 47845'.90 N, 122826'.25 W, (110) 47845'.20 N, 122826'.25 W (112) 47840'.30 N, 122827'.88 W (111) 47840'.27 N, 122827'.55 W (113) 47845'.33 N, 122826'.60 W connecting with precautionary area ``SG'', the waters contained within a circle of radius 0.62 centred at geographical position 47839'.68 N, 122827'.87 W, (114) 47839'.12 N, 122827'.62 W (116) 47835'.17 N, 122827'.35 W (115) 47835'.18 N, 122827'.08 W (117) 47839'.08 N, 122827'.97 W connecting with precautionary area ``T'', the waters contained within a circle of radius 0.62 centred at geographical position 47834'.55 N, 122827'.07 W, (118) 47834'.02 N, 122826'.70 W (122) 47819'.98 N, 122826'.83 W (119) 47826'.92 N, 122824'.10 W (123) 47823'.15 N, 122821'.45 W (120) 47823'.07 N, 122820'.98 W (124) 47826'.85 N, 122824'.45 W (121) 47819'.78 N, 122826'.58 W (125) 47833'.95 N, 122827'.03 W connecting with precautionary area ``TC'', the waters contained within a circle of radius 0.62 centred at geographical position 47819'.48 N, 122827'.38 W.

VII/3-3

connecting

miles

miles

miles

miles

miles

miles

(b)

A traffic lane for northbound traffic is established between the separation zone and a line connecting the following geographical positions: (126) 48811'.72 N, 122846'.83 W (132) 47839'.68 N, 122826'.95 W (127) 48807'.13 N, 122838'.83 W (133) 47834'.65 N, 122826'.18 W (128) 48802'.10 N, 122837'.32 W (134) 47827'.13 N, 122823'.40 W (129) 47858'.23 N, 122834'.07 W (135) 47823'.33 N, 122820'.37 W (130) 47855'.82 N, 122828'.80 W (136) 47822'.67 N, 122820'.53 W (131) 47845'.92 N, 122825'.33 W (137) 47819'.07 N, 122826'.75 W

(c)

A traffic lane for southbound traffic is established between the separation zone and a line connecting the following geographical positions: (138) 48810'.15 N, 122847'.58 W (144) 47845'.90 N, 122827'.18 W (139) 48809'.35 N, 122845'.55 W (145) 47839'.70 N, 122828'.78 W (140) 48806'.45 N, 122840'.52 W (146) 47834'.47 N, 122827'.98 W (141) 48801'.65 N, 122839'.03 W (147) 47826'.63 N, 122825'.12 W (142) 47857'.47 N, 122835'.45 W (148) 47823'.25 N, 122822'.42 W (143) 47855'.07 N, 122830'.35 W (149) 47820'.00 N, 122827'.90 W

(chartlet overleaf)

VII/3-4

VII/3-5 . (7) 50'

48'

. (12) (1)

.

(11)

Patos Island

.

. (8)

(6) .

(2)

.

(9)

.

. (5) (4)

Sucia Island

.

. (3)

46'

! ★

. (10)

48˚

Precautionary area CA

Matia Island .

(13) (16) .

45'

. (17)

.

44'

(19)

Lummi Island

Orcas Island . . . (14)

(20) .

(15)

Precautionary area C

★ 55'

50'

!

45'

IN PUGET SOUND AND ITS APPROACHES: ROSARIO STRAIT ± NORTH

40'

97152

123˚

42'

(18)

. . . (14) (18)

(15)

(20) .

!

Lummi Island

★

Precautionary area C . (28)

Orcas Island

40'

(21)

.

(27) .

Sinclair Island

(26) .

. (22)

t S t r a i

35'

i o R o s a r

Blakely Island

Cypress Island

.

Decatur Island

.

48˚

Fidalgo Island

(25) .

.

.

30'

Lopez Island

. (24)

Precautionary area RB

★ . (44)

. (23)

!

(34) . (39) (82) (73) . (79) . (78) . . (29) . . (see Part II ) (45) .

25'

(33)

.

50'

122˚ 45'

40'

97153

55'

IN PUGET SOUND AND ITS APPROACHES: ROSARIO STRAIT ± SOUTH

VII/3-6

VII/3-7

Lopez Island

Vancouver Island

(44) .

(54) . (64) (69)

! Precautionary ★ area RB

(39) (78) . (79) (34) . . (82) .. . . (29) (73) (45) . (74) . . . . . (80) (33) . (83) . (30) (77) (40)

. (63) (58) (53) .. . (68)

Victoria

Fidalgo Island

25'

.. . (57)

(55) .(46) .. . (65) . (32) . (56) (70) . (31) . (41) (47) . ! ★ (66) . Precautionary (37) .. . (38) . . . (59) area RA

Strait of Juan de Fuca

20'

(43) (71)(62)

(50) (48) .

(see TSS “In the Strait of Juan de Fuca and its approaches”)

(36) .. (35)

.

Whidbey Island

(42)

48˚ 15'

(90) (87) (88) (92)

!

!

. (49) (91)

Port Angeles precautionary area

(51) .

(76) (60) (67) . . . . (75) . . (81) (84) . (72) . (61) (89) . . (86) . (126) ★ . (85) (94) . . (99) . (93)

. . . .

(138) .

10'

Precautionary area SA

(52) .

25'

Port Townsend

Protection Island 20'

15'

10'

5'

123˚

55'

(see Part III ) 50'

IN PUGET SOUND AND ITS APPROACHES: APPROACHES TO PUGET SOUND

45'

40'

97154

Port Angeles

Puget Sound

(see Precautionary Part II ) area SA . (126) ★ (94) . (99) .

Whidbey Island

!

(138) . (139)

10'

Pu

ge

.

tS

ou

nd

Port Townsend

. (127) (95) .. . (140) (98)

5'

(96) (97) . . !

. (141)

★

.(128)

.

. (100) (105)

Precautionary area SC

48˚

f

uf

e bl

(129) (101) . . (104) .

Bl

u Do

.

Precautionary area SE

(142)

(102) (103) .

.

. (130)

★ . !

(143) . . (106) (109)

.

.

.

.

55'

50'

(108) . . (107) (144) .

Precautionary area SF

★ .

(131) ! . (113) . (110)

45'

40'

35'

122˚ 30'

25'

20'

97155

50'

IN PUGET SOUND AND ITS APPROACHES: PUGET SOUND ± NORTH

VII/3-8

!

(131) ★ .

(144) .

Precautionary

(113) . . area SF (110)

Puget

Sound

45'

(112). (111) . (145)

.

Bainbridge Island

40'

(132)

.

!★

..

(117) (114)

Precautionary area SG

Seattle

(116) . (115) . (146) .

!

47˚

(133) ★ .

35'

Precautionary .. (125) (118) area T

30'

Great Peninsula (134) (119) . (147) .

..

(124)

Vashon Island

25'

Maury Island

(135)

. . (123) . . (148) . (120)

(136)

(149).

Precautionary area TC

(122) .. (121)

20'

★

! . (137)

Tacoma 35'

30'

122˚ 25'

20'

15'

IN PUGET SOUND AND ITS APPROACHES: PUGET SOUND ± SOUTH

VII/3-9

97156

40'

OFF SAN FRANCISCO (Reference charts: United States National Ocean Survey 18680, 1990 edition; 18645, 1987 edition. Note: These charts are based on North American 1983 Geodetic Datum.)

Description of the traffic separation scheme The traffic separation scheme off San Francisco consists of four parts:

Part I

Northern approach (a) A separation zone is bounded by a line connecting the following geographical positions: (1) 37848'.40 N, 122847'.60 W (3) 37855'.20 N, 123804'.90 W (2) 37856'.70 N, 123803'.70 W (4) 37847'.70 N, 122848'.20 W (b) A traffic lane for north-westbound traffic is established between the separation zone and a line connecting the following geographical positions: (5) 37849'.20 N, 122846'.70 W (6) 37858'.00 N, 123802'.70 W (c) A traffic lane for south-eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (7) 37853'.90 N, 123806'.10 W (8) 37846'.70 N, 122848'.70 W

Part II

Southern approach Note: Implementation of this amended version of Part II (adopted May 1991) is pending, awaiting confirmation of the date of implementation from the Government of the United States (COLREG.2/Circ.37/Add.1) (a) (b) (c)

A separation zone is bounded by a line connecting the following geographical positions: (9) 37839'.10 N, 122840'.40 W (11) 37827'.00 N, 122843'.00 W (10) 37827'.00 N, 122840'.40 W (12) 37839'.10 N, 122843'.00 W A traffic lane for northbound traffic is established between the separation zone and a line connecting the following geographical positions: (13) 37839'.30 N, 122839'.20 W (14) 37827'.00 N, 122839'.20 W A traffic lane for southbound traffic is established between the separation zone and a line connecting the following geographical positions: (15) 37827'.00 N, 122844'.30 W (16) 37839'.40 N, 122844'.30 W

Part III

Western approach (a) A separation zone is bounded by a line connecting the following geographical positions: (17) 37841'.90 N, 122848'.00 W (19) 37836'.50 N, 122857'.30 W (18) 37838'.10 N, 122858'.10 W (20) 37841'.10 N, 122847'.20 W (b) A traffic lane for south-westbound traffic is established between the separation zone and a line connecting the following geographical positions: (21) 37842'.80 N, 122848'.50 W (22) 37839'.60 N, 122858'.80 W (c) A traffic lane for north-eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (23) 37835'.00 N, 122856'.50 W (24) 37840'.40 N, 122846'.30 W

Part IV

Main ship channel (a) A separation line connects the following geographical positions: (25) 37845'.90 N, 122838'.00 W (27) 37848'.10 N, 122831'.00 W (26) 37847'.00 N, 122834'.30 W (b) A traffic lane for eastbound traffic is established between the separation line and a line connecting the following geographical positions: (28) 37845'.80 N, 122837'.70 W (29) 37847'.80 N, 122830'.80 W (c) A traffic lane for westbound traffic is established between the separation line and a line connecting the following geographical positions: (30) 37846'.20 N, 122837'.90 W (32) 37848'.50 N, 122831'.30 W (31) 37846'.90 N, 122835'.30 W

VII/4-1

Area to be avoided

A circular area to be avoided, of radius half a mile, is centred upon geographical position: (33) 37845'.0 N, 122841'.5 W

Precautionary area

A precautionary area is established bounded to the west by an arc of a circle of radius 6 miles centring upon geographical position (33) 37845'.0 N, 122841'.5 W and connecting the following geographical positions: (34) 37842'.7 N, 122834'.6 W (35) 37850'.3 N, 122838'.0 W The precautionary area is bounded to the east by a line connecting the following geographical positions: (34) 37842'.7 N, 122834'.6 W (35) 37850'.3 N, 122838'.0 W (25) 37845'.9 N, 122838'.0 W Pt Reyes

38˚

(6) . (2) .

Double Pt

(3) . (7) .

Duxbury Pt

★★

. (35) ★Lime Pt . Pt Bonita ★ Fort Pt ..(32) . (1) Precautionary .(27)★ . (31) (29) area . . (30) . . (4) Pt Lobos . . (26) (8) (25) (28) (33) . (5)

North Farallon

Middle Farallon

(21) .

S.E. Farallon (22) .

Area to be avoided . (17) . (20) . (16) (13) (9) . (24) . (12) . .

. (34) 40'

(18) . (19) . (23) .

Pillar Pt .

.

. .

(15) (11) (10) (14)

20'

37˚

40'

OFF SAN FRANCISCO

VII/4-2

20'

97148

123˚

IN THE SANTA BARBARA CHANNEL (Reference charts: United States National Ocean Survey 18700, 1988 edition; 18720, 1987 edition. Note: These charts are based on North American 1927 Geodetic Datum.)

Description of the traffic separation scheme The traffic separation scheme in the Santa Barbara Channel consists of two parts:

Part I

Between Point Vicente and Point Conception (a)




(b)


(c)

A traffic lane for south-eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (10) 33842'.30 N, 118837'.50 W (12) 34818'.00 N, 120831'.10 W (11) 34801'.40 N, 119818'.20 W

Note:

Port Hueneme Fairway A safety fairway is established in the approach to Port Hueneme.

Part II

Between Point Conception and Point Arguello (a)


(b)


(c)


(chartlet overleaf)

VII/5-1

VII/5-2 Pt Arguello ★

(15) . (14) . (13) . (16) .

Pt Conception ★

30'

★ Santa Barbara

Government Pt

★

(7)

. . (1)

Santa Barbara Pt

SANTA

. . (6)

20'

BARBARA

(12)

Ventura CHANNEL 10'

Pt Hueneme ★ Port Hueneme (8)

. . (2) .

(11)

Santa Cruz I.

San Miguel I.

Santa Monica

. (5)

★

Pt Dume ★

Anacapa Island

Santa Rosa I.

34˚

50'

See description of the areas to be avoided “Off the California Coast” in part D, section II

.

. (9)

★

. (3) Pt Vicente . (4) (10)

See “In the approaches to Los Angeles – Long Beach” scheme for continuation Santa Barbara I.

40'

30'

Santa Catalina I. 40'

30'

20'

10'

120˚

50'

40'

30'

20'

IN THE SANTA BARBARA CHANNEL

10'

119˚

50'

40'

30'

97149

50'

IN THE APPROACHES TO LOS ANGELES ± LONG BEACH (A continuation of the Santa Barbara Channel scheme) (Reference charts: United States National Ocean Survey 18746, 1988 edition; 18740, 1986 edition. Note: These charts are based on North American 1927 Geodetic Datum.)

Description of the traffic separation scheme The traffic separation scheme `Ìn the approaches to Los Angeles ± Long Beach'' consists of two parts:

Part I

Western approach (a)




(b)

A traffic lane for northbound coastwise traffic is established between the separation zone and a line connecting the following geographical positions: (7) 33840'.70 N, 118817'.50 W (9) 33845'.80 N, 118835'.10 W (8) 33840'.70 N, 118824'.60 W

(c)

A traffic lane for southbound coastwise traffic is established between the separation zone and a line connecting the following geographical positions: (10) 33837'.70 N, 118817'.50 W (12) 33842'.30 N, 118837'.50 W (11) 33837'.70 N, 118828'.00 W

Part II

Southern approach (a)


(b)


(c)


Precautionary area The Los Angeles/Long Beach precautionary area consists of the water area enclosed by the Los Angeles/Long Beach breakwater and a line connecting Point Fermin Light, at 33842'.30 N, 118817'.60 W, with the following geographical positions: (10) 33837'.70 N, 118817'.50 W (19) 33843'.40 N, 118810'.80 W (17) 33837'.70 N, 118806'.50 W

(chartlet overleaf)

VII/6-1

55'

50'

(9)

Long Beach .

(5) .

45'

Pt Vicente ★

(19)

.

San Pedro

(4) .

★

. (12)

(8)

Pt Fermin

.

. (7) Precautionary . (1) area . (2)

.

.

.

.(6) (3)

Western approach

40'

(15)

(13)

.

.

. (17)

(10)

(11)

35'

33˚ 30'

Southern approach

25'

Santa Catalina I. . .

.

(18)

20'

(14)

(16)

15'

30'

25'

20'

15'

10'

5'

IN THE APPROACHES TO LOS ANGELES ± LONG BEACH

VII/6-2

118˚

97150

35'

IN THE APPROACHES TO SALINA CRUZ (Reference chart: United States 21441, 1986 edition. Note: This chart is based on the World Geodetic System 1972 Datum.)

Description of the traffic separation scheme The traffic separation scheme is composed of two parts:

Part I

South-western approach: recommended for oil tankers proceeding to or coming from the three single-point moorings or the oil terminal. (a)


(b)

A traffic lane for south-westbound traffic is established between the separation zone and a line connecting the following geographical positions: (5) 16806'.50 N, 095814'.70 W (6) 15859'.35 N, 095820'.43 W

(c)

A traffic lane for north-eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (7) 15857'.15 N, 095815'.85 W (8) 16805'.85 N, 095813'.35 W

Part II

Southern approach: recommended for ships of over 500 gross tonnes arriving at or leaving the port of Salina Cruz, Oaxaca. (a)


(b)


(c)


Ship movement in the port area is supervised by a Port Vessel Traffic Supervisor on a 24-hour basis. Any ship intending to use any traffic separation scheme is requested to contact the Salina Cruz, Oaxaca, Port Vessel Traffic Supervisor on channel 6 VHF and follow his advice while transiting the scheme.

2

The master of any ship with appropriate equipment may obtain continuous and precise information on his ship's position in the traffic lane by using the racon identified by the letter Z, located at geographical position: (23) 16809'.75 N, 095812'.31 W

VII/7-1

F id

(chartlet overleaf)

25 h F b

2000 S W i

Shi ' R

i

(f

h) 1

1

f

Notes:

(23) Racon (Z)

10´

Salina Cruz

(Precautionary area: see chartlet in section II of part D) (5)

(1)

(4)

(8) (13)

(9)

(12)

(16)

05´

16˚ (6) (2) (3) (7) (14)

(10) (11)

(15)

95˚15´

10´

h) 1

20´

97247

f

56´

VII/7-2

F id

25 h F b

2000 S W i

Shi ' R

i

(f

IN THE APPROACHES TO SALINA CRUZ

Section VIII SOUTH AMERICA, PACIFIC COAST


VIII

10˚

0˚

10˚

1 2

20˚

3

30˚

4 5

6 7

40˚

INDEX: SOUTH AMERICA, PACIFIC COAST 1: 2: 3: 4: 5: 6: 7: 8:

In the approaches to Arica In the approaches to Iquique In the approaches to Antofagasta In the approaches to Quintero Bay In the approaches to Valparaiso In the approaches to Concepcion Bay In the approaches to San Vicente Bay In the approaches to Punta Arenas

50˚

8

VIII/ii

70˚

60˚

50˚

40˚

97158

80˚

IN THE APPROACHES TO ARICA (Reference chart: Chilean Hydrographic Office 101, 1989 edition. Note: This chart is based on South American 1969 Datum.)


A separation zone, half a mile wide, is centred upon the following geographical positions: (1) 18827'.74 S, 070821'.07 W (2) 18827'.74 S, 070825'.49 W

(b)

A traffic lane for westbound traffic is established between the separation zone and a line connecting the following geographical positions: (3) 18826'.99 S, 070821'.07 W (4) 18825'.49 S, 070825'.49 W

(c)

A traffic lane for eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (5) 18828'.49 S, 070821'.07 W (6) 18829'.99 S, 070825'.49 W 23'

24'

Rio

luta

L

25'

(4)

.

26'

. (3)

(2) .

27'

. (1) 18˚ 28'

. (5) Arica 29'

30'

. (6)

24'

23'

22'

21'

70˚ 20'

19'

18'

97164

25'

IN THE APPROACHES TO ARICA

VIII/1

IN THE APPROACHES TO IQUIQUE (Reference chart: Chilean Hydrographic Office 104, 1988 edition. Note: This chart is based on South American 1969 Datum.)


A separation zone, 0.4 miles wide, is centred upon the following geographical positions: (1) 20811'.47 S, 070810'.08 W (2) 20811'.47 S, 070812'.08 W

(b)


(c)

A traffic lane for eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (5) 20812'.02 S, 070810'.08 W (6) 20812'.67 S, 070812'.08 W

(4) .

. (3) 11'

(2) .

. (1)

Bahia de Iquique

20˚ 12'

. (5)

Iquique (6) .

13'

14'

11'

70˚ 10'

IN THE APPROACHES TO IQUIQUE

VIII/2

9'

8'

97165

12'

IN THE APPROACHES TO ANTOFAGASTA (Reference chart: Chilean Hydrographic Office 212, 1982 edition. Note: This chart is based on Provisional South American 1956 Datum.)


A separation zone, one mile wide, is centred upon the following geographical positions: (1) 23838'.53 S, 070825'.52 W (2) 23838'.53 S, 070829'.60 W

(b)


(c)

A traffic lane for eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (5) 23840'.03 S, 070825'.52 W (6) 23841'.03 S, 070829'.60 W (4)

.

36'

37'

. (3)

23˚ 38'

(2) .

. (1)

39'

Antofagasta

40'

. (5)

41'

. (6)

28'

27'

26'

70˚25'

24'

23'

97159

29'

IN THE APPROACHES TO ANTOFAGASTA

VIII/3

IN THE APPROACHES TO QUINTERO BAY (Reference chart: Chilean Hydrographic Office 424, 1983 edition. Note: This chart is based on Provisional South American 1956 Datum.)



(b)


(c)

A traffic lane for eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (5) 32845'.43 S, 071832'.00 W (6) 32845'.93 S, 071836'.43 W

Farallones de Quintero 42'

(4) .

43'

. (3) 44'

(2) .

. (1) 32˚

★

45'

. (5) (6) .

Penla. Los Molles

★

46'

47'

Quintero

48' 35'

34'

33'

32'

31'

71˚ 30'

IN THE APPROACHES TO QUINTERO BAY

VIII/4

29'

97160

36'

IN THE APPROACHES TO VALPARAISO (Reference chart: Chilean Hydrographic Office 511, 1985 edition. Note: This chart is based on Provisional South American 1956 Datum.)



(b)

A traffic lane for traffic sailing towards Valparaiso is established between the separation zone and a line connecting the following geographical positions: (3) 32857'.87 S, 071838'.70 W (4) 33800'.70 S, 071837'.38 W

(c)

A traffic lane for traffic sailing from Valparaiso is established between the separation zone and a line connecting the following geographical positions: (5) 32857'.33 S, 071835'.82 W (6) 33800'.35 S, 071835'.65 W

Inshore traffic zone The area between the coast and the landward boundary of the traffic separation scheme is designated as an inshore traffic zone. . (5) (1)

.

(3) . 58'

raffic

ore t

Insh

59'

zone 33˚

. (6) . (2)

. (4)

1'

Pta Gruesa

Valparaiso

38'

37'

71˚ 36'

35'

97161

39'

★

IN THE APPROACHES TO VALPARAISO

VIII/5

IN THE APPROACHES TO CONCEPCION BAY (Reference chart: Chilean Hydrographic Office 611, 1985 edition. Note: This chart is based on Provisional South American 1956 Datum.)


A separation zone, a quarter of a mile wide, is centred upon the following geographical positions: (1) 36833'.85 S, 073801'.95 W (3) 36838'.27 S, 073801'.55 W (2) 36835'.87 S, 073801'.55 W

(b)

A traffic lane, half a mile wide, is established on each side of the separation zone. 33'

(1)

.

34'

★Mo.Loberia

36˚ 35'

. (2) 36'

37'

Quiriquina I.

38'

. (3)

39'

Bahia Concepción

4'

3'

2'

1'

IN THE APPROACHES TO CONCEPCION BAY

VIII/6

73˚

97162

5'

IN THE APPROACHES TO SAN VICENTE BAY (Reference chart: Chilean Hydrographic Office 613, 1984 edition. Note: This chart is based on Provisional South American 1956 Datum.)


A separation zone is bounded by a line connecting the following geographical positions: (1) 36840'.78 S, 073813'.44 W (3) 36843'.68 S, 073810'.02 W (2) 36843'.78 S, 073810'.14 W (4) 36840'.47 S, 073812'.98 W

(b)

A traffic lane for southbound traffic is established between the separation zone and a line connecting the following geographical positions: (5) 36841'.65 S, 073814'.73 W (6) 36844'.05 S, 073810'.54 W

(c)

A traffic lane for northbound traffic is established between the separation zone and a line connecting the following geographical positions: (7) 36839'.72 S, 073811'.86 W (8) 36843'.40 S, 073809'.57 W

. (7) 36˚

40'

Pen. Tumbes

. (4) (1)

. 41'

. (5) 42'

43'

San Vicente . (8)

.

. (3)

(2)

.

44'

★

(6)

Bahia San Vicente Pta Gualpen 45'

14'

13'

12'

11'

73˚10'

9'

8'

7'

97163

15'

IN THE APPROACHES TO SAN VICENTE BAY

VIII/7

IN THE APPROACHES TO PUNTA ARENAS (Reference chart: Chilean Hydrographic Office 1124, 1965 edition. Note: This chart is based on Elipsoide International Datum.)



(b)

A traffic lane for south-eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (3) 53812'.55 S, 070853'.20 W (4) 53814'.35 S, 070851'.50 W

(c)

A traffic lane for north-westbound traffic is established between the separation zone and a line connecting the following geographical positions: (5) 53811'.50 S, 070851'.40 W (6) 53812'.60 S, 070848'.43 W 6'

7'

8'

9'

Punta Arenas

53˚ 10'

11'

(5) .

(1) .

12'

(3)

.

. (6) 13'

. (2)

14'

. (4)

57'

56'

55'

54'

70˚ 53'

52'

51'

50'

IN THE APPROACHES TO PUNTA ARENAS

VIII/8

49'

48'

97166

58'

Section IX WESTERN NORTH ATLANTIC OCEAN, GULF OF MEXICO AND CARIBBEAN SEA


IX

55˚ INDEX: WESTERN NORTH ATLANTIC, GULF OF MEXICO AND CARIBBEAN SEA 1: In the approaches to Chedabucto Bay 2: In the Bay of Fundy and approaches 3: In the approaches to Portland, Maine 4: In the approach to Boston, Massachusetts 5: In the approaches to Narragansett Bay, Rhode Island and Buzzards Bay, Massachusetts 6: Off New York 7: Off Delaware Bay 8: In the approaches to Chesapeake Bay 9: In the approaches to Galveston Bay 10: Off Cabo San Antonio 11: Off La Tabla 12: Off Costa de Matanzas 13: In the Old Bahama Channel 14: Off Punta Maternillos 15: Off Punta Lucrecia 16: Off Cabo Maysi 17: In the approaches to the port of Veracruz Boston

50˚

Newfoundland 45˚

1 2

Nova Scotia

3 4

New York

5 6

6

40˚

Washington 7 8

35˚

Charleston New Orleans 30˚

Galveston

Flo

9

rida

Bahama Is. 25˚ 11

12 13 14

10

15

Cuba

16

20˚

17

Mexico

15˚

10˚

IX/ii

90˚

85˚

80˚

75˚

70˚

65˚

60˚

55˚

97278

95˚

IN THE APPROACHES TO CHEDABUCTO BAY (Reference charts: Canadian Hydrographic Service L/C-4013, 1986 edition; L/C-4335, 1985 edition. Note: These charts are based on North American 1927 Geodetic Datum.)

Description of the traffic separation scheme The traffic separation scheme `Ìn the approaches to Chedabucto Bay'' consists of three parts:

Part I (a)


(b)


(c)


Part II (a)


(b)

A traffic lane for north-westbound traffic is established between the separation zone and a line connecting the following geographical positions: (13) 45821'.35 N, 060833'.30 W (14) 45822'.30 N, 060834'.50 W

(c)

A traffic lane for southbound traffic is established between the separation zone and a line connecting the following geographical positions: (15) 45822'.90 N, 060846'.50 W (17) 45814'.47 N, 060848'.38 W (16) 45821'.28 N, 060844'.40 W

Part III (a)

A separation line connects the following geographical positions: (18) 45823'.90 N, 060841'.70 W (19) 45823'.90 N,

(b)

A traffic lane for westbound traffic is established between the separation line and a line connecting the following geographical positions: (20) 45825'.43 N, 060841'.70 W (21) 45824'.90 N, 060858'.80 W

(c)

A traffic lane for eastbound traffic is established between the separation line and a line connecting the following geographical positions: (22) 45822'.90 N, 060846'.50 W (23) 45822'.90 N, 060858'.80 W

060858'.80 W

(chartlet overleaf)

IX/1-1

Isle Madame

Michaud Pt.

30'

Chedabucto Bay

. (5)

(6) (20)

.

(21) .

25'

. (18)

(19) .

. (15)

(23) .

(22)

(12) .

(1) .

.

.

(4)

. (9)

(7) (14) .

. (2) (3)

. (8) .

. (16)

(13)

★

.

20'

. (10)

(11)

15'

(17) .

45˚

10' 55'

50'

45'

40'

35'

IN THE APPROACHES TO CHEDABUCTO BAY

IX/1-2

30'

25'

97167

61˚

IN THE BAY OF FUNDY AND APPROACHES (Reference charts: Canadian Hydrographic Service L/C-4011, 1987 edition. Note: This chart is based on North American 1927 Geodetic Datum.)





(b)

A traffic lane for north-eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (9) 45801'.60 N, 066804'.33 W (7) 44809'.50 N, 066847'.05 W (8) 44825'.10 N, 066821'.00 W

(c)

A traffic lane for south-westbound traffic is established between the separation zone and a line connecting the following geographical positions: (10) 45803'.60 N, 066812'.40 W (12) 44817'.35 N, 066855'.17 W (11) 44829'.20 N, 066830'.25 W St. John

New Brunswick

10'

(10)

. (1) . (6) . . (9) 45˚

Bay of Fundy

50'

Grand Manan I.

40'

(11) .

30'

(2)

.

(8)

y’s B

ay

. (5) .

20'

ar

(12)

St

.M

.

(3) .

. (4)

Nova Scotia

.

10'

(7)

44˚ 40'

30'

20'

10'

66˚

50'

40'

30'

97175

50'

IN THE BAY OF FUNDY AND APPROACHES

IX/2

IN THE APPROACHES TO PORTLAND, MAINE (Reference charts: United States 13006, 1982 edition; 13009, 1985 edition; 13260, 1986 edition; 13286, 1985 edition; 13288, 1985 edition; 13290, 1987 edition. Note: These charts are based on North American 1927 Geodetic Datum.)

Description of the traffic separation scheme The traffic separation scheme `Ìn the approaches to Portland, Maine'' consists of three parts:

Part I

Precautionary area (a)

A precautionary area of radius 5.45 miles is centred upon geographical position 43831'.60 N, 070805'.53 W, the areas within separation zones and traffic lanes excluded.

Part II

Eastern approach (a)


(b)

A traffic lane, one and a half miles wide, is established on each side of the separation zone.

Part III



(b)

A traffic lane, one and a half miles wide, is established on each side of the separation zone. Portland Cape Elizabeth

^ Precautionary area 30'

(1) . (3)

.

. (2) 43˚

20'

10'

. (4)

10'

70˚

50'

40'

IN THE APPROACHES TO PORTLAND, MAINE

IX/3

30'

97168

20'

IN THE APPROACH TO BOSTON, MASSACHUSETTS

Note: See mandatory ship reporting system ``For protection of endangered North Atlantic right whales in sea areas off the north-eastern and south-eastern coasts of the United States'' in part G, section I. (Reference chart: United States 13009, 1985 edition. Note: This chart is based on North American 1927 Geodetic Datum.)


A separation zone, one mile wide, is centred upon the following geographical positions: (1) 42821'.00 N, 070840'.70 W (3) 40849'.50 N, 069800'.00 W (2) 42808'.50 N, 069853'.60 W

(b)


Precautionary areas (a)

A precautionary area of radius five miles is centred upon geographical position 42822'.70 N, 070848'.00 W.

(b)

A precautionary area is bounded to the east by a circle of radius 15.5 miles, centred upon geographical position 40835'.00 N, 069800'.00 W, intersected by the traffic separation schemes `Ìn the approach to Boston, Massachusetts'' and `Èastern approach, off Nantucket'' (part II of the traffic separation scheme `Òff New York'') at the following geographical positions: (i) 40850'.33 N, 068857'.00 W (ii) 40823'.75 N, 069814'.63 W The precautionary area is bounded to the west by a line connecting the two traffic separation schemes between the following geographical positions: (iii) 40836'.75 N, 069815'.16 W (iv) 40848'.00 N, 069803'.33 W

(chartlet overleaf)

IX/4-1

Boston

! (1) .

20'

(2)

.

42˚

Cape Cod

40'

Martha’s Vineyard 20'

Nantucket Island

41˚

(iv) .

(i) . . (3) 40'

. (iii)

!

. (ii)

See part II of description of the traffic separation scheme “Off New York” 20'

70˚

40'

20'

69˚

IN THE APPROACH TO BOSTON, MASSACHUSETTS

IX/4-2

40'

97169

40'

20'

IN THE APPROACHES TO NARRAGANSETT BAY, RHODE ISLAND, AND BUZZARDS BAY, MASSACHUSETTS (Reference chart: United States 13218, 1987 edition. Note: This chart is based on North American 1983 Geodetic Datum.)

Description of the traffic separation scheme The traffic separation scheme `Ìn the approaches to Narragansett Bay, Rhode Island, and Buzzards Bay, Massachusetts'' consists of two parts:

Part I

Narragansett Bay approach (a)


(b)


Part II

Buzzards Bay approach (a)


(b)


Precautionary areas A precautionary area of radius 5.4 miles is centred upon geographical position 41806'.00 N, 071823'.30 W. A precautionary area of radius 3.55 miles is centred upon geographical position 41825'.60 N, 071823'.30 W.

Restricted area Note: A restricted area, two miles wide, extending from the southern limit of the Narragansett Bay approach traffic separation zone to latitude 41824'.70 N, has been established. The restricted area will only be closed to ship traffic by the Naval Underwater System Center during periods of daylight and optimum weather conditions for torpedo range usage. The closing of the restricted area will be indicated by the activation of a white strobe light mounted on Brenton Reef Light and controlled by a naval ship supporting the torpedo range activities. There would be no ship restrictions expected during inclement weather or when the torpedo range is not in use. Newport

30'

Buzzards Bay Precautionary area

★ Brenton Reef

25'

Restricted area

. (1)

.

(4)

Martha’s Vineyard

Rhode Island Sound Block Island

20'

15'

Noman’s Land

. .

(2)

10'

(3)

Precautionary area 5'

41˚

30'

20'

10'

71˚

50'

97170

40'

IN THE APPROACHES TO NARRAGANSETT BAY, RHODE ISLAND, AND BUZZARDS BAY, MASSACHUSETTS

IX/5

OFF NEW YORK (Reference charts: United States 12300, 1985 edition; 12326, 1986 edition. Note: These charts are based on North American 1927 Geodetic Datum.)

Description of the traffic separation scheme The traffic separation scheme `Òff New York'' consists of five parts:

Part I


A precautionary area of radius seven miles is centred upon Ambrose Light in geographical position 40827'.50 N, 073849'.90 W.

(b)

A precautionary area is located between part II of this traffic separation scheme (Eastern approach, off Nantucket) and the traffic separation scheme `Ìn the approach to Boston, Massachusetts''. Details of the precautionary area are contained in paragraph (b) of the description of the precautionary areas in the amended traffic separation scheme `Ìn the approach to Boston, Massachusetts''.

Part II

Eastern approach, off Nantucket (a)


(b)


(c)


Part III

Eastern approach, off Ambrose Light (a)




(b)

A traffic lane for westbound traffic is established between the separation zone and a line connecting the following geographical positions: (15) 40832'.33 N, 073804'.95 W (17) 40828'.00 N, 073840'.73 W (16) 40832'.20 N, 073811'.50 W

(c)

A traffic lane for eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (18) 40825'.05 N, 073841'.32 W (20) 40819'.33 N, 073804'.97 W (19) 40819'.20 N, 073811'.50 W

Part IV

South-eastern approach (a)


(b)


(c)

A traffic lane for south-eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (30) 40821'.82 N, 073844'.55 W (32) 39859'.43 N, 073822'.35 W (31) 40802'.80 N, 073827'.15 W

IX/6-1



Part V



(b)


(c)


Note:

Use of LORAN-C enables masters of appropriately equipped ships to be informed highly accurately and continuously about the ship's position in the area covered by this scheme.

(chartlet overleaf)

IX/6-2

New Haven Plum I. Montauk Pt

Long Island New York

at

Gre

Precautionary (17) . area (12) . . (18).. (11) (23). . (29) (38) . (24) . ...

(30) (39)(34) (35)

(16) .

. (15)

(13) .

. (14)

. (10)

. (9)

. (19)

th Sou

===>>>

ch

Bea

. (20)

. (28) . . (25) (27) . . (22) . (26) . (21) (31) . (32)

. . . . (40) (33) (36) (37)

Atlantic City

IX/6-3

74˚

30'

73˚

30'

72˚

97171

30'

===>>>

Monomoy Pt 30'

Martha’s Vineyard dith

Pt Ju

Nantucket Island

Noman’s Land

!

See description of area to be avoided ‘‘In the region of Nantucket Shoals’’ in part D

See description of traffic separation scheme ‘‘In the approaches to Narragansett Bay, Rhode Island, and Buzzards Bay, Massachusetts’’

. (5)

(6) . (3) . (2)

41˚

Nantucket LV

.

★

. (4) . (1) . (8)

(7) .

Precautionary area

Block Island

30'

40˚

30'

71˚

30'

70˚

30'

97172

39˚ 30'

OFF NEW YORK 2 [New York 1]

IX/6-4

OFF DELAWARE BAY (Reference chart: United States 12214, 1994 edition Note: This chart is based on North American Datum 1983 (WGS 84).)

Description of the traffic separation scheme Part I



(b)


(c)


Part II

South-eastern approach (a)


(b)


(c)

A traffic lane for south-eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (15) 38842'.80 N, 074858'.90 W (16) 38827'.00 N, 074845'.40 W

Precautionary area

A precautionary area is established as follows: from 38842'.80 N, 074858'.90 W; thence northerly by an arc of 8 nautical miles centred at 38848'.90 N, 075805'.60 W to 38848'.32 N, 074855'.30 W; thence westerly to 38847'.50 N, 075801'.80 W; thence northerly to 38850'.75 N, 075803'.40 W; thence north-easterly to 38851'.27 N, 075802'.83 W; thence northerly to 38854'.80 N, 075801'.60 W; thence westerly by an arc of 6.7 nautical miles centred at 38848'.90 N, 075805'.60 W to 38855'.53 N, 075805'.87 W; thence south-westerly to 38854'.00 N, 075808'.00 W; thence southerly to 38846'.60 N, 075803'.55 W; thence south-easterly to 38842'.80 N, 074858'.90 W.

Two-way route

A two-way traffic route is bounded on the west and south by a line connecting the following geographical positions: (1) 38850'.75 N, 075803'.40 W (4) 38850'.20 N, 074849'.73 W (2) 38847'.50 N, 075801'.80 W (5) 39800'.00 N, 074840'.23 W (3) 38848'.32 N, 074855'.30 W and is bounded on the east and north by a line connecting the following geographical positions: (6) 39800'.00 N, 074841'.00 W (9) 38848'.33 N, 074859'.30 W (7) 38850'.48 N, 074850'.30 W (10) 38849'.10 N, 075801'.65 W (8) 38848'.80 N, 074855'.25 W (11) 38851'.27 N, 075802'.83 W

Note for the use of the two-way route:

This two-way route is recommended for use predominantly by tug and tow traffic transiting to and from the northeast in order to separate such traffic from large inbound vessel traffic.

IX/7-1

(6) .

39˚

. (5)

Cape May

55'

! Delaware Bay

. (11)

Five Fathom Bank (7) .

(1) .

Harbour of Refuge

.

★

(10) (9)

.

(2)

.

.

(4)

(6)

.

(8) . (3). (5) (3) .

(4)

.

Precautionary (2) . area . (14) . (7) (11) . (10) . (15) .

. (1)

.

45'

(8)

Rehoboth Bay

Indian River Bay

50'

40'

Indian River Inlet 35'

38˚ 30'

. (16) .

(13)

. . (12) (9) 25'

5'

75˚

55'

50'

45'

40'

35'

97173

10'

OFF DELAWARE BAY

IX/7-2

IN THE APPROACHES TO CHESAPEAKE BAY (Reference charts: United States 12200, 1986 edition; 12207, 1985 edition; 12221, 1989 edition. Note: These charts are based on North American 1983 Geodetic Datum.)

Description of the traffic separation scheme The traffic separation scheme `Ìn the approaches to Chesapeake Bay'' consists of three parts:

Part I

Precautionary area (a)

A precautionary area of radius two miles is centred upon geographical position 36856'.13 N, 075857'45 W.

Part II


A separation line connects the following geographical positions: (1) 36858'.67 N, 075848'.65 W (2) 36856'.80 N,

(b)

A traffic lane, half a mile wide, is established on each side of the separation line.

075855'.10 W

Part III


A separation line connects the following geographical positions: (3) 36850'.33 N, 075846'.29 W (5) 36855'.96 N, (4) 36852'.90 N, 075851'.52 W

075854'.97 W

(b)


075846'.80 W

(c)


075855'.43 W

(d)


075847'.42 W

(e)

A traffic lane for inbound traffic is established between the separation lines described in paragraphs (a) and (b).

(f)

A traffic lane for outbound traffic is established between the separation lines described in paragraphs (c) and (d).

(g)

A deep-water route is established between the separation lines described in paragraphs (b) and (c). The types of ships which are recommended to use the deep-water route are given in the description of the deep-water route (see part C, section IV). All other ships using the southern approach traffic separation scheme should use the appropriate inbound or outbound traffic lane.

IX/8-1

. (1)

(2)

Precautionary area Cape ★ Henry

. . (5)

(11) .

. (6) 55'

(12) .

DW

. (4) .

. (7)

(10)

. (13)

Virginia Beach

DW

(3)

.

36˚

50'

.

. (8)

(9) (14) 55'

97174

76˚

.

50'

IN THE APPROACHES TO CHESAPEAKE BAY

IX/8-2

IN THE APPROACHES TO GALVESTON BAY (Reference charts: United States National Ocean Survey 11323, 1986 edition; 11332, 1987 edition. Note: These charts are based on North American 1927 Geodetic Datum.)


A traffic separation zone is bounded by a line connecting the following geographical positions: (1) 29817'.15 N, 094835'.80 W (3) 29809'.05 N, 094826'.36 W (2) 29809'.20 N, 094826'.23 W (4) 29817'.04 N, 094835'.93 W

(b)


(c)

A traffic lane for south-eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (7) 29816'.10 N, 094837'.00 W (8) 29807'.70 N, 094827'.80 W


(b)

An inshore precautionary area positions: (7) 29816'.10 N, (5) 29818'.00 N, (9) 29819'.40 N,

is established, bounded by a line connecting the following geographical 094837'.00 W 094834'.90 W 094837'.10 W

(10) 29819'.80 N, (11) 29818'.10 N,

094838'.10 W 094839'.20 W

An offshore precautionary area is established, bounded by a line connecting the following geographical positions: (6) 29811'.20 N, 094824'.00 W (13) 29806'.40 N, 094823'.90 W (8) 29807'.70 N, 094827'.80 W (14) 29809'.10 N, 094820'.60 W (12) 29806'.40 N, 094826'.20 W

Note:

A pilot boarding area is located near the centre of the inshore precautionary area. Due to heavy ship traffic, mariners are advised not to anchor or linger in this precautionary area except to pick up or disembark a pilot.

Galveston

(10)

.

(11) .

20'

(9)

.

!

(5)

. (4) . . (1) . (7)

. (6) 10'

(3) . . (2) (8)

. . (12)

!

. (14)

. (13)

29˚ 94˚ 30'

20'

IN THE APPROACHES TO GALVESTON BAY

IX/9

10'

97176

40'

OFF CABO SAN ANTONIO (Reference charts: Instituto Cubano de Hidrografia 1001, 1101 and 1122. Note: These charts are based on North American 1927 Geodetic Datum. British Admiralty 1220, 1977 edition; 2579, 1934 edition; 3867, 1980 edition.)



(b)

A traffic lane, three miles wide, for southbound traffic is established between the separation zone and a line connecting the following geographical positions: (3) 21842'.70 N, 085811'.50 W (4) 22801'.00 N, 085811'.50 W

(c)

A traffic lane, three miles wide, for northbound traffic is established between the separation zone and a line connecting the following geographical positions: (5) 21845'.00 N, 085803'.00 W (6) 22801'.00 N, 085803'.00 W

Inshore traffic zone The area within the lines bounded by the following geographical positions: Punta del Holandes (21848'.60 N, 084848'.20 W), positions (5) and (6) of the Off Cabo San Antonio traffic separation scheme and a point on the coast marked by the co-ordinates 22800'.00 N, 084834'.50 W is designated as an inshore traffic zone.

OFF LA TABLA (Reference charts: Instituto Cubano de Hidrografia 1001, 1101 and 1122. Note: These charts are based on North American 1927 Geodetic Datum. British Admiralty 1220, 1977 edition; 2579, 1934 edition; 3867, 1980 edition.)



(b)

A traffic lane, two miles wide, for south-westbound traffic is established between the separation zone and a line connecting the following geographical positions: (3) 22821'.40 N, 084851'.90 W (4) 22829'.80 N, 084844'.20 W

(c)

A traffic lane, two miles wide, for north-eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (5) 22818'.00 N, 084847'.80 W (6) 22826'.40 N, 084840'.20 W

Inshore traffic zone The area within the lines bounded by the following geographical positions: Punta Plumaies (22802'.80 N, 084829'.30 W), positions (5) and (6) of the traffic separation scheme Off La Tabla, and the point on the coast marked by the co-ordinates 22814'.00 N, 084825'.00 W is designated as an inshore traffic zone.

(chartlet overleaf)

IX/10-1/11-1

30´

(4) (1) (6)

25´

(3) 20´ (2)

La Tabla (5)

15´


10´

5´

(6)

(2)

Pt

(4)

m lu

a.P

22˚

ai


es

55´

Cabo San Antonio 50´

Punta del Holandes 45´ (5) (1)

10´

5´

85˚

55´

50´

45´

40´

OFF CABO SAN ANTONIO + OFF LA TABLA

IX/10-2/11-2

35´

30´

97244

(3)

OFF COSTA DE MATANZAS (Reference charts: Instituto Cubano de Hidrografia 1001, 1101, 1102, 1126, 1127, 2001, 3001, 4001, 4002 and 4101. Note: These charts are based on North American 1927 Geodetic Datum. British Admiralty 1220, 1977 edition; 2579, 1934 edition; 3867, 1980 edition.)



(b)

A traffic lane, two miles wide, for westbound traffic is established between the separation zone and a line connecting the following geographical positions: (4) 23826'.00 N, 081808'.30 W (6) 23825'.50 N, 080827'.60 W (5) 23827'.50 N, 080854'.00 W

(c)

A traffic lane, two miles wide, for eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (7) 23821'.10 N, 081807'.80 W (9) 23820'.50 N, 080828'.00 W (8) 23822'.50 N, 080854'.00 W

Inshore traffic zone The area within the lines bounded by the following geographical positions: Punta de Molas (23811'.50 N, 081807'.15 W), positions (7), (8) and (9) of the traffic separation scheme Off Costa de Matanzas, and Cayo BahõÂ a de CaÂdiz Lighthouse (23812'.30 N, 080828'.90 W) is designated as an inshore traffic zone. 30'

Nicolas Channel

(5) .

(4)

.

.

(6)

.

25'

(2) (1)

.

.

.

(3)

(8) (7) .

.

(9) 20'

Inshore traffic zone ★ ★

15'

★ Cayo

Bahia de Cadiz

Punta de Molas

10'

5'

Costa de Matanzas 23˚ 81˚

55'

50'

45'

40'

35'

30'

97280

5'

OFF COSTA DE MATANZAS

IX/12

IN THE OLD BAHAMA CHANNEL (Reference charts: Instituto Cubano de Hidrografia 1001, 1102, 1103, 1129, 1130, 3001, 4001, 4002 and 4104. Note: These charts are based on North American 1927 Geodetic Datum. British Admiralty 1220, 1977 edition; 2579, 1934 edition; 3867, 1980 edition.)


A separation zone, half a mile wide, is centred upon the following geographical positions: (1) 22848'.40 N, 078845'.00 W (3) 22818'.90 N, 077839'.40 W (2) 22835'.20 N, 078806'.40 W (4) 22809'.00 N, 077827'.80 W

(b)

A traffic lane, two miles wide, for north-westbound traffic is established between the separation zone and a line connecting the following geographical positions: (5) 22850'.20 N, 078843'.30 W (7) 22820'.80 N, 077838'.10 W (6) 22837'.30 N, 078805'.40 W (8) 22810'.70 N, 077826'.30 W

(c)

A traffic lane, two miles wide, for south-eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (9) 22846'.70 N, 078847'.00 W (11) 22817'.20 N, 077841'.00 W (10) 22833'.20 N, 078807'.70 W (12) 22807'.30 N, 077829'.60 W

Inshore traffic zone The area within the lines bounded by the following geographical positions: the point on the coast marked by the co-ordinates 22830'.40 N, 078853'.30 W, positions (9), (10), (11) and (12) of the traffic separation scheme for the Old Bahama Channel, and Point Mangle (21859'.80 N, 077837'.40 W) is designated as an inshore traffic zone.

(5)

50´

(1) (9)

Insh

ore

40´

(6)

traf fic z

one

(2) (10) 30´

Cayo Coco

Ins

ho

tra

ffic

(7)

zo

ne

Lobos Cay 20´

(3)

f

re

h) 1

(11)

40´

30´

20´

10´

78˚

50´

30´

i 22˚

IX/13

F id

25 h F b

IN THE OLD BAHAMA CHANNEL

40´

Shi ' R

Punta Mangle

97245

CUBA

50´

10´

(f

(8) (4) (12)

2000 S W i

Cayo Romano

OFF PUNTA MATERNILLOS (Reference charts: Instituto Cubano de Hidrografia 1001, 1103, 1130, 3001, 4001 and 4002. Note: These charts are based on North American 1927 Geodetic Datum. British Admiralty 1220, 1977 edition; 2579, 1934 edition; 3867, 1980 edition.)



(b)

A traffic lane, two miles wide, for north-westbound traffic is established between the separation zone and a line connecting the following geographical positions: (4) 21853'.10 N, 077804'.90 W (6) 21846'.50 N, 076853'.00 W (5) 21849'.80 N, 077801'.20 W

(c)

A traffic lane, two miles wide, for south-eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (7) 21849'.50 N, 077808'.80 W (9) 21842'.00 N, 076855'.00 W (8) 21845'.70 N, 077804'.20 W

Inshore traffic zone The area within the lines bounded by the following geographical positions: Punta Central (21840'.80 N, 077812'.60 W), positions (7), (8) and (9) of the traffic separation scheme Off Punta Maternillos, and Punta Ganado (21831'.25 N, 076859'.75 W) is designated as an inshore traffic zone.

55'

(4) .

(1) .

(5)

(7)

50'

.

.

.

(2)

(6) .

.

(8)

45' .


.

(3)

(9)

Punta Central 21o

★

40'

Punta Maternillos

★ 35'

Punta Ganado

5'

77o

55' 97281

10'

OFF PUNTA MATERNILLOS

IX/14

OFF PUNTA LUCRECIA (Reference charts: Instituto Cubano de Hidrografia 1001, 1103, 1131, 1132, 3001, 3002, 4001, 4002 and 4104. Note: These charts are based on North American 1927 Geodetic Datum. British Admiralty 1220, 1977 edition; 2579, 1934 edition; 3867, 1980 edition.)



(b)

A traffic lane, two miles wide, for north-westbound traffic is established between the separation zone and a line connecting the following geographical positions: (4) 21817'.30 N, 075841'.20 W (6) 21809'.20 N, 075823'.70 W (5) 21813'.70 N, 075832'.30 W

(c)

A traffic lane, two miles wide, for south-eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (7) 21812'.80 N, 075843'.20 W (9) 21804'.90 N, 075826'.20 W (8) 21809'.20 N, 075834'.50 W

Inshore traffic zone The area within the lines bounded by the following geographical positions: Bahia de Sama Lighthouse (21807'.30 N, 075846'.40 W), positions (7), (8) and (9) of the traffic separation scheme Off Punta Lucrecia, and Punta Morales (20855'.10 N, 075836'.80 W) is designated as an inshore traffic zone

20'

(4)

(1)

.

15'

.

(5) .

(7) . .

(2) 10' .

hor

★

(8)

e tr affi

cz one

.

.

Punta Lucrecia

(3)

5'

(9)

i

(f

★

f

Ins

(6)

h) 1

Bahia de Sama

.

35'

75˚ 30'

OFF PUNTA LUCRECIA

IX/15

25'

20'

25 h F b

40'

97282

45'

F id

Punta Morales

2000 S W i

Shi ' R

21˚

OFF CABO MAYSI (Reference charts: Instituto Cubano de Hidrografia 1001, 1103, 1133, 1134, 3001, 3002, 3103, 4001, 4002, 4104 and 4106. Note: These charts are based on North American 1927 Geodetic Datum. British Admiralty 1220, 1977 edition; 2579, 1934 edition; 3867, 1980 edition.)


A separation zone, two miles wide, centred upon the following geographical positions: (1) 20822'.80 N, 073858'.80 W (2) 20805'.00 N, 073858'.80 W

(b)

A traffic lane, two and a half miles wide, for northbound traffic is established between the separation zone and a line connecting the following geographical positions: (3) 20823'.70 N, 073855'.00 W (4) 20805'.00 N, 073855'.00 W

(c)

A traffic lane, two and a half miles wide, for southbound traffic is established between the separation zone and a line connecting the following geographical positions: (5) 20821'.80 N, 074802'.60 W (6) 20805'.00 N, 074802'.60 W

Inshore traffic zone The area within the lines bounded by the following geographical positions: Punta Fraile (20819'.10 N, 074813'.75 W), positions (5) and (6) of the traffic separation scheme Off Cabo Maysi, and Punta Negra (20805'.55 N, 074814'.10 W) is designated as an inshore traffic zone.

(3) (1) (5)

20´

Punta Fraile

Punta Maysi 15´


10´

Punta Negra 5´

(6)

(2)

(4)

15´

10´

5´

74˚

55´

97246

20˚

OFF CABO MAYSI

IX/16

IN THE APPROACHES TO THE PORT OF VERACRUZ (Reference chart: United States 28302, 1991 edition. Note: This chart is based on World Geodetic System 84 Datum.)

Description of the traffic separation scheme The traffic separation scheme in the approaches to Veracruz, Mexico consists of two parts:

Part I

East approach: Recommended for vessels entering or leaving the port of Veracruz (a)

A separation zone bounded by a line connecting the following geographical positions: (1) 19814'.00 N, 095845'.00 W (3) 19812'.50 N, 095853'.43 W (2) 19814'.00 N, 095853'.43 W (4) 19812'.50 N, 095845'.00 W

(b)


(c)

A traffic lane for westbound traffic is established between separation zone (a) and a line connecting the following geographical positions: (9) 19815'.00 N, 095845'.00 W (10) 19815'.00 N, 095853'.43 W

(d)

A traffic lane for eastbound traffic is established between separation zone (a) and separation zone (b).

Part II

North approach: Recommended for vessels entering or leaving the port of Veracruz (a)


(b)


(c)


Precautionary area A precautionary area is established bounded by a line connecting the following geographical positions: (10) 19815'.00 N, 095853'.43 W (17) 19815'.00 N, 095857'.00 W (16) 19815'.00 N, 096800'.65 W (21) 19812'.07 N, 096801'.77 W (23) 19807'.65 N, 095858'.92 W (7) 19810'.90 N, 095853'.43 W back to position (10).

Note: Masters of all appropriately equipped ships should have continual access to highly accurate information on the position of their ships in the traffic lane, using the radar beacons of: ± Sacrificios Island, identified on the radar by Morse letter ``Z'' and located in geographical position: (28) 19810'.49 N, 096805'.53 W. ± Santiaguillo Island, identified on the radar by Morse letter `Ò'' and located in geographical position: (29) 19808'.52 N, 095848'.47 W.

IX/17-1

20´

(15) (11) (14) (18)

Precautionary area (see chartlet for area to be avoided in section II of part D)

(10)

(16) (12) (13) (17) (21)

VERACRUZ

Precautionary area

(9)

(2)

(1)

(3)

(4)

(6)

(28)

(5) (8)

(7)

Racon (Z)

15´

10´

Punta Mocambo

Racon (O) (23)

(29)

Area to be avoided (see chartlet in section II of part D)

05´

l ya

o aC

nt Pu

15´

10´

05´

96˚

55´

50´

97248

19˚

45´

IN THE APPROACHES TO THE PORT OF VERACRUZ

IX/17-2

Section X ASIA, PACIFIC COAST


X

60˚

50˚

1

2

3

4 5 40˚

INDEX: ASIA, PACIFIC COAST 1: 2: 3: 4: 5:

In the Fourth Kuril Strait In the Proliv Bussol Off the Aniwa Cape In the approaches to the Gulf of Nakhodka Off the Ostrovnoi Point

30˚

20˚

X/ii

120˚

130˚

140˚

150˚

160˚

170˚

180˚

99044

110˚

IN THE FOURTH KURIL STRAIT (Reference chart: USSR 1083, 1989 edition. Note: This chart is based on the single geodetic datum for Soviet nautical charts.)

Description of the traffic separation scheme A separation zone is bounded by a line connecting the following geographical positions: (1) 50805'.30 N, 154834'.00 E (3) 49843'.80 N, 155814'.20 E (2) 49845'.50 N, 155816'.10 E (4) 50803'.70 N, 154832'.10 E Note: A traffic lane, two miles wide, is established on each side of the separation zone.

Racon

. ANTSIFEROVA 10'

PARAMUSHIR .

(1)

.

★

(4)

M ys

Racon ★ ev y l i Vas

50˚

Ch

etv ér

tyy

Ku r

ils

kiy

Pr

50'

oli

v

.

MAKANRUSHI

(2)

. (3)

40'

ONEKOTAN

30'

40'

50'

155˚

10'

20'

97178

20'

IN THE FOURTH KURIL STRAIT

X/1

IN THE PROLIV BUSSOL (Reference chart: USSR 1075, 1989 edition. Note: This chart is based on the single geodetic datum for Soviet nautical charts.)

Description of the traffic separation scheme A separation zone is bounded by a line connecting the following geographical positions: (1) 47802'.20 N, 151803'.90 E (3) 46825'.00 N, 151828'.50 E (2) 46827'.00 N, 151833'.50 E (4) 47800'.30 N, 150858'.80 E

Note:

A traffic lane, four miles wide, is established on each side of the separation zone.

. (1) .

47˚

(4)

50'

SIMUSHIR

BROUTONA

40'

l

so

us

vB

oli

Pr

CHIRPOY

30'

. (2) (3)

.

151˚

15'

IN THE PROLIV BUSSOL

X/2

30'

45'

97182

20' 45'

OFF THE ANIWA CAPE (Reference chart: USSR 702, 1981 edition. Note: This chart is based on the single geodetic datum for Soviet nautical charts.)


A separation zone, four miles wide, is centred upon the following geographical positions: (1) 45854'.00 N, 143820'.00 E (3) 45858'.80 N, 143840'.00 E (2) 45854'.90 N, 143830'.00 E

(b)

A traffic lane, two miles wide, is established south of the separation zone.

(c)

A separation line forming the outside boundary of the traffic lane north of the separation zone connects the following geographical positions: (4) 45859'.00 N, 143820'.00 E (6) 46805'.20 N, 143835'.20 E (5) 45858'.50 N, 143825'.50 E

Inshore traffic zone The area between the landward boundary of the traffic separation scheme and Sakhalin Island and lying between a line drawn from position 46803'.50 N, 143824'.30 E to position 45859'.00 N, 143820'.00 E (western limit) and a line drawn from position 46803'.20 N, 143832'.00 E to position 46806'.00 N, 143828'.00 E (eastern limit) is designated as an inshore traffic zone. SAKHALIN

★

30'

Aniwa Bay

c

ffi tra re e ho zon s n

I

. (6)

Cape Aniwa ★ (4) . . (5)

★

(1) .

. (3)

46˚

. (2)

La Perouse Strait 30'

HOKKAIDO

★ 45˚ 143˚

30'

144˚

30'

97179

30'

OFF THE ANIWA CAPE

X/3

IN THE APPROACHES TO THE GULF OF NAKHODKA (Reference charts: USSR 700, 1978 edition; 1063, 1989 edition. Note: These charts are based on the single geodetic datum for Soviet nautical charts.)

Description of the traffic separation scheme The traffic separation scheme consists of two parts:

Part I (a)

A roundabout consists of a circular traffic separation zone, two miles in diameter, centred upon the following geographical position: 42838'.30 N, 132856'.20 E and a circular traffic lane two miles wide.

(b)


(c)

A traffic lane, one mile wide, is established on each side of the separation line.

(d)

A separation zone is bounded by lines connecting the following geographical positions: (2) 42827'.00 N, 132856'.30 E (4) 42810'.00 N, 132859'.40 E (3) 42810'.00 N, 132852'.80 E

(e)

An outside boundary of the traffic lane east of the separation zone connects the following geographical positions: (5) 42810'.00 N, 133802'.20 E (6) 42827'.00 N, 132857'.60 E

(f)

An outside boundary of the traffic lane west of the separation zone connects the following geographical positions: (7) 42827'.00 N, 132855'.00 E (8) 42810'.00 N, 132850'.20 E

132856'.30 E

Part II (a)


(b)

A traffic lane, one and a half miles wide, is established south of the separation zone.

(c)

An outside boundary of the traffic lane north of the separation zone connects the following geographical positions: (12) 42835'.50 N, 133807'.30 E (14) 42837'.40 N, 133800'.20 E (13) 42835'.50 N, 133803'.00 E

(d)



by lines connecting the following geographical positions: 133807'.30 E (15) 42839'.00 N, 133800'.40 E 133803'.00 E (16) 42839'.00 N, 133807'.30 E 133800'.20 E

Inshore traffic zone The area between the north-eastern landward boundary of the roundabout and the northern boundary of the separation zone and the Russian Federation coast, and lying between a line drawn from position 42841'.30 N, 133807'.30 E to position 42839'.00 N, 133807'.30 E (eastern limit) and a line drawn from position 42840'.80 N, 132858'.50 E to position 42843'.50 N, 132857'.20 E and then to position 42842'.80 N, 132859'.90 E (north-western limit), is designated as an inshore traffic zone.

CAUTION:

While navigating in the traffic separation scheme, ships should strictly keep within traffic-lane boundaries.

X/4-1

★

★ ★

50'

★ Nakhodka Bay

★

C. Povorotni

★ . (15) . (14)

(9) (1)

.

Inshore traffic zone . (16)

40'

(see description of the separation scheme “Off the Ostrovnoi Point”)

. (13) . (12)

.

. (10) . (11) 30'

(7) . (2) . . (6)

20'

Japan Sea

.

.

.

.

(4) (5)

50'

133˚

10'

42˚ 10'

20'

30'

40'

50'

IN THE APPROACHES TO THE GULF OF NAKHODKA

X/4-2

97181

(8) (3)

OFF THE OSTROVNOI POINT (Reference chart: USSR 700, 1975 edition. Note: This chart is based on the single geodetic datum for Soviet nautical charts.)

Description of the traffic separation scheme The traffic separation scheme consists of two parts:

Part I (a)

Two separation zones are bounded by lines connecting the (i) (1) 42835'.20 N, 133817'.50 E (3) (2) 42836'.00 N, 133820'.00 E (4) and (ii) (5) 42838'.30 N, 133826'.50 E (7) (6) 42844'.60 N, 133845'.70 E (8)

following geographical positions: 42835'.20 N, 133824'.40 E 42833'.40 N, 133818'.50 E 42842'.80 N, 133846'.80 E 42837'.40 N, 133830'.80 E

(b)

A traffic lane, two miles wide, is established on each side of the separation zones.

Part II (a)

A separation zone is bounded by lines connecting the following geographical positions: (9) 42831'.50 N, 133820'.00 E (11) 42832'.10 N, 133842'.00 E (10) 42834'.50 N, 133828'.60 E (12) 42827'.80 N, 133840'.40 E

(b)


CAUTION: The traffic lane north of the separation zone (lane between points (5) and (6)) in part I is designated for the navigation of Soviet ships only.

★ ★

50'

★ Ostrovnoi Pt Nakhodka Bay

. (6) . (7)

C. Povorotni★

40'

(5) .

. (2)

(1) . (4)

.

(9)

.

(8) . (3) (10) .

. (11)

.

30'

.

(12)

20'

Japan Sea

10'

(see description of the separation scheme “In the approaches to the Gulf of Nakhodka”)

133˚

10'

20'

30'

OFF THE OSTROVNOI POINT

X/5

40'

50'

42˚

97180

50'

ii 80˚

INDEX THE SECTIONS OF PART C

Arctic Circle

I

60˚

II 40˚

IV Tropic of Cancer 20˚

III

III Equator

0˚

Tropic of Capricorn

20˚

40˚


180˚

160˚

140˚

120˚

100˚

80˚

60˚W

40˚

20˚

0˚

20˚

40˚

60˚E

80˚

100˚

120˚

140˚

160˚

180˚

Section I BALTIC SEA


I

64˚

62˚

Helsinki 60˚

Oslo Stockholm

Tallinn

58˚

Göteborg

1 56˚

2

Kobenhavn INDEX: DEEP-WATER ROUTES IN THE BALTIC SEA 1: Navigation through the entrances to the Baltic Sea 2: Between Hatter Rev and Hatter Barn 3: Off the east coast of Langeland 4: North-east of Gedser

4 3

Kiel

I/ii

15˚

20˚

25˚

97183

10˚

54˚

NAVIGATION THROUGH THE ENTRANCES TO THE BALTIC SEA (Extract from resolution A.620(15)) [It is recommended:] (a)

That ships over 40,000 tonnes deadweight, when passing through the entrances to the Baltic Sea, in view of the fact that 17 metres is the maximum obtainable depth without dredging in the area north-east of Gedser and that the charted depths, even under normal conditions, may be decreased by as much as 2 metres owing to unknown and moving obstructions, should: (i) not pass the area unless they have a draught with which it is safe to navigate through the area, taking into account the possibility of depths being as much as 2 metres less than charted, as mentioned above, and additionally taking into account the possible changes in the indicated depth of water caused by meteorological or other effects; (ii) participate in the radio position reporting system (SHIPPOS) operated by the Government of Denmark; and (iii) exhibit the signal prescribed in rule 28 of the International Regulations for Preventing Collisions at Sea, 1972, in certain areas in Store Baelt (Hatter Rev, Vengeancegrund and in the narrow route east of Langeland) when constrained by their draught;

(b)

That ships with a draught of 13 metres or more should, furthermore: (i) be equipped with a VHF radiotelephone installation capable of operating on appropriate frequencies; (ii) have on board suitable electronic position-fixing equipment to make use of hyperbolic systems providing sufficient position-fixing accuracy for navigating in these areas; (iii) use for the passage the pilotage services locally established by the coastal States; and (iv) be aware that anchoring may be necessary owing to the weather and sea conditions in relation to the size and draught of the ship and to the sea level and, in this respect, take special account of the information available from the pilot and from radio navigation information services in the area.

(c)

That, irrespective of size or draught, ships carrying a shipment of class 7 radioactive materials, as specified in paragraph 9.5.2* of the introduction to class 7 of the International Maritime Dangerous Goods Code (IMDG Code), should: (i) participate in the ship reporting system (SHIPPOS) operated by the Government of Denmark; (ii) be equipped with a VHF radiotelephone installation capable of operating on appropriate frequencies; and (iii) use for the passage the pilotage services locally established by the coastal States.

_____ * This became paragraph 8.4.2 in Amendment 25-89 to the IMDG Code.

I/1

DEEP-WATER ROUTE BETWEEN HATTER REV AND HATTER BARN (Reference chart: Danish 128, 1985 edition. Note: This chart is based on European Datum.)

Description of the deep-water route A deep-water route with a minimum depth of water below mean sea level of 19 metres is bounded by lines connecting the following geographical positions: (i) 55855'.52 N, 010856'.68 E (v) 56850'.58 N, 010849'.42 E (ii) 55854'.15 N, 010851'.78 E (vi) 55853'.20 N, 010849'.60 E (iii) 55853'.40 N, 010848'.30 E (vii) 55854'.65 N, 010855'.39 E (iv) 55850'.61 N, 010848'.07 E

Note: Ships which are not obliged by reason of their draught (13 metres or less) to use the deep-water route should use the traffic separation scheme which lies east of that route and where there is a minimum depth of water below mean sea level of 15 metres.

Bosserne

(i)

.

Sejro

★ Hatter Rev DW

(ii)

.

(iii) .

.

55'

[5]

See description of traffic separation scheme “At Hatter Barn” (part B, section I)

Hatter Barn

DW

(vi)

(vii) .

(iv) .

(v) .


[6]

55˚ 50'

Røsnæs ★ Puller

45'

★ RØSNÆS

11˚

DEEP-WATER ROUTE BETWEEN HATTER REV AND HATTER BARN

I/2

97079

50'

DEEP-WATER ROUTE OFF THE EAST COAST OF LANGELAND (Reference charts: Danish 142, 1985 edition; 196, 1989 edition. Note: These charts are based on European Datum.)

Description of the deep-water route A deep-water route with a minimum depth of water below mean sea level of 19 metres is connecting the following geographical positions: (1) 55811'.30 N, 011802'.10 E (14) 54841'.20 N, 010847'.10 (2) 55810'.30 N, 011800'.00 E (15) 54844'.10 N, 010847'.30 (3) 55808'.90 N, 010859'.10 E (16) 54848'.30 N, 010850'.30 (4) 55804'.40 N, 010859'.00 E (17) 54852'.50 N, 010850'.60 (5) 55803'.90 N, 010859'.50 E (18) 54856'.30 N, 010853'.80 (6) 55802'.40 N, 010859'.60 E (19) 54858'.40 N, 010858'.60 (7) 54859'.20 N, 010858'.10 E (20) 55801'.80 N, 011800'.20 (8) 54858'.40 N, 010857'.40 E (21) 55804'.00 N, 011800'.50 (9) 54856'.60 N, 010852'.60 E (22) 55804'.80 N, 010859'.80 (10) 54852'.70 N, 010850'.20 E (23) 55808'.60 N, 010859'.90 (11) 54848'.20 N, 010849'.80 E (24) 55809'.40 N, 011800'.50 (12) 54844'.30 N, 010846'.40 E (25) 55810'.40 N, 011802'.70 (13) 54840'.20 N, 010845'.30 E

bounded by a line E E E E E E E E E E E E

Note:

Ships with draughts in excess of 13 metres are recommended to use the deep-water route because of navigational difficulties for such ships in following the nationally recommended track which lies to the east. (6) .

. (20)

12'

DW

(1) . 55˚

11'

(7) . (8) .

(9) .

DW

LANGELAND

(2) .

. (19)

DW

. (25) 10'

. . (18)

(24)

(3) .

Hov

9'

. (23)

55'

8'

(10)

Taars

..

7'

DW

(17)

6'

50'

Albuen

55˚ 5'

. (22)

(11) . . (16) (4) .

4'

. (21)

(5) .

DW

Kappel 45'

(12) . . (15)

3'

(6) . 2'

DW

58'

.

(14)

.

40'

(13)

45'

50'

55'

11˚

2'

4'

97185

. (20)

DEEP-WATER ROUTE OFF THE EAST COAST OF LANGELAND

11˚

I/3

DEEP-WATER ROUTE NORTH-EAST OF GEDSER (Reference chart: Danish 187, 1984 edition. Note: This chart is based on European Datum.)

Description of the deep-water route A deep-water route with a minimum depth of water below mean sea level of 17 metres is connecting the following geographical positions: (1) 54831'.30 N, 012813'.40 E (4) 54846'.10 N, 012844'.10 (2) 54836'.50 N, 012815'.90 E (5) 54835'.40 N, 012817'.00 (3) 54846'.90 N, 012843'.30 E (6) 54831'.20 N, 012814'.90

bounded by a line E E E

Notes: 1

The deep-water route is connected to the northern termination of the traffic separation scheme ``South of Gedser''.

2

Ships, other than ships which, because of their draught, must use the deep-water route, are recommended to use the areas to the north and south of this route, in such a manner that eastbound ships proceed on the south side of the deep-water route and westbound ships on the north side.

(3)

.

. (4) 54˚ 45'

DW

DW

DW

40'

DW (2) .

.

(5)

DW

35'

. (1)

. (6) 20'

25'

30'

35'

DEEP-WATER ROUTE NORTH-EAST OF GEDSER

I/4

40'

97184

12˚ 15'

Section II WESTERN EUROPEAN WATERS


II

INDEX: DEEP-WATER ROUTES IN WESTERN EUROPEAN WATERS 1: Deep-water route leading to the port of Antifer 2: Deep-water route forming part of the north-eastbound traffic lane of the Strait of Dover and adjacent waters traffic separation scheme 3: Deep-water routes forming parts of routeing system ‘‘Off Friesland’’ 4: Deep-water route leading to Europoort 5: Deep-water route leading to IJmuiden 6: Deep-water route west of the Hebrides

6

55˚

3

5 4

London

2

Antwerp

50˚

1

Le Havre

II/ii

5˚

0˚

5˚

97186

10˚

DEEP-WATER ROUTE LEADING TO THE PORT OF ANTIFER (Reference charts: 6614-T, 6614-D by Service hydrographique et oceÂanographique de la Marine, France)

Description of the deep-water route The deep-water route is bounded by a line connecting the following geographical (1) 49855'.30 N, 000840'.70 W (4) 49845'.10 N, (2) 49844'.80 N, 000810'.80 W (5) 49847'.40 N, (3) 49844'.70 N, 000806'.80 W (6) 49858'.20 N,

positions: 000806'.50 W 000808'.50 W 000839'.20 W

Note:

This deep-water route is a continuation of the buoyed fairway leading from Antifer harbour.

50˚ (6)

. . (1)

DW

DW

(5)

. . (2)

. . (4) (3)

★ Antifer

★ Le Havre

0˚

97190

30'

30'

DEEP-WATER ROUTE LEADING TO ANTIFER

II/1

DEEP-WATER ROUTE FORMING PART OF THE NORTH-EASTBOUND TRAFFIC LANE OF THE STRAIT OF DOVER AND ADJACENT WATERS TRAFFIC SEPARATION SCHEME Note: See ``Recommendations on navigation through the English Channel and Dover Strait'' in part F. (Reference chart: British Admiralty 1610, 1989 edition. Note: This chart is based on Ordnance Survey of Great Britain (1936) Datum.)

Description of the deep-water route The deep-water route forming part of the north-eastbound traffic lane between the separation zone described in paragraph (i) and the separation zone/line described in paragraphs (c) and (d) of the traffic separation scheme `Ìn the Strait of Dover and adjacent waters'' has been established between latitude 51809'.70 N and a line connecting the following geographical positions: (i) 51823'.82 N, 002800'.62 E (iii) 51818'.40 N, 002804'.80 E (ii) 51822'.30 N, 002805'.80 E

Note:

Limiting depths available in the route should be ascertained by reference to the latest large-scale navigational charts of the area, noting that the sea-bed is relatively unstable. Area to be avoided around the F3 station within the separation scheme “In the Strait of Dover (i) . and adjacent waters” (see part D, section I)

(ii)

.

20'

(iii) .

DW

DW

DW

Ramsgate

25'

15'

DW

Area to be avoided in the Dover Strait (see part D, section I)

10'

Notes: WARNING 1. A deep-water route forming part of the north-eastbound traffic lane is established to the north-west of the Sandettie Bank and masters considering the use of this route should take into account the proximity of traffic using the south-westbound lane. 2. The main traffic lane for north-eastbound traffic lies to the south-east of the Sandettie Bank and shall be followed by all such ships as can safely navigate therein having regard to their draught. 3. In the area of the deep-water route east of the separation line ships are recommended to avoid overtaking.

5'

Dunkerque 51˚

Calais 30'

35'

40'

45'

50'

55'

2˚

5'

10'

15'

20'

DEEP-WATER ROUTE FORMING PART OF THE NORTH-EASTBOUND TRAFFIC LANE OF THE STRAIT OF DOVER AND ADJACENT WATERS TRAFFIC SEPARATION SCHEME

II/2

97189

25'

DEEP-WATER ROUTES FORMING PARTS OF ROUTEING SYSTEM `ÒFF FRIESLAND''* Note: See `Òff Friesland'' in part B, section II and ``Mandatory route for tankers from North Hinder to the German Bight and vice versa'' in part G, section II. (Reference charts: British Admiralty 1405, 1978 edition; 1406, 1988 edition; 1408, 1988 edition; 1505 and 2182A, 1978 edition; Netherlands Hydrographic Office 1014 (INT 1043), 1988 edition; 1035 (INT 1046), 1988 edition; 1037 (INT 1045), 1989 edition; German Hydrographic Office 50 (INT 1045), 1986 edition; 53, 1984 edition. Note: These charts are based on European Datum (1950).)

Description of the deep-water routes Deep-water route from North Hinder to traffic separation scheme `Òff Brown Ridge'' (a)

The deep-water route is bounded by a line connecting (1) 52855'.75 N, 003814'.25 E (2) 52809'.92 N, 002835'.00 E (3) 51854'.88 N, 002833'.60 E

the following geographical positions: (4) 52801'.23 N, 002842'.47 E (5) 52809'.58 N, 002843'.33 E (6) 52854'.17 N, 003822'.00 E

(b)

Geographical positions (1) and (6) to (12) form the traffic separation scheme `Òff Brown Ridge'' (see `Òff Friesland'', paragraphs (b), (c) and (d), in section II of part B).

Deep-water route from traffic separation scheme `Òff Brown Ridge'' to traffic separation scheme ``West Friesland'' (c)

The deep-water route is bounded by a line connecting the following geographical positions: (11) 53802'.20 N, 003826'.48 E (13) 53822'.94 N, 003828'.40 E (12) 53803'.78 N, 003818'.71 E (14) 53819'.89 N, 003839'.74 E

(d)

Geographical positions (13) to (27) form the traffic separation scheme ``West Friesland'' (see `Òff Friesland'', paragraphs (f), (g) and (h), in section II of part B).

``Friesland Junction'' precautionary area (e)

The ``Friesland Junction'' precautionary area is bounded by a line connecting the following geographical positions: (26) 53857'.20 N, 004810'.02 E (29) 54805'.59 N, 004859'.32 E (25) 54800'.00 N, 004846'.00 E (30) 54802'.57 N, 004820'.92 E (28) 54801'.14 N, 005800'.34 E (31) 54801'.91 N, 004808'.96 E

(f)

Geographical positions (28), (29) and (32) to (40) form the traffic separation scheme `Èast Friesland'' (see `Òff Friesland'', paragraphs (j), (k) and (l), in section II of part B).

Deep-water route from the traffic separation scheme `Òff Botney Ground'' to the precautionary area ``Friesland Junction'' (g)

The deep-water route is bounded by a line connecting the following geographical positions: (26) 53857'.20 N, 004810'.02 E (42) 54800'.46 N, 003843'.01 E (41) 53855'.24 N, 003844'.88 E (31) 54801'.91 N, 004808'.96 E

(h)

Geographical positions (41) to (56) form the traffic separation scheme `Òff Botney Ground'' (see `Òff Friesland'', paragraphs (n), (o) and (p), in section II of part B).

Deep-water route from North Hinder to Indefatigable Bank via DR1 lightbuoy (i)

The deep-water route is bounded by a line connecting the following geographical positions: (53) 53836'.81 N, 002856'.50 E (59) 52818'.20 N, 002844'.00 E (57) 53804'.80 N, 002836'.00 E (60) 53804'.00 N, 002844'.00 E (58) 52818'.20 N, 002836'.00 E (61) 53829'.54 N, 003800'.67 E (3) 51854'.88 N, 002833'.60 E (54) 53834'.76 N, 003805'.49 E (4) 52801'.23 N, 002842'.47 E

_____ * The routeing system `Òff Friesland'' replaced the ``Deep-water route from North Hinder to TW/1 and TW/2 lightbuoys, via S2 lightbuoy'' and the ``Deep-water route from North Hinder to TW/1 and TW/2 lightbuoys via DR1 lightbuoy'', which were cancelled at 0000 hrs UTC on 1 December 1990.

II/3-1

Notes: 1

Least water depths The deep-water routes from North Hinder to the traffic separation scheme `Òff Brown Ridge'' and from the traffic separation scheme `Òff Brown Ridge'' to the traffic separation scheme ``West Friesland'', and the traffic lanes of the traffic separation schemes `Òff Brown Ridge'' and ``West Friesland'' were closely surveyed in the period 1981 to 1986. The least water depth found in these areas was more than 23 m at LLWS except for one wreck in geographical position 52846'.17 N, 003813'.83 E. The least water depth over that wreck found by wire-sweeping was 20.0 m at LLWS. See also the note pertaining to the traffic separation scheme ``German Bight western approach''.

2

Least water depths The deep-water routes from the traffic separation scheme `Òff Botney Ground'' to precautionary area ``Friesland Junction'' and ``From North Hinder to Indefatigable Bank via DR1 lightbuoy'', the traffic lanes of the traffic separation scheme `Òff Botney Ground'', the precautionary area ``Friesland Junction'', and the traffic separation scheme `Èast Friesland'' were closely surveyed in the period 1981 to 1986. The least water depth found in these areas was more than 29 m at LLWS except for a few patches just north of the parallel 528 N, which have a depth of 26.5 m at LLWS.

II/3-2

Friesland Junction precautionary area (see part B, section II ) (31)

(42)

.

.

DW

.

(29)

.

(30)

.

.

. (25)

.

54˚

(28)

(26)

(41)

(53) .

. .

(54) 30'

(61)

DW

(13) . (14)

DW

.

(12) .

(60)

.

(11)

53˚

Den Helder (6)

DW

DW

(1) .

.

TE

XE

L

DR1 .

(57) .

30'

IJmuiden . (59)

(58) .

(2) . DW

. (5) . (4)

★

R

North Hinder

(3)

52˚

Europoort

. North Hinder Junction precautionary area (see “In the approaches to Hook of Holland and at North Hinder” in part B, section II )

97187

2˚

30'

3˚

30'

4˚

30'

5˚

DEEP-WATER ROUTES FORMING PARTS OF ROUTEING SYSTEM `ÒFF FRIESLAND''

II/3-3

DEEP-WATER ROUTE LEADING TO EUROPOORT (Reference charts: Netherlands Hydrographic Office 1349 (INT 1416), 1983 edition; 1350 (INT 1415), 1986 edition; 1449 (INT 1472), 1986 edition; 1540 (INT 1475), 1988 edition. Note: These charts are based on European Datum.)

Description of the deep-water route The deep-water route is bounded by a line connecting the following geographical positions: (i) 52800'.72 N, 003857'.02 E (ii) 52801'.03 N, 003857'.20 E (iii) 52802'.07 N, 003853'.32 E (iv) 51858'.50 N, 003809'.92 E (position (26) of the Maas West outer traffic separation scheme) (v) 51859'.92 N, 003809'.60 E (vi) 52800'.78 N, 003802'.17 E (vii) 52800'.60 N, 002859'.37 E (viii) 51857'.17 N, 002854'.52 E (ix) 51857'.65 N, 003800'.00 E (x) 51857'.00 N, 003800'.15 E (xi) 52801'.30 N, 003851'.78 E (xii) 52801'.27 N, 003854'.30 E (xiii) 52800'.95 N, 003856'.15 E and position (i)

Notes: 1

Least water depth (i) West of longitude 003827'.90 E an overall least water depth is established at 23.50 m at mean LLWS. (ii) Between longitudes 003827'.90 E and 003844'.90 E the least water depths in the deep-water routes are as follows: (a) 23.50 m at mean LLWS in a mid-channel zone 600 m wide centred upon the axis of the route; (b) 22.50 m at mean LLWS in the two peripheral zones, each 300 m wide, which border the midchannel zone on each side. (iii) Between longitudes 003844'.90 E and 003853'.60 E the least water depths in the deep-water route are as follows: (a) 23.00 m at mean LLWS in a mid-channel zone 600 m wide centred upon the axis of the route; (b) 22.50 m at mean LLWS in the two peripheral zones, each 300 m wide, which border the midchannel zone on each side. (iv) East of longitude 003853'.60 E the least water depth in the deep-water route is 22.50 m at mean LLWS. (v) The above depths are checked and maintained by frequent surveys and dredging.

2

Electronic navigational aids (i) The Decca Navigator Chain (Holland Chain) enables masters of deep-draught ships equipped with a Decca receiver to be informed continuously and highly accurately about the ship's deviation from, and progress along, the axes of the route. For optimum use of this aid in the mid-channel zone and in the eastern part of the deep-water route, a special indicator is brought on board by the pilot. (ii) Those ships which, because of their draughts, are confined to the mid-channel zone are strongly advised to make use of the above equipment.

II/4-1

10'

See “Deep-water routes forming parts of routeing system ‘Off Friesland’ ” Maas Centre precautionary . . DW . . . . (ii) area (xi) (xii) (iii)

North Hinder Junction precautionary area . (viii)

(vii)

.

.(vi) DW

. (ix)

. (v) .

(xiii) (i)

DW

.

Europoort

(x)

See description of traffic separation scheme “In the approaches to Hook of Holland and at North Hinder” (part B, section II)

3˚

20'

40'

50'

4˚

97188

40'

52˚

(iv)

DEEP-WATER ROUTE LEADING TO EUROPOORT

II/4-2

DEEP-WATER ROUTE LEADING TO IJMUIDEN (Reference charts: Netherlands 1450, 1985 edition; 1350 (INT 1415), 1986 edition; 1974, 1985 edition. Note: These charts are based on European Datum.)

Description of the deep-water route The deep-water route is bounded by a line connecting the following geographical (1) 52828'.15 N, 004832'.10 E (7) 52831'.78 N, (2) 52828'.58 N, 004828'.34 E (8) 52827'.42 N, (3) 52829'.09 N, 004824'.30 E (9) 52830'.01 N, (4) 52829'.33 N, 004822'.08 E (10) 52829'.96 N, (5) 52830'.28 N, 004813'.64 E (11) 52828'.90 N, (6) 52830'.54 N, 004812'.31 E (12) 52827'.89 N,

positions: 003848'.49 003841'.33 004812'.16 004813'.55 004823'.03 004832'.02

E E E E E E

Notes: 1

Least water depth The least water depths in the deep-water route are as follows: (a) between longitudes 003845'.00 E and 004812'.00 E 18.20 m at mean LLWS (b) between longitudes 004812'.00 E and 004822'.00 E 17.90 m at mean LLWS (c) between longitudes 004822'.00 E and 004832'.00 E 17.40 m at mean LLWS.

2

Electronic navigational aids A dedicated Decca indicator will be brought on board by the pilot to enable the ship to be informed continuously and highly accurately about its deviation from, and progress along, the axis of the route.

3

Traffic centre IJmuiden The traffic centre IJmuiden will organize the use of the dredged channel and will monitor the traffic up to a distance of about 20 miles. Information on the times and conditions when the dredged channel is navigable will be broadcast by the traffic centre IJmuiden on VHF channel 12 with a normal working range of 35 miles.

35'

(7)

.

(6)

.

DW

DW . DW

(5)

. .

(9) (10)

30'

(4)

DW

.

DW

.

(3)

.

(11)

(2)

.

(1)

. .

Racon .

(12)

(8)

IJmuiden

25'

52˚ 20'

4˚

10'

20'

DEEP-WATER ROUTE LEADING TO IJMUIDEN

II/5

30'

97191

50'

DEEP-WATER ROUTE WEST OF THE HEBRIDES* (Reference charts: British Admiralty 2720, 1996 edition; 2721, 1996 edition. Note: These charts are based on Ordnance Survey of Great Britain (1936) Datum. British Admiralty 2722, 1996 edition; 2635, 1996 edition. Note: These charts are based on Ordnance Survey of Great Britain (1996) Datum.)

Description of the deep-water route The deep-water route lies between the Outer Hebrides Isles on its south-east side and the Flannan Islands and St. Kilda to the north-west and is bounded by lines connecting the following geographical positions: (1) 56846'.75 N, 008800'.00 W (5) 58840'.50 N, 006830'.75 W (2) 57834'.50 N, 008800'.00 W (6) 58824'.10 N, 007813'.50 W (3) 58820'.70 N, 007803'.50 W (7) 57838'.10 N, 008810'.00 W (4) 58835'.80 N, 006823'.70 W (8) 56846'.75 N, 008810'.00 W

Notes: 1

The depths in the route, as confirmed by detailed hydrographic surveys, are nowhere less than 28.5 m.

2

Laden tankers of over 10,000 gross tonnage are recommended, weather conditions permitting, to use this route in preference to sailing through the restricted waters of the Minches.

. (5)

40'

.

(4)

DW

30'

(6)

.

.

20'

(3)

Flannan Isles 10'

DW

Lewis

58˚ Gasker

50'

St. Kilda

ch

es

.

40'

in

. (2) Th

e

M

(7)

North Uist 30'

Monach Isles Benbecula

Skye 20'

DW

South Uist

See Recommendations on navigation around the United Kingdom coast in part E

10'

57˚

Rum

Barra

50' (8) . 20'

10'

Mingulay Berneray

(1)

8˚

50'

40'

30'

20'

10'

7˚

50'

40'

30'

20'

10'

97270

30'

.

DEEP-WATER ROUTE WEST OF THE HEBRIDES


II/6

Section III SOUTH-EAST ASIA


III

(See Rules for vessels navigating through the Straits of Malacca and Singapore in part F)

3˚

30'

Malacca

2˚ 1

30'

Singapore Sumatera 2 1˚

INDEX: DEEP-WATER ROUTES IN SOUTH-EAST ASIA 1: Deep-water routes within the traffic separation schemes in the Strait of Malacca 2: Deep-water routes forming part of the eastbound lane of the traffic separation scheme “In the Singapore Strait”

30'

0˚

III/ii

30'

102˚

30'

103˚

30'

104˚

30'

105˚

97134

101˚

DEEP-WATER ROUTES WITHIN THE TRAFFIC SEPARATION SCHEMES IN THE STRAIT OF MALACCA* (Reference charts: British Admiralty 3946, 1996 edition; 3947, 1997 edition. Note: These charts are based on revised Kertau Datum.)

Description of the deep-water routes (a)

A deep-water route for south-eastbound traffic is bounded by a line connecting the following geographical positions of the traffic separation scheme ``Port Dickson to Tanjung Keling'': (42) 02821'.40 N, 101839'.40 E (46) 02812'.30 N, 101836'.80 E (43) 02813'.80 N, 101839'.30 E (47) 02822'.20 N, 101836'.80 E (44) 02805'.10 N, 101855'.90 E (48) 02824'.00 N, 101836'.10 E (45) 02803'.00 N, 101854'.20 E

(b)

A deep-water route for south-eastbound traffic is bounded by a line connecting the following geographical positions of the traffic separation scheme ``Malacca to Iyu Kecil'': (77) 02801'.90 N, 102801'.50 E (79) 01852'.60 N, 102813'.30 E (78) 01859'.70 N, 102805'.60 E (80) 02800'.00 N, 101859'.80 E

Note: See ``Rules for vessels navigating through the Straits of Malacca and Singapore'' in part F. 30'

! (48) .

(47)

★ Cape Rachado

. (42)

In

.

sh

or

e

tra

ffic

DW

20'

zo n

jun

gK elin

g

e

(46)

Tan

. (43) .

10'

★ Tanjung Medang ★

. Pulau Medang

! (44)

. (45) (77)

.

. (80) DW

2˚

. (78)

★

. (79) Pulau Rupat 50'

40'

50'

102˚

10'

99025

30'

DEEP-WATER ROUTES WITHIN THE TRAFFIC SEPARATION SCHEMES IN THE STRAIT OF MALACCA _____ * Date of implementation: 0000 hours UTC on 1 December 1998.

III/1

DEEP-WATER ROUTES FORMING PART OF THE EASTBOUND TRAFFIC LANE OF THE TRAFFIC SEPARATION SCHEME IN THE SINGAPORE STRAIT* (Reference charts: British Admiralty 2556, 1994 edition; 3833, 1988 edition; 2403, 1983 edition. Note: These charts are based on revised Kertau Datum.)

Description of the deep-water routes (a)

The deep-water route is established within the eastbound lane described in paragraph (d) of the traffic separation scheme `Ìn the Singapore Strait (main Strait)''. The deep-water route is bounded by a line connecting the following geographical positions: (i) 01803'.60 N, 103838'.95 E (vi) 01810'.45 N, 103849'.45 E (ii) 01805'.90 N, 103843'.38 E (vii) 01809'.95 N, 103848'.28 E (iii) 01808'.61 N, 103845'.44 E (viii) 01808'.90 N, 103846'.82 E (iv) 01810'.26 N, 103847'.91 E (ix) 01804'.95 N, 103842'.87 E (v) 01810'.81 N, 103849'.30 E (x) 01802'.97 N, 103839'.10 E

Note:

Reference is made to rule 1 of the Rules for vessels navigating through the Straits of Malacca and Singapore (see part F). (b)

The deep-water route is established within the eastbound lane described in paragraph (c) of the traffic separation scheme ``Singapore Strait (off St. John's Island)''. The deep-water route is bounded by a line connecting the following geographical positions: (xi) 01811'.27 N, 103850'.43 E (xiii) 01811'.78 N, 103852'.58 E (xii) 01812'.21 N, 103852'.40 E (xiv) 01810'.92 N, 103850'.57 E

Note:

Attention is drawn to the Rules for vessels navigating through the Straits of Malacca and Singapore (see part F). Area to be avoided

Pulau Sakijang ★

(xii) .

★ (iv) .

★ Raffles ★

DW

(v) .

DW . (vii)

!

. (xiv)

. (xiii)

★

Batu Berhanti

. (vi) 10'

★ Buffalo Rock .

(iii) .

DW

(xi) .

Pu. Belakang Padang

(viii)

★ Helen Mar Reef

Takong Kecil ★ (ii) .

. (ix) DW

(i) .

.

5'

Pemping Br.

pC

illi

Ph

1˚

l

ne

n ha

(x)

Pu. Kepala Dyernih 45'

50'

97192

103˚ 40'

DEEP-WATER ROUTES FORMING PART OF THE EASTBOUND TRAFFIC LANE OF THE TRAFFIC SEPARATION SCHEME `ÌN THE SINGAPORE STRAIT'' _____ * Date of implementation: 0000 hours UTC on 1 December 1998.

III/2

Section IV WESTERN NORTH ATLANTIC OCEAN, GULF OF MEXICO AND CARIBBEAN SEA


IV

55˚

INDEX: WESTERN NORTH ATLANTIC OCEAN, GULF OF MEXICO AND CARIBBEAN SEA 1: Deep-water route in the southern approach to Chesapeake Bay 50˚

Newfoundland 45˚

Nova Scotia Boston New York 40˚

Washington 1 35˚

Charleston New Orleans 30˚

Galveston

Florida

Bahama Is.

25˚

CUBA 20˚

MEXICO 15˚

IV/ii

90˚

85˚

80˚

75˚

70˚

65˚

60˚

55˚

97193

10˚ 95˚

DEEP-WATER ROUTE IN THE SOUTHERN APPROACH TO CHESAPEAKE BAY (Reference chart: United States 12221, 1989 edition. Note: This chart is based on North American 1983 Datum.)

Description of the deep-water route A deep-water route is established in the southern approach of the traffic separation scheme `Ìn the approaches to Chesapeake Bay'' between the separation lines which connect the following geographical positions of the traffic separation scheme (see part B, section IX): (6) 36855'.11 N, 075855'.23 W (9) 36849'.52 N, 075846'.94 W (7) 36852'.35 N, 075852'.12 W (10) 36852'.18 N, 075852'.29 W (8) 36849'.70 N, 075846'.80 W (11) 36854'.97 N, 075855'.43 W

Notes: 1

It is recommended that the following ships use the deep-water route when bound for Chesapeake Bay from sea or to sea from Chesapeake Bay: deep-draught ships, draughts defined as greater than 13.5 m/45 ft in fresh water, and naval aircraft carriers.

2

It is recommended that a ship using the deep-water route: .1 announce its intention on VHF-FM channel 16 as it approaches Chesapeake Bay Southern Approach Lighted Whistle Buoy CB on the south end, or Chesapeake Bay Junction Lighted Buoy CBJ, on the north end of the route; .2 avoid, as far as practicable, overtaking other ships operating in the deep-water route; .3 keep as near to the outer limit of the route which lies on the starboard side as is safe and practicable.

3

All other ships approaching the Chesapeake Bay traffic separation scheme should use the appropriate inbound or outbound traffic lane of the traffic separation scheme `Ìn the approaches to Chesapeake Bay''.

IV/1-1

37˚

Atlantic Ocean

Precautionary area

. (6) (11) .

55'

DW

. (7) . (10)

DW

36˚

50'

. .

(8)

(9)

75˚ 50'

DEEP-WATER ROUTE IN THE SOUTHERN APPROACH TO CHESAPEAKE BAY

IV/1-2

97194

55'

ii

INDEX

ALL AREAS TO BE AVOIDED

1: In the region of the Rochebonne Shelf 2: In the English Channel and its approaches 3: In the Dover Strait 4: Around the F3 station in the Dover Strait 5: At North Hinder Junction Point 6: At Maas Centre 7: In the region of the Orkney Islands 8: In the region of the Fair Isle 9: In the region of the Shetland Islands 10: Between The Smalls Lighthouse and Grassholme Island

Arctic Circle 8 7 9

80˚

60˚

5 6 4 10 3 1 2

19

30

11 20

24 23 25

14 15 16 13

Tropic of Cancer 18

40˚

22

12 26 20˚

17 21

Equator

0˚ 27 28

Tropic of Capricorn

Antarctic Circle

180˚

11: In the region of Nantucket Shoals 12: In the region of the Bermuda Islands 13: Off the Florida coast 14: At Louisiana Offshore Oil Port (LOOP) in the Gulf of Mexico 15: In the approaches to the port of Veracruz 16: At the maritime oil terminal off Cayo Arcas 17: In the Gulf of Campeche 18: In the region of the North-west Hawaiian Islands

160˚

20˚

31

140˚

120˚

100˚

80˚

60˚W

32 19: Off the Washington coast 29 20: Off the California coast 21: In the approaches to Salina Cruz 22: In the region of Vorioi Sporadhes Islands 23: North of the Straits of Tiran 24: North of Sharm el Sheikh harbour 25: At the southern extremity of the Sinai Peninsula 26: In the region of Fasht Buldani

40˚

20˚

0˚

20˚

40˚

27: In the region of Mahé Island in the Seychelles 33 28: In the region of the Aldabra Islands in the Seychelles 29: At Alphard Banks [abolished] 30: In the region of Cape Terpeniya (Sakhalin) 31: In the region of the Great Barrier Reef 32: In the region of Three Kings Islands 33: In the Bass Strait

60˚E

80˚

100˚

120˚

140˚

160˚

40˚

60˚

180˚

Section I NORTH-WESTERN EUROPEAN WATERS


I

9 60˚

9 8 7

55˚

5

10 3

6

4

2

50˚

1 45˚

INDEX: AREAS TO BE AVOIDED IN NORTH-WESTERN EUROPEAN WATERS

15˚

I/ii

10˚

5˚

0˚

5˚

10˚

40˚

35˚

97250

1: In the region of the Rochebonne Shelf 2: In the English Channel and its approaches 3: In the Dover Strait 4: Around the F3 station within the separation scheme “In the Strait of Dover and adjacent waters” 5: At North Hinder Junction Point 6: At Maas Centre 7: In the region of the Orkney Islands 8: In the region of the Fair Isle 9: In the region of the Shetland Islands 10: Between The Smalls Lighthouse and Grassholme Island

IN THE REGION OF THE ROCHEBONNE SHELF (Reference chart: British Admiralty 2648)

Description of the area to be avoided In order to avoid the risk of pollution due to an accident in the area, all tankers carrying oil should avoid the area contained within a circle of radius seven miles centred upon geographical position 46810'.00 N, 002826'.00 W. Local knowledge is essential for safe passage because of navigational hazards in the area. 3˚

30'

2˚

30'

1˚

30'

50'

★ 40'

Île d’Yeu

30'

20'

★ .

10'

ÎIe de Ré

★ 46˚

Rochefort

Île d’Oléron

20'

50'

★

40'

★

15'

30'

La Congrée Pierre Levée .

Roches Semées

10'

Area to be avoided 5'

46˚ 35'

30'

25'

20'

15'

10'

97195

40'

IN THE REGION OF THE ROCHEBONNE SHELF

I/1

IN THE ENGLISH CHANNEL AND ITS APPROACHES (Reference charts: British Admiralty 2454, 1988 edition; 2450, 1982 edition. Note: These charts are based on Ordnance Survey of Great Britain (1936) Datum.)

Description of the areas to be avoided All ships should avoid the areas within circles of radius 2 miles centred upon the following geographical positions: (1) 50805'.90 N, 001848'.35 W (3) 50818'.30 N, 000836'.10 W (2) 50812'.10 N, 001812'.40 W These areas are established to avoid hazard to navigational aids which are established at the geographical positions listed above, and which are considered vital to the safety of navigation.

Note:

See ``Recommendations on navigation through the English Channel and the Dover Strait'' in part F.

Poole

Bournemouth dles Neeannel Ch (see Note 1)

Isle of Wight

St Alban’s Head

Bill of Portland

30'

Areas to be avoided .

(see Note 2) Separation scheme “Off Casquets” (see part B, section II )

. ..

★

Casquets ★

Alderney

e ac

of

r lde

(3)

(2)

(1)

Notes 1: See “Recommendations on navigation around the United Kingdom coast” in part E 2: See “Recommended directions of traffic flow in the English Channel” in part E

y ne

A

50˚

R


Cherbourg

Guernsey 30'

★

★

2˚

30'

1˚

IN THE ENGLISH CHANNEL AND ITS APPROACHES

I/2

30'

99036

30'

★ Sark

IN THE DOVER STRAIT (Reference charts: British Admiralty 1610, 1989 edition; 1828, 1987 edition. Note: These charts are based on Ordnance Survey of Great Britain (1936) Datum.)

Description of the area to be avoided All ships should avoid the area within a circle of radius 0.3 miles centred upon the following geographical position: 51808'.58 N, 001834'.03 E This area is established to avoid hazard to the navigational aid which is established at the above geographical position, and which is considered vital to the safety of navigation.

12'

Goodwin Sands

51˚

10'

Area to be avoided South Foreland ★

8'

R

Traffic separation scheme ‘‘In the Strait of Dover and adjacent waters’’(see part B, section II ) 6'

1˚ 30'

35'

97196

25'

IN THE DOVER STRAIT

I/3

AROUND THE F3 STATION WITHIN THE SEPARATION SCHEME `ÌN THE STRAIT OF DOVER AND ADJACENT WATERS''* (Reference chart: British Admiralty 2449, 1998 edition. Note: This chart is based on European Datum (1950)).

Description of the area to be avoided The F3 station is an area of heavy crossing traffic with some 11,000 crossing movements per annum and has suffered collision damage seven times over the past 10 years. Therefore, with the aim of preventing further damage, it has been decided to establish an `Àrea to be avoided'' centred on the F3 station. The area to be avoided is centred on the following geographical position: 51823'.90 N, 002800'.59 E with a radius of 500 metres. Note: The small differences in values of this location and position (i) of the description of the deep-water route forming part of the north-eastbound traffic lane in the separation scheme `Ìn the Strait of Dover and adjacent waters'' are due to the different geodetic datums of the reference charts on which the traffic separation scheme and this area to be avoided are based. 26'

25'

Area to be avoided 51˚ 24'

23'

22'

DW 21'

2˚

5'

AROUND THE F3 STATION WITHIN THE SEPARATION SCHEME `ÌN THE STRAIT OF DOVER AND ADJACENT WATERS''

_____ * Date of implementation: 0000 hours UTC on 1 July 1999.

I/4

99006

55'

AT NORTH HINDER JUNCTION POINT (Reference charts: Netherlands Hydrographic Office 1035, 1349 (INT 1416) Note: These charts are based on European Datum.) The following area to be avoided by all ships is established within the precautionary area off North Hinder: an area bounded by a circle of radius 0.5 miles centred upon the following geographical position: 52800'.13 N, 002851'.18 E

Note:

See chartlet attached to the description of the traffic separation scheme `Ìn the approaches to Hook of Holland and at North Hinder'' in section II of part B.

AT MAAS CENTRE (Reference charts: Netherlands Hydrographic Office 1349 (INT 1416), 1983 edition; 1350 (INT 1415), 1986 edition; 1449 (INT 1472), 1986 edition. Note: These charts are based on European Datum.) The following area to be avoided by all ships not compelled to adhere to the deep-water route is established within the precautionary area off the entrance to the Rotterdam Waterway: an area bounded by a circle of radius 0.6 miles centred upon the following geographical position: 52801'.7657 N, 003853'.5713 E

Note:

See chartlet attached to the description of the traffic separation scheme `Ìn the approaches to Hook of Holland and at North Hinder'' in section II of part B.

I/5/6

IN THE REGION OF THE ORKNEY ISLANDS (Reference charts: British Admiralty 1954, 1988 edition; 1942, 1988 edition. Note: These charts are based on Ordnance Survey of Great Britain (1936) Datum.)

Description of the area to be avoided In order to avoid the risk of oil pollution and severe damage to the environment of Orkney, ships of more than 5,000 gross tonnage carrying oil or other hazardous cargoes in bulk should avoid the area bounded by lines connecting the following geographical positions: (1) 58846'.73 N, 003817'.69 W (Tor Ness) (2) 58855'.00 N, 003850'.00 W (3) 59817'.00 N, 003850'.00 W (4) 59828'.00 N, 003815'.00 W (5) 59828'.00 N, 002819'.00 W (6) 59824'.00 N, 002809'.00 W (7) 59805'.00 N, 002809'.00 W (8) 58850'.00 N, 002835'.00 W (9) 58844'.15 N, 002854'.90 W (Old Head) Then around the coast of South Ronaldsay and Mainland to: (10) 58857'.84 N, 003821'.11 W (11) 58855'.97 N, 003821'.11 W Thence along the coast of Hoy to (1).

30'

(5)

(4)

North Ronaldsay

(6)

20'

(3)

+ Area to be avoided

Area to be avoided

10'

(7)

MAINLAND 59˚

(10) (11)

Scapa Flow

HOY

See “Recommendations on navigation around the United Kingdom coast” in part E Pe

South Ronaldsay

Flotta Tor Ness (1) ntla nd Firt h

50´

40´

30´

20´

50´

(8)

(9)

Old Head 10´

3˚

50´

40´

30´

IN THE REGION OF THE ORKNEY ISLANDS

I/7

20´

10´

2˚

97252

(2)

IN THE REGION OF THE FAIR ISLE (Reference charts: British Admiralty 1119, 1989 edition Note: This chart is based on Ordnance Survey of Great Britain (1936) Datum.) In order to avoid the risk of oil pollution and severe damage to the environment of Fair Isle, ships of more than 5,000 gross tonnage carrying oil or other hazardous cargoes in bulk should avoid the area contained within a circle of radius 6.5 miles centred upon geographical position 59832'.00 N, 001838'.00 W. Note: See part E, Recommended routes in the Fair Isle Channel.

(Area to be avoided In the region of the Shetland Islands)

40´

Area to be avoided 35´

Fair Isle Channel

FAIR ISLE 59˚ 30´

h) 1

f

Area to be avoided

1˚40´

35´

30´

25´

20´

2000 S W i

45´

IN THE REGION OF THE FAIR ISLE

25 h F b

50´

I/8

F id

55´

Shi ' R

97253

i

(f

25´

IN THE REGION OF THE SHETLAND ISLANDS (Reference charts: British Admiralty 1119, 1989 edition; 1233, 1989 edition; 3292, 1986 edition. Note: These charts are based on Ordnance Survey of Great Britain (1936) Datum.)

Description of the areas to be avoided and precautionary areas (a)

North of Shetland

In order to avoid the risk of oil pollution and severe damage to the environment and economy of Shetland, all ships of more than 5,000 gross tonnage should avoid the area bounded by lines connecting the following geographical positions: (1) 60839'.50 N, 001809'.30 W (2) 61804'.30 N, 001809'.30 W (3) 61804'.30 N, 000829'.70 W (4) 60838'.40 N, 000812'.20 W (5) 60834'.20 N, 000848'.00 W (Funzie Ness) (6) 60833'.80 N, 000853'.50 W (Rams Ness) Thence up the eastern side of Colgrave Sound to: (7) 60835'.80 N, 000855'.40 W (8) 60836'.80 N, 000858'.00 W (9) 60838'.40 N, 000858'.80 W Thence along the coastline to position (1) (b)

West and south of Shetland

In order to avoid the risk of oil pollution and severe damage to the environment of Shetland, ships of more than 5,000 gross tonnage carrying oil or other hazardous cargoes in bulk should avoid the area bounded by lines connecting the following geographical positions: (10) 60802'.50 N, 001810'.20 W (Helli Ness) (11) 59859'.87 N, 001809'.37 W (Perie Bard Lt) (12) 59841'.00 N, 001812'.00 W (13) 59842'.70 N, 001826'.00 W (14) 60802'.00 N, 002848'.00 W (15) 60815'.00 N, 002848'.00 W (16) 60842'.50 N, 002809'.00 W (17) 60842'.50 N, 001822'.00 W (18) 60840'.00 N, 001817'.00 W (19) 60837'.30 N, 001817'.90 W Thence along the west coastline to position (10) (c)

Precautionary area in the northern approaches to Yell Sound

A precautionary area is established in the northern approaches to Yell Sound. The area is bounded by a line connecting the following geographical positions: (20) 61804'.30 N, 001809'.30 W (21) 60839'.50 N, 001809'.30 W (22) 60840'.00 N, 001817'.00 W (23) 60842'.50 N, 001822'.00 W (24) 60842'.50 N, 002809'.00 W (d)

Precautionary area in the south-eastern approaches to Yell Sound

A precautionary area is established in the south-eastern approaches to Yell Sound. The area is bounded by a line connecting the following geographical positions: (25) 60827'.40 N, 001802'.40 W (26) 60824'.00 N, 000802'.50 W (27) 60838'.40 N, 000812'.20 W (28) 60834'.20 N, 000848'.00 W (29) 60833'.80 N, 000853'.50 W Thence up the eastern side of Colgrave Sound to: (30) 60835'.80 N, 000855'.40 W (31) 60836'.80 N, 000858'.00 W

I/9-1

(e)

Precautionary area in the approaches to Lerwick

A precautionary area is established following geographical positions: (25) 60827'.40 N, (26) 60824'.00 N, (12) 59841'.00 N, (11) 59859'.87 N, (10) 60802'.50 N,

in the approaches to Lerwick. The area is bounded by a line connecting the 001802'.40 000802'.50 001812'.00 001809'.37 001810'.20

W W W W (Perie Bard) W (Helli Ness)

(2) (20)

(3)

61˚ Area to be avoided 1

Muckle Flugga 50´

Precautionary area 1

UNST (17) (23)

(16) (24)

(22) (18)

40´

(9) (30)

(1) (21)

(19)

Yell YELL Sd

(4) (27)

(7) (8) (31) (6) (5) (29) (28)


Esha Ness Sullom Voe

30´

(25)

Out Skerries

Ve Skerries

(26) 20´

Area to be avoided 2

(15)


MAINLAND Bressay

10´

Foula Lerwick (14)

(10)

60˚

f

(11)

Sumburgh Head

(f

h) 1

50´

30´

20´

10´

2˚

50´

40´

30´

20´

10´

1˚

50´

40´

30´

20´

10´

0˚

i Shi ' R

40´

IN THE REGION OF THE SHETLAND ISLANDS

25 h F b

50´

40´

(See Recommended routes in the Fair Isle Channel, in part E)

2000 S W i

(See area to be avoided In the region of the Fair Isle)

I/9-2

F id

(12)

97251

(13)

BETWEEN THE SMALLS LIGHTHOUSE AND GRASSHOLME ISLAND (Reference chart: British Admiralty 1478, 1988 edition. Note: This chart is based on Ordnance Survey of Great Britain (1936) Datum.)

Description of the area to be avoided In order to avoid the risk of pollution due to a stranding in this area, which is in the close vicinity of important breeding grounds for sea-bird populations, all tankers, gas carriers, chemical tankers carrying noxious liquid substances, and all other ships of 500 gross tons or over should avoid the area bounded by lines connecting the following geographical positions: (1) 51844'.50 N, 005840'.25 W (4) 51841'.50 N, 005833'.25 W (2) 51844'.50 N, 005827'.50 W (5) 51842'.20 N, 005841'.30 W (3) 51842'.50 N, 005827'.50 W

51˚ 45'

. (2)

(1) .

The Smalls

Skomer Island

Grassholme

Area to be avoided

. (3) (5) .

See “Recommendations on navigation around the United Kingdom coast” in part E

. (4)

40'

35'

5˚ 30'

25'

20'

97197

40'

I/10

F id

25 h F b

2000 S W i

Shi ' R

i

(f

h) 1

f

BETWEEN THE SMALLS LIGHTHOUSE AND GRASSHOLME ISLAND

Section II NORTH AND CENTRAL AMERICAN WATERS


II

II/ii

60˚

INDEX:

9

AREAS TO BE AVOIDED IN NORTH AND CENTRAL AMERICAN WATERS 1: In the region of Nantucket Shoals 2: In the region of the Bermuda islands 3: Off the Florida coast 4: At Louisiana Offshore Oil Port (LOOP) in the Gulf of Mexico 5: In the approaches to the port of Veracruz 6: At the maritime oil terminal off Cayo Arcas 7: In the Gulf of Campeche Nantucket 8: In the region of the North-west Hawaiian Islands 1 9: Off the Washington coast 10: Off the California coast 11: In the approaches to Salina Cruz 10

50˚

40˚

2 Bermuda

Louisiana

30˚

4 3 8

Tropic of Cancer

5 6 7

20˚

11

10˚

Equator

170˚

160˚

150˚

140˚

130˚

120˚

110˚

100˚

90˚

80˚

70˚

60˚

50˚

40˚

30˚

0˚

20˚

IN THE REGION OF NANTUCKET SHOALS (Reference chart: United States 13009, 1985 edition. Note: This chart is based on North American 1927 Geodetic Datum.)

Description of the area to be avoided Because of the great danger of stranding and for reasons of environmental protection, all ships carrying cargoes of oil or hazardous materials and all other ships of more than 1,000 gross tons should avoid the area bounded by a line connecting the following geographical positions: (1) 41816'.50 N, 070812'.50 W (4) 41804'.50 N, 069819'.00 W (2) 40843'.20 N, 070800'.50 W (5) 41823'.50 N, 069831'.50 W (3) 40844'.50 N, 069819'.00 W (6) 41823'.40 N, 070802'.80 W

pro ap the B ) In e “ ar t em f p sch IX o tion tion ara sec sep in ffic tails Tra e de (Se

Cape Cod

(6)

.

30'

. (5)

to

Nantucket Island

n,

sto

Bo

.

20'

ach

(1)

40'

Ma

10'

set

chu

ssa

Area to be avoided

ts”

. (4) Nantucket

41˚

Shoals

50'

(2)

. (3)

.

40'

Traffic separation scheme “Off New York” (See details in section IX of part B ) 30'

10'

70˚

50'

40'

30'

20'

10'

69˚

97199

20'

IN THE REGION OF NANTUCKET SHOALS

II/1

IN THE REGION OF THE BERMUDA ISLANDS (Reference chart: British Admiralty 360, 1983 edition. Note: This chart is based on World Geodetic System 72 Datum.)

Description of the area to be avoided Because of the great danger of stranding on the extensive reefs fringing Bermuda to the west, north and north-east of the islands, and for reasons of environmental protection, all ships carrying cargoes of oil or hazardous materials and all other ships of more than 1,000 gross tons, whether or not bound for Bermuda ports, should avoid the area outside the reefs bounded by lines connecting the following geographical positions: (1) Gibb's Hill Lighthouse (5) 32839'.00 N, 064853'.00 W (32815'.10 N, 064850'.00 W) (6) 32839'.00 N, 064838'.00 W (2) 32808'.00 N, 064853'.00 W (7) 32832'.00 N, 064829'.00 W (3) 32812'.00 N, 065810'.00 W (8) St. David's Lighthouse (4) 32824'.00 N, 065810'.00 W (32821'.80 N, 064839'.00 W)

Note:

Mariners are warned to navigate with extreme care in the approaches to the Bermuda islands due to the extensive and dangerous fringing reefs. The only safe approach to the islands is from the south-east, preferably in daylight. The outer navigational aids may be unreliable.

(5) .

40'

. (6)

. (7) Area to be avoided 30'

★

(4) .

St Georges Island

BERMUDA

(8)

★ St David’s

ISLANDS

f

20'

Hamilton h) 1

Hamilton Island

★ Gibb’s Hill

(f

(1)

i

(3) .

50'

40'

IN THE REGION OF THE BERMUDA ISLANDS

II/2

30'

25 h F b

65˚

97201

10'

F id

. (2)

2000 S W i

Shi ' R

32˚

10'

OFF THE FLORIDA COAST (Reference charts: United States 11420, 1988 edition; 11460, 1988 edition. Note: These charts are based on North American 1983 Datum.)

Description of the areas to be avoided In order to avoid risk of pollution and damage to the environment of these sensitive areas, all ships carrying cargoes of oil and hazardous materials and all other ships greater than 50 metres in length should avoid the following areas: (a)

In the vicinity of the Florida Keys The area bounded by a line connecting the following geographical positions is designated as an area to be avoided: (1) 25845'.00 N, 080806'.10 W (12) 24833'.60 N, 081826'.00 W (2) 25838'.70 N, 080802'.70 W (13) 24838'.20 N, 081807'.00 W (3) 25822'.00 N, 080803'.00 W (14) 24843'.20 N, 080853'.20 W (4) 25800'.20 N, 080813'.40 W (15) 24846'.10 N, 080846'.15 W (5) 24837'.90 N, 080847'.30 W (16) 24851'.10 N, 080837'.10 W (6) 24829'.20 N, 081817'.30 W (17) 24857'.50 N, 080827'.50 W (7) 24822'.30 N, 081843'.17 W (18) 25809'.90 N, 080816'.20 W (8) 24828'.00 N, 081843'.17 W (19) 25824'.00 N, 080809'.10 W (9) 24828'.70 N, 081843'.50 W (20) 25831'.50 N, 080807'.00 W (10) 24829'.80 N, 081843'.17 W (21) 25839'.70 N, 080806'.85 W (11) 24833'.10 N, 081835'.15 W (22) 25845'.00 N, 080806'.10 W

(b)

In the vicinity of Key West Harbour The area bounded by a line connecting the following geographical positions is designated as an area to be avoided: (23) 24827'.95 N, 081848'.65 W (27) 24829'.35 N, 081853'.40 W (24) 24823'.00 N, 081853'.50 W (28) 24829'.35 N, 081850'.00 W (25) 24826'.60 N, 081858'.50 W (29) 24827'.95 N, 081848'.65 W (26) 24827'.75 N, 081855'.70 W

(c)

Surrounding the Marquesas Keys The area bounded by a line connecting the following geographical positions is designated as an area to be avoided: (30) 24826'.60 N, 081859'.55 W (37) 24836'.15 N, 081851'.78 W (31) 24823'.00 N, 082803'.50 W (38) 24834'.40 N, 081850'.60 W (32) 24823'.00 N, 082827'.80 W (39) 24833'.44 N, 081849'.73 W (33) 24834'.50 N, 082837'.50 W (40) 24831'.20 N, 081852'.10 W (34) 24843'.00 N, 082826'.50 W (41) 24828'.70 N, 081856'.80 W (35) 24838'.31 N, 081854'.06 W (42) 24826'.60 N, 081859'.55 W (36) 24837'.91 N, 081853'.40 W

(d)

Surrounding the Tortugas Islands The area bounded by a line connecting the following geographical positions is designated as an area to be avoided: (43) 24832'.00 N, 082853'.50 W (48) 24842'.80 N, 082843'.90 W (44) 24832'.00 N, 083800'.05 W (49) 24839'.50 N, 082843'.90 W (45) 24839'.70 N, 083800'.05 W (50) 24835'.60 N, 082846'.40 W (46) 24845'.60 N, 082854'.40 W (51) 24832'.00 N, 082853'.50 W (47) 24845'.60 N, 082847'.20 W

(chartlet overleaf)

II/3-1

Key W est

26˚

(35) (36) . . . (37) (38) . (39) . . (40) (10) (41) . . . (28) .. . (30) . . (27) (23) .(9) (8) (42) . (26) (29) (25)

.

.

(31)

(24)

.

(11) .

(21) (20).

30'

. (18) 30'

.

Keys

(50)

. (32)

30'

(13) . . . (36) . (37) (12) (38) . . . (39) . . (40) (10) (11) (41) . . ..(28) .. . . (9) (30) . . . (27) (6) (42) (26) (23) (8) . (25) . (29) . (24)

82˚

da ri

. (15) (14).

(35)

(31)

(16)

(5)

St

(7)

r

t ai

s

o

f

F

l

30'

Area to be avoided

30'

81˚

30'

80˚

97203

83˚

25˚

(4)

. .

See detail

Area to be avoided

.

. (17)

o

. (47) . (48) (34) . . (49) . . (33) Marquesas

(43) (51)

30'

Gulf of Mexico

(7)

Florida Bay

(44) .

(2)

(19) . (3)

.

82˚

(45) .

.

.

Area to be avoided

(46) .

(1) (22) .

Miami

II/3-2

F id

25 h F b

2000 S W i

Shi ' R

i

(f

h) 1

f

OFF THE FLORIDA COAST

AT LOUISIANA OFFSHORE OIL PORT (LOOP) IN THE GULF OF MEXICO (Reference charts: United States 11340, 1988 edition; 11358, 1989 edition. Note: These charts are based on North American 1927 Geodetic Datum.)

Description of a precautionary area and areas to be avoided (a)

Precautionary area

A precautionary area is established in the area bounded as starting at a rhumb line to then an arc with a 4,465 m radius centred at to a point then a rhumb line to then a rhumb line to then a rhumb line to then a rhumb line to then a rhumb line to then an arc with a 4,465 m radius centred at to a point (b)

follows: (1) 28855'.38 (2) 28853'.83 (3) 28853'.10 (4) 28851'.13 (5) 28848'.60 (6) 28852'.07 (7) 28854'.08 (8) 28852'.35 (9) 28852'.85 (3) 28853'.10 (1) 28855'.38

N, N, N, N, N, N, N, N, N, N, N,

090800'.62 090804'.12 090801'.50 089859'.92 089855'.00 089852'.70 089856'.63 089857'.78 089858'.77 090801'.50 090800'.62

W W W W W W W W W W W

Areas to be avoided

The following areas to be avoided by all ships not calling at the deepwater port are established within the precautionary area: an area to be avoided bounded by a circle of radius 600 m centred upon the following geographical position: (3) 28853'.10 N, 090801'.50 W and six areas to be avoided, each bounded by a circle of geographical positions: (10) 28854'.20 N, 090800'.62 W (13) (11) 28853'.27 N, 089859'.98 W (14) (12) 28852'.25 N, 090800'.32 W (15)

radius 500 m, centred upon the following 28851'.75 N, 28852'.13 N, 28853'.12 N,

090801'.42 W 090802'.55 W 090803'.03 W

Note:

II/4-1

F id

(chartlets overleaf)

25 h F b

2000 S W i

Shi ' R

i

(f

h) 1

f

Ship movement in the port area is monitored and supervised by a Port Vessel Traffic Supervisor on a 24-hour basis. Any ship planning to enter this precautionary area is requested to contact the LOOP Deepwater Port Vessel Traffic Supervisor on channel 10 VHF-FM and comply with his instructions while transiting the area.

Grand Isle Fourchon Booster Station

10'

East Timbalier I. Single-point mooring buoys (SPMs)

See details below

Areas to be avoided

• •

29˚

•

• •

• •

Platform pumping complex (PPC) Precautionary area

20'

50'

90˚

10'

50'

(1) .

40'

Areas to be avoided 600 m radius at platform pumping complex (PPC)

55'

(10) (7)

• .

•

•

•

(9) .

•

• •

^

500 m radius at single-point moorings (SPMs)

(11)

^

(15)

(14)

.

(3)

^

(2)

(13)

(Anchorage) .

(12) (4)

.

(6)

(8)

.

Precautionary area

28˚

50'

4465 m radius from PPC . (5) 90˚

55'

AT LOUISIANA OFFSHORE OIL PORT (LOOP)

II/4-2

97198

05'

AREA TO BE AVOIDED IN THE APPROACHES TO THE PORT OF VERACRUZ (Reference chart: United States 28302, 1991 edition. Note: This chart is based on World Geodetic System 84 Datum.)

Description of the area to be avoided With the aim of protecting the National Marine Park from the risk of pollution, which may be caused by the grounding of ships in the area, given the magnitude of the topographical obstacles which make navigation within the area hazardous, all ships of more than 500 gross tonnage and ships of less than 500 gross tonnage transporting oil, chemical, toxic or nuclear waste should avoid the area bounded by a line connecting the following geographical positions: (24) 19802'.20 N, 095858'.10 W (on the coast) (25) 19802'.20 N, 095846'.60 W (8) 19810'.90 N, 095846'.60 W (7) 19810'.90 N, 095853'.43 W (26) 19805'.80 N, 096802'.04 W (27) 19803'.40 N, 096802'.04 W (on the coast)

PRECAUTIONARY AREA IN THE APPROACHES TO THE PORT OF VERACRUZ (Reference chart: United States 28302, 1991 edition. Note: This chart is based on World Geodetic System 84 Datum.)

Description of the precautionary area A precautionary area is established comprising the islands and reefs where the approach channels to the port of Veracruz are situated. This area is bounded by an arc of a circle with a radius of 4.7 miles, centred on the lighthouse on the Island of Sacrificios, located in geographical position: (28) 19810'.49 N, 096805'.53 W starting on the coast in geographical position: (19) 19812'.93 N, 096809'.70 W to geographical position: (20) 19813'.03 N,

096801'.39 W

thence bounded by a line connecting geographical position (20) and the following geographical positions: (21) 19812'.07 N, 096801'.77 W (22) 19809'.57 N, 096806'.00 W (on the coast)

20´

(17)

(16) Precautionary (20) area

(19)

VERACRUZ

(21) Z

Punta Mocambo

(28)

(10)

15´

Precautionary area (See TSS 'In the approaches to the port of Veracruz' (7) in section IX of part B)

(8)

10´

(22) O (29)

(23) Area to be avoided

(26)

05´

(27)

nta Pu

Z = Sacrificios Island

l ya Co (24)

(25)

O = Santiaguillo Island

15´

10´

05´

96˚

55´

50´

45´

97259

19˚

IN THE APPROACHES TO THE PORT OF VERACRUZ

II/5

AT MARITIME OIL TERMINAL OFF CAYO ARCAS (Reference chart: United States Naval Oceanographic Office H.O. 1233, 28 June 1975 edition.)

Description of the area to be avoided The area to be avoided by ships not involved in the oil-related activities being conducted in the area is bounded by a line connecting the following geographical positions: (1) 20807'.28 N, 092800'.03 W (5) 20811'.78 N, 091858'.57 W (2) 20810'.47 N, 091859'.98 W (6) 20809'.85 N, 091857'.43 W (3) 20811'.25 N, 092800'.45 W (7) 20807'.28 N, 091857'.68 W (4) 20812'.42 N, 091859'.58 W

Notes: 1

Anchorage An anchorage is established bounded by a line connecting the following geographical positions: (i) 20807'.47 N, 091844'.75 W (iii) 20812'.50 N, 091850'.00 W (ii) 20812'.50 N, 091844'.75 W (iv) 20807'.47 N, 091850'.00 W

2

Special provisions Ship movement in the area is monitored and controlled by a maritime traffic controller on a 24-hour basis. Any ship planning to enter the area to be avoided is requested to contact the maritime traffic controller on VHF channel 16 and to comply with the appropriate regulations while transiting the area.

. (4) (3) .

★ Cayo Arcas

(iii) .

. (ii)

. (5)

(2) .

. (6)

(1) .

10'

.

. (7)

(iv)

. (i)

Area to be avoided

Recommended tracks in the Gulf of Campeche (see part E )

20˚

50'

92˚

55'

50'

45'

AT MARITIME OIL TERMINAL OFF CAYO ARCAS

II/6

97205

5'

IN THE GULF OF CAMPECHE (Reference chart: DireccioÂn General de OceanografõÂ a, Mexico S.M. 840, 1987 edition. Note: This chart is based on North American 1927 Geodetic Datum.)

Description of the area to be avoided The area to be avoided by ships not involved in the oil-related activities being conducted in the area is bounded by a line connecting the following geographical positions: (1) 19838'.20 N, 092814'.00 W (5) 19820'.00 N, 091859'.20 W (2) 19838'.20 N, 092810'.80 W (6) 19815'.60 N, 092808'.00 W (3) 19835'.30 N, 092804'.90 W (7) 19812'.60 N, 092817'.20 W (4) 19824'.40 N, 091859'.10 W (8) 19823'.00 N, 092822'.20 W

Notes: 1

Anchorage An anchorage is established bounded by a line connecting the following geographical positions: (i) 19815'.28 N, 091852'.33 W (iii) 19820'.28 N, 091857'.58 W (ii) 19820'.28 N, 091852'.33 W (iv) 19815'.28 N, 091857'.58 W

2

Special provisions Ship movement in the area is monitored and controlled by a maritime traffic controller on a 24-hour basis. Any ship planning to enter the area to be avoided is requested to contact the maritime traffic controller on VHF channel 16 and to comply with the appropriate regulations while transiting the area.

(1)

.

(2)

.

. (3)

19˚

. KU-89 Radar station

IXTOC-1 . Radar station AKAL-C Radar station

(8) .

30'

. (4)

.

Area to be avoided

.

(iii)

.

(ii)

.

(5)

.

.

.

.

(6)

(iv)

(i)

15'

Recommended tracks in the Gulf of Campeche (see part E )

(7)

92˚

45'

97204

15'

IN THE GULF OF CAMPECHE

II/7

IN THE REGION OF THE NORTH-WEST HAWAIIAN ISLANDS (Reference chart: United States 540, 1984 edition. Note: This chart is based on Old Hawaiian Datum.)

Description of the areas to be avoided In order to avoid the risk of pollution due to an accident in the area, which is designated as a wildlife refuge, all ships of more than 1,000 gross tons carrying cargoes of oil or hazardous materials should avoid the areas contained within a circle of radius 50 nautical miles centred upon the following geographical positions: (1) 27850' N, 175850' W (Pearl and Hermes Reef) (2) 26800' N, 173855' W (Lisyanski Island) (3) 25845' N, 171845' W (Laysan Island) (4) 25825' N, 170835' W (Maro Reef) (5) 25800' N, 168800' W (Gardner Pinnacles) (6) 23845' N, 166815' W (French Frigate Shoals) (7) 23835' N, 164840' W (Necker Island) (8) 23805' N, 161855' W (Nihoa) 30˚

Kure Midway Pearl and Hermes Reef

Lisyanski

HAW

AII

AN

OR

SA

Laysan Maro Reef

ND

WI

CH

Gardner Pinnacles

Areas to be avoided

IS

LA

ND

25˚

S

Necker French Frigate Shoals

Nihoa Kauai Niihau

Oahu

Kaula

Molokai Lanai Kahoolawe

Areas to be avoided

Maui HAWAII

175˚

170˚

165˚

160˚

155˚

97200

180˚

20˚

II/8

F id

25 h F b

2000 S W i

Shi ' R

i

(f

h) 1

f

IN THE REGION OF THE NORTH-WEST HAWAIIAN ISLANDS

OFF THE WASHINGTON COAST (Reference charts: United States 18500, 23rd edition, 13 April 1991, and 18480, 23rd edition, 24 October 1992.)

Description of the area to be avoided In order to reduce the risk of a marine casualty and resulting pollution and damage to the environment of the Olympic Coast National Marine Sanctuary, all ships,* including barges, carrying cargoes of oil or hazardous materials should avoid the area bounded by a line connecting the following geographical positions: (1) 48823'.30 N, 124838'.20 W (4) 47851'.70 N, 125815'.50 W (2) 48823'.50 N, 124838'.20 W (5) 47807'.70 N, 124847'.50 W (3) 48825'.30 N, 124846'.90 W (6) 47807'.70 N, 124811'.00 W _____ * This ATBA does not apply to any warship, naval auxiliary, barge (whether towed by a government or commercial tug), or other ship owned or operated by a Contracting Government and used, for the time being, only on government non-commercial service.

30´

VANCOUVER

(3)

I.

Stra

(2) (1)

it o f J uan

C

.F

lat ter

de

y

Fuc

20´

a

10´

48°

(4) 50´

Area to be avoided

W A S H I N G T O N

Destruction I.

40´

30´

20´

10´

20´

10´

125°

50´

40´

30´

20´

10´

124°

50´

40´

97254

(6)

(5)

OFF THE WASHINGTON COAST

II/9

OFF THE CALIFORNIA COAST (Reference chart: United States 18720, 1990 edition. Note: This chart is based on North American 1983 Datum.)

Description of the areas to be avoided In order to avoid risk of pollution in the area designated as the Channel Islands National Marine Sanctuary, all ships, except those bound to and from ports on one of the islands within the area, engaged in the trade of carrying cargo, including but not limited to tankers and other bulk carriers and barges, should avoid the following areas: (a)

In the region of San Miguel, Santa Rosa, Santa Cruz and Anacapa Islands off the coast of southern California

The area bounded by a line connecting the following geographical positions is designated as an area to be avoided: (1) 33858'.70 N, 119812'.80 W (5) 34810'.40 N, 120839'.50 W (2) 33854'.00 N, 119817'.00 W (6) 34814'.00 N, 120831'.30 W (3) 33846'.30 N, 120807'.80 W (7) 34810'.00 N, 119856'.40 W (4) 33859'.00 N, 120839'.50 W (8) 34801'.40 N, 119818'.60 W (b)

In the region of Santa Barbara Island off the coast of southern California

The area contained within a circle of radius 7.5 nautical miles centred upon the following geographical position is designated as an area to be avoided: (9) 33828'.60 N, 119802'.20 W (6)

.

(5)

.

.

Area to be avoided

California

(7)

10'

San

ta B

San Miguel I.

arb

ara

Cha

nne

l

. (8) 34˚

(4) .

.

Anacapa I.

(1)

Santa Cruz I. . (2)

Santa Rosa I.

50'

. (3)

40'

Pacific Ocean

Area to be avoided 30'

Santa Barbara I.

20' 30'

20'

10'

120˚

50'

40'

30'

OFF THE CALIFORNIA COAST

II/10

20'

10'

119˚

97202

40'

IN THE APPROACHES TO SALINA CRUZ (Reference chart: United States 21441, 1986 edition. Note: This chart is based on the World Geodetic System 1972 Datum.)

Description of a precautionary area and areas to be avoided (a)

Precautionary area

A precautionary area is established by an arc of a circle of 4 miles radius centred on the lighthouse of Salina Cruz, Oaxaca, Mexico, at geographical position: (22) 16809'.70 N, 095812'.24 W starting at the coastline at geographical position: (17) 16807'.85 N, 095815'.90 W as far as geographical position: (13) 16805'.75 N, 095812'.73 W continuing in a straight line as far as geographical position: (16) 16805'.75 N, 095810'.00 W and from geographical position (16) in a straight line as far as the coastline at geographical position: (18) 16809'.95 N, 095810'.00 W (b)

Areas to be avoided

The following areas to be avoided by ships that are not going to carry out operations at the single-point moorings and the oil terminal at the port of Salina Cruz, Oaxaca, Mexico, are established within the precautionary area: Three circular areas to be avoided, each bounded by a circle of 400 m radius, centred respectively on the following geographical positions: (19) 16808'.63 N, 095812'.94 W (20) 16808'.41 N, 095813'.75 W (21) 16807'.11 N, 095813'.28 W

Note:

Ship movement in the port area is monitored and supervised by a Port Vessel Traffic Supervisor on a 24-hour basis. Any ship planning to enter this precautionary area is requested to contact the Salina Cruz Port Vessel Traffic Supervisor on channel 6 VHF and follow his advice while transiting the areas.

Salina Cruz

Areas to be avoided (21)

Pr

tio

na

f i

au

ry

are

Shi ' R

a (16) (13)

25 h F b

10´

97258

95˚ 15´

2000 S W i

05´

IN THE APPROACHES TO SALINA CRUZ

II/11

F id

ec

10´

h) 1

(17)

16˚

Precautionary area

(19) (20)

(18)

(f

(22)

Section III OTHER AREAS TO BE AVOIDED OTHER AREAS: 1: In the region of the Vorioi Sporadhes islands 2: North of the Straits of Tiran 3: North of Sharm El Sheikh harbour 4: At the southern extremity of the Sinai Peninsula 5: In the region of Fasht Buldani 6: In the region of MaheÂ Island in the Seychelles 7: In the region of the Aldabra Islands in the Seychelles 8: At Alphard Banks [abolished] 9: In the region of Cape Terpeniya (Sakhalin) 10: In the region of the Great Barrier Reef 11: In the region of Three Kings Islands 12: In the Bass Strait


III

III/ii

INDEX

OTHER AREAS TO BE AVOIDED

1: In the region of the Vorioi Sporadhes Islands 2: North of the Straits of Tiran 3: North of Sharm el Sheikh harbour 4: At the southern extremity of the Sinai Peninsula 5: In the region of Fasht Buldani 6: In the region of Mahé Island in the Seychelles 7: In the region of the Aldabra Islands in the Seychelles 8: At Alphard Banks [abolished] 9: In the region of Cape Terpeniya (Sakhalin) 10: In the region of the Great Barrier Reef 11: In the region of Three Kings Islands 12: In the Bass Strait 9

Arctic Circle

60˚

40˚

1 Tropic of Cancer

2

80˚

3 4

5 20˚

Equator

0˚ 6 7

Tropic of Capricorn

20˚

10 11 8

12

40˚


180˚

160˚

140˚

120˚

100˚

80˚

60˚W

40˚

20˚

0˚

20˚

40˚

60˚E

80˚

100˚

120˚

140˚

160˚

180˚

IN THE REGION OF THE VORIOI SPORADHES ISLANDS (Reference charts: Greek Hydrographic Office 31 (INT 3704), 1987 edition Note: This chart is based on European Datum.)

Description of the area to be avoided In order to avoid risk of pollution and damage to the environment in the area surrounding the Vorioi (North) Sporadhes islands, designated to be a Marine Sanctuary, all ships carrying chemical, toxic or nuclear substances and tankers of more than 500 gross tonnage carrying oil should avoid the area bounded by a line connecting the following geographical positions: (1) 39834'.00 N, 024810'.00 E (5) 39802'.00 N, 023851'.00 E (2) 39820'.00 N, 024825'.00 E (6) 39825'.00 N, 023851'.00 E (3) 39800'.00 N, 024810'.00 E (7) 39830'.00 N, 024800'.00 E (4) 39800'.00 N, 024800'.00 E 35´

(1)

Nisídha Psathoúra

(7)

30´

Area to be avoided

(6)

25´

Nisídha Yioúra Nísos Kirá Panayiá

Nisídha Pipéri (2)

Nísos Alónnisos

20´

V O R I OI 15´

SPORADHES

Nísos Peristéra

Area to be avoided

li h) 1

f

10´

Nisídha Skántzoura

(5)

24˚

05´

10´

15´

20´

25´

25 h F b

55´

IN THE REGION OF THE VORIOI SPORADHES ISLANDS

III/1

F id

50´

97256

45´

39˚

(3)

(4)

2000 S W i

Shi ' R

i

(

05´

NORTH OF THE STRAITS OF TIRAN (Reference chart: British Admiralty 3595, 1986 edition Note: This chart is based on European Datum, 1950. To conform with a change from European Datum 1950 to WGS 84, all locations are to be reduced by 0'.07 in latitude and by 0'.02 in longitude.)

Description of the area to be avoided In order to avoid the risk of severe damage to critical ecosystems, the environment and the economy of the area, all ships carrying dangerous or toxic cargoes, or any other ship exceeding 500 gross tonnage, should avoid the area bounded by a line connecting the following geographical positions: (1) 28846'.00 N, 034837'.50 E (5) 28811'.00 N, 034829'.00 E (2) 28846'.00 N, 034840'.00 E (6) 28806'.00 N, 034828'.00 E (3) 28824'.00 N, 034831'.00 E (7) 28801'.50 N, 034826'.50 E (4) 28818'.00 N, 034826'.00 E

(1)

(2) 45´

SINAI P E N I N S U LA

ed

40´

Are

a to

be a

void

35´

30´

Dahab

25´ (3)

20´ (4) a to

Are ed void

be a

15´

SAUDI ARABIA

(5)

10´

(6) 05´

(7)

15´

20´

25´

34˚30´

35´

40´

45´

NORTH OF THE STRAITS OF TIRAN

III/2

50´

55´

97257

28˚

NORTH OF SHARM EL SHEIKH HARBOUR (Reference chart: British Admiralty 2375, 1988 edition Note: This chart is based on European Datum, 1950. To conform with a change from European Datum 1950 to WGS 84, all locations are to be reduced by 0'.07 in latitude and by 0'.02 in longitude.)

Description of the area to be avoided In order to avoid the risk of severe damage to critical ecosystems, the environment and the economy of the area, all ships carrying dangerous or toxic cargoes, or any other ship exceeding 500 gross tonnage, should avoid the area bounded by a line connecting the following geographical positions: (1) 27858'.00 N, 034825'.00 E (3) 27851'.00 N, 034817'.20 E (2) 27850'.50 N, 034820'.60 E

Râs Nusrâni (1)

STRAIT OF TIRAN

SINAI PENINSULA

27˚ 55´

f

Area to be avoided

li h) 1

Râs Umm Sid (3)

(

(2)

25´

25 h F b

2000 S W i

NORTH OF SHARM EL SHEIKH HARBOUR

Shi ' R

97260

34˚20´

i

50´

III/3

F id

Sharm el Sheikh

AT THE SOUTHERN EXTREMITY OF THE SINAI PENINSULA (Reference chart: British Admiralty 2375, 1988 edition Note: This chart is based on European Datum, 1950. To conform with a change from European Datum 1950 to WGS 84, all locations are to be reduced by 0'.07 in latitude and by 0'.02 in longitude.)

Description of the area to be avoided In order to avoid the risk of severe damage to critical ecosystems, the environment and natural resources contained within the declared boundaries of the Ras Muhammad National Park, all ships carrying dangerous or toxic cargoes, or any other ships exceeding 500 gross tonnage, should avoid the area bounded by a line connecting the following geographical positions: (1) 27851'.10 N, 034816'.60 E (4) 27841'.00 N, 034807'.00 E (2) 27847'.18 N, 034819'.00 E (5) 27843'.00 N, 034804'.00 E (3) 27842'.20 N, 034817'.00 E (6) 27848'.30 N, 034806'.00 E

Sharm el Sheikh (1)

Râs Umm Sid

SINAI PENINSULA

50´

(6)

(2)

27˚ 45´

Area to be avoided

Râs Muhammad

(5) (3)

(4)

5´

10´

34˚15´

AT THE SOUTHERN EXTREMITY OF THE SINAI PENINSULA

III/4

20´

97261

40´

IN THE REGION OF FASHT BULDANI (Reference charts: British Admiralty 3774, 1986 edition; 3775, 1981 edition; 2882, 1987 edition. Note: These charts are based on Nahrwan Datum.)

Description of the area to be avoided In order to avoid the risk of pollution due to stranding or of damage to major sub-sea oil and gas pipelines in this area, which is in the close vicinity of important seagrass banks and prawn breeding grounds, all tankers, gas carriers and chemical tankers carrying noxious liquid substances regardless of size, and all other vessels of more than 50,000 gross tonnage, should avoid the area bounded by a line connecting the following geographical positions: (1) 28813'.31 N, 048855'.01 E (5) 27850'.90 N, 049803'.50 E (2) 28818'.00 N, 049808'.50 E (6) 28806'.39 N, 048851'.78 E (3) 28808'.12 N, 049818'.90 E (7) 28811'.10 N, 048853'.21 E (4) 27853'.98 N, 049820'.00 E

20'

(2) .

TSS ‘‘Marjan/Zuluf’’ 15'

. (1) (7) . 10'

. (3) (6) . 05'

Area to be avoided

Ra’s as Saffaniyah

28˚

55'

. (4) .

Ra’s Tanaquib 50'

55'

49˚

05'

50' 10'

15'

20'

25'

97211

45'

(5)

IN THE REGION OF FASHT BULDANI

III/5

Â ISLAND IN THE SEYCHELLES IN THE REGION OF MAHE (Reference charts: British Admiralty 721, 1990 edition; 740, 1990 edition. Note: These charts are based on South East Island Datum.)

Description of the areas to be avoided In order to avoid risk of pollution and damage to the environment, all ships of more than 200 gross tonnage, whether or not bound for ports in the Seychelles, should avoid the areas bounded by lines connecting the following geographical positions: (a)

West of MaheÂ (1) 04840'.80 (2) 04849'.50 (3) 05806'.80 (4) 04842'.00

S, S, S, S,

055832'.20 055834'.50 055808'.50 053852'.00

E E E E

(5) 04800'.00 S, 054822'.00 E (6) 03840'.00 S, 054858'.00 E (7) 03840'.00 S, 055825'.00 E (8) 04833'.50 S, 055825'.90 E thence along the low water line on the west and south-east coasts of MaheÂ to the point of commencement; and

(b)

East of MaheÂ (1) 05810'.00 (2) 05850'.00 (3) 05850'.00 (4) 05812'.00 (5) 04849'.00

S, S, S, S, S,

057813'.00 057800'.00 056824'.00 055836'.00 055841'.50

E E E E E

(6) (7) (8) (9)

(7)

(6)

.

04831'.00 04826'.00 03842'.00 03845'.00

S, S, S, S,

055840'.00 055832'.00 055838'.00 056802'.00

E E E E

(8)

.

.

Bird I.

. (9)

Denis I.

(5) .

4˚

Area to be avoided

Praslin I.

Silhouette I. (4) .

(8) .

Mahé I.

. (7) La Digue . (6) Frigate I. . (1)

. (2)

. (5) 5˚

. (3)

Area to be avoided

.

. (1)

(4)

Île Desroches Plate I.

.

.

(3)

(2) 6˚

55˚

56˚

Â ISLAND IN THE SEYCHELLES IN THE REGION OF MAHE

III/6

57˚

97210

54˚

IN THE REGION OF THE ALDABRA ISLANDS IN THE SEYCHELLES (Reference chart: British Admiralty 758, 1965 edition.)

Description of the area to be avoided In order to avoid risk of pollution and damage to the environment in this area of unique wildlife, all ships of more than 500 gross tons carrying cargoes of oil or hazardous materials should avoid the area contained within a circle of radius 30 nautical miles centred upon geographical position 09836' S, 046821' E.

9˚

Aldabra Islands

★

Cosmoledo Group

Assumption I. Area to be avoided

10˚

Astove I.

11˚

12˚

★ Cap St Sebastien

47˚

48˚

97209

46˚

49˚

IN THE REGION OF THE ALDABRA ISLANDS IN THE SEYCHELLES

III/7

AT ALPHARD BANKS (Reference chart: British Admiralty 2083, 1998 edition.) Note: This chart is based on Cape Datum.) The area to be avoided, centred on 35802'.40 S, 020851'.80 E and of radius 6 nautical miles, is abolished*, as described in SN/Circ. 203.

_____ * Date of implementation: 0000 hours UTC on 1 July 1999.

III/8

IN THE REGION OF CAPE TERPENIYA (SAKHALIN) (Reference chart: British Admiralty 2405)

Description of the area to be avoided The area described below should be avoided by ships of more than 1,000 gross tonnage carrying oil or hazardous cargoes, for reasons of conservation of unique wildlife in the area and of inadequate survey. The area is bounded by a line passing through Cape Davydov and the points defined as follows: (1) 21.8 miles at 1008 from Terpeniya Lighthouse (2) 40.5 miles at 1268 from Terpeniya Lighthouse (3) 41.6 miles at 1468.7 from Terpeniya Lighthouse (4) 20.2 miles at 2088.5 from Terpeniya Lighthouse (5) 12.0 miles at 3078.5 from Terpeniya Lighthouse and thence eastward to the coast.

Sakhalin Cape Bellinsgauzena

30'

20'

10'

Zaliv (Bay of) Terpeniya

49˚

Poluostrov (Peninsula of) Terpeniya Cape Povorotnyy 50'

Cape Davydov

(5) .

Cape Georgiya

40'

★ Cape Terpeniya

. (1)

Tyuleniy I.

30'

Area to be avoided

(4) .

20'

. (2) 10'

. (3) 48˚ 40'

50'

144˚

10'

20'

30'

40'

50'

145˚

10'

20'

30'

40'

50'

97207

30'

146˚

IN THE REGION OF CAPE TERPENIYA (SAKHALIN)

III/9

IN THE REGION OF THE GREAT BARRIER REEF (Reference chart: AUS 819, April 1978 edition. Note: This chart is based on the Australian Geodetic Datum, 1966.)

Description of the area to be avoided In order to avoid the risk of pollution and damage to the environment in the Capricornia Section of the Great Barrier Reef Marine Park, all ships in excess of 500 gross tonnage should avoid the area bounded by a line connecting the following geographical positions: (1) 23810' S, 151856' E (8) 23833' S, 151835' E (2) 23853' S, 152828' E (9) 23830' S, 151835' E (3) 23855' S, 152828' E (10) 23825' S, 151853' E (4) 23857' S, 152826' E (11) 23820' S, 151850' E (5) 23857' S, 152824' E (12) 23820' S, 151840' E (6) 23832' S, 151855' E (13) 23815' S, 151840' E (7) 23836' S, 151839' E (14) 23810' S, 151852' E thence to the point of commencement.

(14) .

(1)

★

.

North Reef

Area to be avoided

(13) .

15'

Broomfield Reef

North West I. (12) .

. (11) (10) .

★ C. Capricorn

(9) .

Heron I. 30'

Wistari Reef . (6)

(8) .

Fitzroy Reef

(7) . Polmaise Reef

Llewellyn Reef

Curtis I.

45'

★ North Point Hoskyn I. Fairfax I. . (2) Lady Musgrave I. . (3) ★ . . (4) (5)

Gladstone

★ 30'

45'

152˚

15'

IN THE REGION OF THE GREAT BARRIER REEF

III/10

30'

97208

15'

24˚

★Bustard Head

IN THE REGION OF THREE KINGS ISLANDS (Reference charts: New Zealand 41, 1991 edition; 4111, 1992 edition. Note: These charts are based on World Geodetic System 1972 Datum.)

Description of the area to be avoided In order to avoid risk of pollution and damage to the environment in the area around the Three Kings Islands, declared to be a Wildlife Sanctuary, ships of 500 gross tons or more should avoid the area bounded by a line connecting the following geographical positions: (1) 34806'.00 S, 172800'.00 E (3) 34813'.50 S, 172812'.50 E (2) 34806'.00 S, 172812'.50 E (4) 34813'.50 S, 172800'.00 E

(1)

(2) 06´

07´

Area to be avoided

08´

North East I.

THREE

34°

KINGS

09´

ISLANDS 10´

Great Island

South West I. Pri nce

11´

s Is.

West I.

12´

Area to be avoided 13´

(4)

(3)

172°

01´

02´

03´

04´

05´

06´

07´

08´

09´

10´

11´

12´

13´

IN THE REGION OF THREE KINGS ISLANDS

III/11

97255

14´

IN THE BASS STRAIT (Reference chart: Australian AUS 422, April 1971 edition. Note: This chart is based on the Australian Geodetic Datum, 1966.)

Description of the area to be avoided The area described below should be avoided by ships of more than 200 tons gross tonnage. The area is bounded by lines joining the following points: (1) The low water line in latitude 38815' S. (2) 38835' S, 147844' E (3) 38841' S, 148806' E (4) 38841' S, 148813' E (5) 38832' S, 148826' E (6) 38819' S, 148835' E (7) 38808' S, 148831' E (8) 38805' S, 148824' E (9) The low water line in latitude 37858' S Thence along the low water line to the point of commencement.

. (9)

38˚

. (8) Tuna Snapper

Tuna ‘B’

. (1)

. (7)

Marlin

Barracouta ‘A’

Flounder ‘A’ Area to be avoided

Perch (2)

.

Mackerel

Cobia

. (5)

Kingfish ‘A’ West Kingfish (3)

.

20'

Halibut ‘A’

Fortescue ‘A’

Bream

. (6)

Kingfish ‘B’ (4)

40'

.

Separation scheme “In the Bass Strait” (see part B, section VI )

ass

ait Str

B

39˚ 40'

148˚

IN THE BASS STRAIT

III/12

20'

99037

20'

RECOMMENDED DIRECTIONS OF TRAFFIC FLOW IN THE GERMAN BIGHT Note: See the following traffic separation schemes in the German Bight: ``Terschelling±German Bight'', ``Jade approach'', `Èlbe approach'' and ``German Bight western approach'' (part B, section II). Recommended directions of traffic flow are established between the traffic separation scheme `Èlbe approach'' and the eastern ends of the traffic separation schemes ``Terschelling±German Bight'' and ``German Bight western approach'' as shown in the chartlet below.

(12)

(2) ★

Deutsche Bucht Lightvessel

Helgoland Lighthouse

(3) (4)

10´

(1) (6)

(7) (17)

TSS ‘‘Jade approach’’

05´

(22) (23)

(21)

(2) (5) (8) (3) (1)

(2) ★

Elbe Lightvessel

(11) (5)

54˚

(6) (10) (12)

(4) (8) (7)

(3)

TSS ‘‘Elbe approach’’ (29)

TSS ‘‘Terschelling – German Bight’’

55´

(28)

re Insho

traffic

zone

50´

Wangerooge f

Spiekeroog

h) 1

Langeoog

30´

35´

40´

45´

50´

55´

8˚

05´

10´

d

28 h F b

RECOMMENDED DIRECTIONS OF TRAFFIC FLOW IN THE GERMAN BIGHT

1

M

25´

97262

40´

2000 S W i

Shi ' R

i

(f

45´

RECOMMENDED DIRECTIONS OF TRAFFIC FLOW IN THE ENGLISH CHANNEL

Ships proceeding from the traffic separation scheme `Òff Casquets'' to the traffic separation scheme `Ìn the Strait of Dover and adjacent waters'' or vice versa are recommended to leave the mid-Channel areas to be avoided to port, proceeding parallel to a line connecting the centres of those areas.

Notes: 1 2

See chartlet attached to the description of the traffic separation scheme `Òff Casquets'' in section II of part B. See ``Recommendations on navigation through the English Channel and the Dover Strait'' in part F.

RECOMMENDED ROUTES IN THE FAIR ISLE CHANNEL Recommended directions of traffic flow are established in the Fair Isle Strait as follows: (a) a single recommended route to the north of Fair Isle for use by westbound traffic; and (b) separate recommended routes to the south-west of Fair Isle with eastbound traffic taking a route northeast of North Ronaldsay, and with westbound traffic taking a route to the south-west of Fair Isle. These routes are recommended for use by all ships transiting the area.

2/3

M

d

28 h F b

2000 S W i

Shi ' R

i

(f

h) 1

f

Note: See chartlets attached to the descriptions of the areas to be avoided for Shetland Islands, Orkney Islands and the Fair Isle in section I of part D.

RECOMMENDATIONS ON NAVIGATION AROUND THE UNITED KINGDOM COAST The following recommendations are made for specific locations around the coast of the United Kingdom: .1 In the Pentland Firth Mariners intending to use the Pentland Firth should be aware of very strong tidal streams and sets. Difficulties can be encountered when transiting either with or against the tide and masters should ensure that a close watch is kept at all times on the course, speed and position of their vessels. Masters of laden tankers not bound to or from Flotta and Scapa Flow should not use the Pentland Firth in restricted visibility or adverse weather. At other times, there may be a case for transiting with the tide to reduce the time spent in the Firth, although masters should take account of the general navigational warning above. .2 Off the Isles of Scilly Laden tankers over 10,000 gross tonnage using the traffic separation scheme between Land's End and the Isles of Scilly should keep at least three miles to seaward of Wolf Rock, and should not use the scheme in restricted visibility or other adverse weather. .3 In the Minches Except due to stress of weather or any other case of force majeure, all laden tankers over 10,000 gross tonnage should not pass through the Minches. .4 In the North Channel The present requirements and recommendation as set out in Ships' Routeing continue to apply. In addition, no laden tanker should use the narrow passage through Rathlin Sound. .5 Off Smalls and Grassholme Channel Laden tankers over 10,000 gross tonnage should not use the channel between Grassholme Island and Skomer Island unless moving between the anchorage in St. Bride's Bay and Milford Haven. .6 In the Needles Channel Due to tidal problems and apparent movement of the sand banks in this channel, laden tankers over 10,000 gross tonnage should avoid this channel. .7 In the English Channel and Dover Strait All ships navigating in this area should have on board the latest edition of Chart 5500, Mariners Routeing Guide English Channel and Southern North Sea, or other equivalent guides. .8 In the Firth of Forth Laden tankers should avoid the area between Bass Rock and the coast.

Reporting requirements The following recommendations are associated with the areas set out in the previous paragraph and in Recommended routes in the Fair Isle Channel. Ships intending to use the following routes, when at least one hour from the Estimated Time of Arrival of entering the route, and on final departure, should report to Coastguard as described below. Route

Ship condition

Report to Coastguard

Report on VHF channel

Fair Isle

laden

Shetland

16

Pentland Firth

laden

Pentland

16

The Minches

laden or in ballast

Stornoway

16

Isles of Scilly

laden

Falmouth

16

Dover Strait TSS

ALL SHIPS

Dover or Cap Gris Nez

69

Casquets TSS

ALL SHIPS

Jobourg

69

4-1

Format of reports The reporting should be in accordance with IMO resolution A.648(16)* adopted on 19 October 1989 and should include the following: ALFA

Name and call sign of the ship

BRAVO

Day of month (two figures) and time in hours and minutes (UT (GMT) in four figures)

CHARLIE

Latitude (4 figures + N or S) and longitude (5 figures + E or W)

DELTA

True bearing (first 3 figures) and distance in nautical miles from identified landmark

ECHO

True course in degrees (3 figures)

FOXTROT

Speed in knots and decimal of knots (3 figures)

GOLF

Last port of call

INDIA

Destination

MIKE

VHF Channels monitored

OSCAR

Deepest draught in metres and centimetres

PAPA

Type and quantity (tonnes) of cargo

QUEBEC

Brief details of damage/deficiency/other limitations.

_____ * This has been revoked by resolution A.851(20).

4-2

ROUTEING MEASURES IN THE STRAIT OF BONIFACIO* Note: See mandatory ship reporting system `Ìn the Strait of Bonifacio'' in part G, section I. (Reference chart: French 7024 of the SHOM [Service hydrographique et oceÂanographique de la Marine (Hydrographic and Oceanographic Service of the French Navy)] (INT 3350) Note: This chart is based on European Datum.)

1

Two-way route in the Strait of Bonifacio

1.1 Categories of ships concerned All ships of more than 20 metres of overall length transiting through the Strait.

1.2 Description Northern limit: a line joining the geographical positions: (1) 41822'.55 N, 009822'.38 (2) 41818'.00 N, 009815'.25 Southern limit: a line joining the geographical positions: (4) 41821'.58 N, 009823'.30 (5) 41816'.75 N, 009815'.75

2

E E

(3)

41819'.18 N,

009806'.51 E

E E

(6)

41816'.75 N,

009806'.18 E

Precautionary areas at the extremities of the two-way route

2.1 Categories of ships concerned All ships.

2.2 Eastern precautionary area A circular sector pointed on geographical position (7) [41822'.05 N, 009822'.85 E] with a radius of 5 nautical miles limited by lines joining geographical positions (1) (see above) and (8) [41826'.90 N, 009824'.50 E] and joining geographical positions (4) (see above) and (9) [41819'.31 N, 009828'.40 E].

2.3 Western precautionary area

d

(chartlet overleaf)

5-1

M


28 h F b

2000 S W i

Shi ' R

i

(f

h) 1

f

A circular sector pointed on geographical position (10) [41817'.96 N, 009806'.33 E] with a radius of 5 nautical miles limited by lines joining geographical positions (3) (see above) and (11) [41821'.37 N, 009801'.47 E] and joining geographical positions (6) (see above) and (12) [41813'.57 N, 009803'.15 E].

5-2 (8) .

25'

!

(1) .

. (7) .

(11)

.

(4)

20'

(3)

.

.

(9) (2)

.

. (10)

!

.

.

(6)

(5)

15'

(12)

.

41˚ 10'

5'

10'

15'

IN THE STRAIT OF BONIFACIO

M

d

28 h F b

2000 S W i

Shi ' R

i

(f

h) 1

f

20'

25'

30'

99011

9˚

55'

RECOMMENDED DIRECTIONS OF TRAFFIC FLOW OFF RAS SHUKHEIR Note: See ``Rules for ships navigating in the Gulf of Suez'' in part F. Recommended directions of traffic flow are established in the approaches to Ras Shukheir Oil Terminal, July, Ramadan and Morgan oilfields as shown in the chartlet below. Ramadan Oilfield

July Oilfield 15'

Morgan Oilfield

See description of the traffic separation scheme ‘‘In the Gulf of Suez’’ (section IV of part B)

!

10'

Ras Shukheir Terminal Ras Shukheir ★

28˚ 5'

20'

25'

33˚ 30'

35'

97213

15'

RECOMMENDED DIRECTIONS OF TRAFFIC FLOW OFF RAS SHUKHEIR

6

RECOMMENDED TRACKS IN THE GULF OF CAMPECHE (Reference chart: DireccioÂn General de OceanografõÂ a, Mexico S.M. 840, 1987 edition. Note: This chart is based on North American 1927 Geodetic Datum.)

Description of the recommended tracks The following tracks are recommended for use by ships of 1,000 gross tons and upwards: (a)

A track for ships westbound from the vicinity of Isla del Carmen to the Port of Dos Bocas is defined by the following geographical positions: (1) 18852'.50 N, 091851'.03 W (3) 18845'.33 N, 092849'.20 W (2) 18844'.70 N, 092830'.67 W (4) 18829'.95 N, 093808'.53 W

(b)

A track for ships eastbound from the Port of Dos Bocas to the vicinity of Isla del Carmen is defined by the following geographical positions: (5) 18828'.47 N, 093807'.25 W (7) 18842'.70 N, 092830'.50 W (6) 18843'.47 N, 092848'.30 W (8) 18850'.45 N, 091851'.30 W

(c)

A track for ships northbound from the vicinity of Isla del Carmen to the main oilfield platform area is defined by the following geographical positions: (9) 18844'.50 N, 091854'.50 W (11) 19816'.90 N, 092805'.00 W (10) 18848'.80 N, 091859'.33 W

(d)

A track for ships southbound from the main oilfield platform area to the vicinity of Isla del Carmen is defined by the following geographical positions: (12) 19816'.10 N, 092806'.90 W (14) 18844'.50 N, 091857'.50 W (13) 18848'.47 N, 092801'.72 W

(e)

A track for ships southbound from latitude 20815' N to the vicinity of Isla del Carmen is defined by the following geographical positions: (15) 20815'.00 N, 091843'.75 W (9) 18844'.50 N, 091854'.50 W

(f)

A track for ships northbound from the vicinity of Isla del Carmen to latitude 20815' N is defined by the following geographical positions: (16) 18844'.50 N, 091851'.80 W (17) 20815'.00 N, 091841'.67 W

Precautionary areas Two precautionary areas are established at the junctions of the recommended tracks, bounded by lines connecting the following geographical positions: (a) (18) 18850'.42 N, 092802'.00 W (10) 18848'.80 N, 091859'.33 W (19) 18850'.80 N, 091859'.75 W (13) 18848'.47 N, 092801'.72 W (b) (20) 18852'.03 N, 091853'.50 W (8) 18850'.45 N, 091851'.30 W (1) 18852'.50 N, 091851'.03 W (21) 18849'.97 N, 091853'.67 W

Notes: 1

Anchorage An anchorage off the Port of Dos Bocas is established within limits connecting the following geographical positions: (i) 18842'.50 N, 093808'.00 W (iii) 18847'.50 N, 093813'.25 W (ii) 18847'.50 N, 093808'.00 W (iv) 18842'.50 N, 093813'.25 W

2

Loran ``C'' covers the area of the recommended tracks and is recommended for use by suitably fitted ships.

7-1

(15)

.

.

(17)

^

Area to be avoided ‘‘Off Cayo Arcas’’ (see part D, section II)

Anch o

ring prohibited

20˚

Area to be avoided ‘‘In the Gulf of Campeche’’ (see part D, section II) (12)

30'

. . (11)

An

ch

or

d

te bi

in

g

pr

i

h ro

g

ib

p

h nc

(18).

A .

.

(ii)

(3)

. (iv) .

. (i)

. (13)

(2)

. .

.

(6)

ite

d

in or

(iii)

19˚

oh

(19) (20). . (1) . (21) . . (8) . (10) Precautionary (14)

.

area

. . (9) (16)

(7)

Isla del Carmen (4).

.

30' (5)

Port of Dos Bocas 93˚

45'

30'

15'

92˚

45'

30'

97214

15'

RECOMMENDED TRACKS IN THE GULF OF CAMPECHE

7-2

RECOMMENDATIONS ON NAVIGATION THROUGH THE ENGLISH CHANNEL AND THE DOVER STRAIT 1

Use of ships' routeing system

1.1 Subject to any factors that may adversely affect safe navigation, ships proceeding from the western part of the English Channel to the Dover Strait and vice versa are strongly recommended to use the traffic separation scheme `Òff Casquets''. 1.2 Ships crossing or leaving or joining the easterly or westerly flow of traffic between the traffic separation schemes `Òff Casquets'' and `Ìn the Dover Strait and adjacent waters'' should cross as nearly as practicable at right angles or join or leave at as small an angle as practicable to the recommended directions of traffic flow. 1.3 Attention is drawn to the warnings relating to the use of the ``Deep-water route forming part of the northeastbound traffic lane of the Strait of Dover and adjacent waters traffic separation scheme''. 1.4 Ships leaving the traffic separation scheme `Àt West Hinder'' and intending to proceed through the Dover Strait should, when crossing the north-eastbound traffic lane of the traffic separation scheme `Ìn the Strait of Dover and adjacent waters'', keep to the north-east of the north-eastern limit of the ``Deep-water route forming part of the north-eastbound traffic lane of the Strait of Dover and adjacent waters traffic separation scheme''.

2

Crossing traffic

2.1 Heavy crossing traffic exists in parts of the English Channel and the Dover Strait, with increased risk of collision in these areas. Mariners are reminded that when risk of collision is deemed to exist the rules of the 1972 Collision Regulations fully apply and in particular the rules of part B, sections II and III, of which rules 15 and 19(d) are of specific relevance in the crossing situation.

3

Fishing and recreational sailing activities

3.1 Mariners should be aware that concentrations of fishing vessels and recreational craft may be encountered in the English Channel and the Dover Strait and should navigate with caution. Fishing vessels are reminded of the requirements of rule 10(i) and sailing vessels and all other vessels of less than 20 metres in length of the requirements of rule 10(j) of the 1972 Collision Regulations.

4

Pilotage

4.1 Masters of ships passing through the English Channel and the Dover Strait should take into account the possibility of availing themselves of the services of an adequately qualified deep-sea pilot* in connection with the requirements of safe navigation. 4.2

Masters of ships taking a deep-sea pilot in the North Sea are advised to embark the pilot prior to sailing.

5.2 In assessing a safe under-keel allowance, masters of vessels constrained by their draught are strongly advised to consult the Sailing Directions, Mariners' Routeing Guides and Deep-Draught Planning Guides published for the area by hydrographic offices, and to be guided by the recommendations for under-keel allowance contained therein.

li h) 1 ( i d

_____ * Reference is made to the Recommendation on the use of adequately qualified deep-sea pilots in the North Sea, English Channel and Skagerrak (Assembly resolution A.486(XII)).

Shi ' R

5.1 Masters of ships, when planning their passage through the Dover Strait and its approaches, should ensure that there is an adequate under-keel clearance at the time of passage. To achieve this, allowance must be made for the effects of squat at the passage speed, for uncertainties in charted depths and tide levels, and for the effects of waves and swell resulting from local and distant storms.

2000 S W i

Under-keel allowance for deep-draught ships

1-1

M

5

28 h F b

4.4 Ships wishing to embark a Thames district pilot should proceed to the NE Spit or the Sunk pilot stations. Ships should not use the English inshore traffic zone as a route to these pilot stations if they can safely use the north-east traffic lane of the traffic separation scheme and make a judicious crossing of the south-west traffic lane in accordance with rule 10(c) of the 1972 Collision Regulations. Arrangements can also be made to embark district pilots in the western approaches to the English Channel (see paragraph 4.3).

f

4.3 Masters of ships approaching from the west are advised to embark their deep-sea pilot as far westward in the English Channel as practicable and make an early decision either to request helicopter delivery or to approach a pilot station (e.g. Brixham or Cherbourg).

6

Tidal height predictions

6.1 When calculating the depth of water, mariners are reminded that the height of the tide in mid-Strait can be up to one metre less than that predicted for the adjacent standard port.

7

Ship movement reporting scheme (MAREP)

7.1 A voluntary ship movement reporting scheme (MAREP) has been established jointly by the Governments of the United Kingdom and France in the English Channel and the Dover Strait. It is recommended that all merchant ships of 300 gross tonnage and over participate in the scheme.

8

Defects affecting safety

8.1 Ships having defects affecting operational safety, in addition to reporting such defects by participating in the MAREP scheme, should take appropriate measures to overcome these defects before entering the Dover Strait.

9

Navigation information service

9.1 All ships navigating in the English Channel and the Dover Strait are recommended to make use of the information broadcasts made by the information services operated by the Governments of the United Kingdom and France, and to keep watch on VHF as appropriate, as set out in the MAREP scheme.

Note:

See section II of part B, section II of part C, section I of part D and part E for description of traffic separation schemes, deep-water routes, areas to be avoided and recommended directions of traffic flow involved.

1-2

RULES AND RECOMMENDATIONS ON NAVIGATION THROUGH THE STRAIT OF ISTANBUL, THE STRAIT OF C Ë ANAKKALE AND THE MARMARA SEA* 1

Use of Ships' Routeing

1.1 Vessels navigating in the Straits shall exercise full diligence and regard for the requirements of the traffic separation schemes (TSSs). 1.2 A vessel that is not able to comply with the requirements of the TSS shall inform the traffic control station well in advance. In such circumstances, the competent authority may temporarily suspend the particular TSS, or section(s) of it, and inform the vessels sailing in the area and advise them to comply with rule 9 of the International Regulations for Preventing Collisions at Sea, 1972. 1.3 In order to ensure safe transit of vessels which cannot comply with the TSS, the competent authority may temporarily suspend two-way traffic and regulate one-way traffic to maintain a safe distance between vessels.

2

Ship reporting and navigation information

2.1 All vessels entering the Straits are strongly recommended to participate in the reporting system (TUBRAP) established by the competent authority and concerning which the appropriate information has been promulgated by notices to mariners and other means. 2.2 For the purpose of efficient and expeditious traffic management, in the interest of safety of navigation and protection of the marine environment, vessels intending to pass through the Straits are strongly advised to give prior information on the size of the vessel, whether in ballast or loaded condition and whether carrying any hazardous and noxious cargo, as defined in relevant international conventions. 2.3 All vessels navigating in the Straits are recommended to make use of the information broadcasts made by the information services operated by the competent authority, and to keep watch on VHF as appropriate, in accordance with the TUBRAP scheme.

3

Pilotage

3.1 Masters of vessels passing through the Straits are strongly recommended to avail themselves of the services of a qualified pilot in order to comply with the requirements of safe navigation.

4

Daylight transit

Vessels having a maximum draught of 15 m or more and vessels over 200 m in overall length are advised to navigate the Straits in daylight.

5

Towing

Passage of a vessel under tow may only be carried out when using tugboat(s) or vessel(s) suitably equipped for the operation in order to ensure safe navigation.

6

Anchorage

28 h F b

2000 S W i

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(

li h) 1

f

When required, vessels may use the anchorages designated for this purpose.

2

M

d

_____ * Hereinafter referred to as ``the Straits''.

RULES FOR SHIPS NAVIGATING IN THE GULF OF SUEZ 1

General provisions

1.1 Ships should take into account that crossing traffic may be encountered in the traffic junction eastward of Ain Sukhna and in the precautionary area off Ras Shukheir, and should be in a high state of readiness to manoeuvre in these areas. 1.2 Exceptional care is needed, when overtaking another ship within a lane, not to enter the separation zone or force the overtaken ship to do so. 1.3 Ships navigating in the Gulf of Suez are requested to keep continuous listening watch on the Suez Gulf Traffic Information Broadcasts and report to ``SUZ'' as from 1 January 1983 any aids to navigation which are malfunctioning or are out of position and which are not already included in the Suez Gulf Traffic Information Broadcasts.

2

Rules

2.1 All ocean ships should have their radar in effective use by day and night throughout the passage between Shaker Island and Suez Port as an aid to achieving maximum feasible lane conformity and avoiding risk of collision. Particular care is required for strict adherence to the confines of relevant traffic lanes. 2.2 Ships proceeding south from Suez should be alert for tankers heading for the SUMED oil terminal off Ain Sukhna. 2.3 Northbound tankers heading for the SUMED oil terminal should report their intention of using the traffic junction off Ain Sukhna on the appropriate frequencies. 2.4 All ships north- and south-bound, when navigating through the precautionary area off Ras Shukheir or in the vicinity of the July oilfield, should avoid overtaking in the traffic lanes in these areas. 2.5 All ships proceeding in and out of Ras Shukheir oil terminal, including service and supply craft serving the oil workings in July, Ramadan and Morgan oilfields, should only cross the south- and north-bound traffic flow through the precautionary area off Ras Shukheir. Within the precautionary area local rules relating to crossing traffic apply. 2.6 Tankers leaving the Ras Shukheir oil terminal and intending to join the northbound traffic lane should only do so when no through southbound traffic is in the vicinity and should always report their movements to other ships beforehand on VHF.

3

M

d

28 h F b

2000 S W i

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(

li h) 1

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2.7 Ships anchored in the designated waiting area for Ras Shukheir should ensure that they are never less than 0.25 miles from the edge of the southbound traffic lane and should pay special regard to their correct light signals for ships at anchor. They should also show their deck lights.

RULES FOR NAVIGATION OF LADEN TANKERS OFF THE SOUTH AFRICAN COAST* 1

Laden1 tankers, when westbound, off the South African coast, should adhere to the following: .1 Laden tankers should maintain a minimum distance of 20 nautical miles off the following landmarks: .1 South Sand Bluff (International No. D4664) .2 Bashee River (Mbashe Point) (D6438) .3 Hood Point (D6420) .4 Cape Receife (D6390). .2 These tankers should then steer to pass through the westbound or northern lanes of the traffic separation schemes off the FA Platform and the Alphard Banks and then maintain a minimum distance of 20 nautical miles from the following landmarks: .1 Cape Agulhas (D6370) .2 Quoin Point (D6322) .3 Cape Point (D6120) .4 Slangkop Point (D6110) .5 Cape Columbine (D5810).

2 Laden tankers, when eastbound off the South African coast, should similarly maintain a minimum distance of 25 nautical miles when passing the points listed in 1.1 and 1.2 and, when between Cape Agulhas and Cape Receife, steer a course to pass through the eastbound or southern lanes of the traffic separation schemes off the Alphard Banks and FA Platform.

Exemptions The following exemptions to the laden tanker rules apply: .1 Vessels calling at Cape Town (Table Bay) to rendezvous with service craft or helicopters should follow the recommended routes until, in the case of laden tankers when proceeding westbound, Cape Point Light bears 0008(T) 6 20 nautical miles, thence altering course to position Slangkop Point Light 0708(T) 6 20 nautical miles. From this position, course may be altered to the rendezvous area 5 nautical miles to the west of Green Point Light (D5900) (replenishment area shown on chart SAN 1013). .2 Laden tankers engaged on voyages solely between ports in the Republic of South Africa are exempted from the provisions in paragraphs 1 and 2 of these regulations and are to maintain a minimum distance of 10 nautical miles off salient points of the coast, subject to weather, sea and current conditions, when setting courses to their ports of loading and discharging. .3 During the winter season (16 April to 15 October), westbound laden tankers should maintain the minimum distance of 20 nautical miles off the appropriate landmarks in paragraph 1.1. However, on approaching the winter zone, they may remain within the summer zone as close to the separation line as possible, and for the minimum period necessary, to ensure that they can remain on their summer load line throughout. In the vicinity of the Alphard Banks and the FA Platform, they are to adjust their course to pass through the westbound traffic lanes.

2000 S W i

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h) 1

f

3

4

M

d

28 h F b

_____ * Date of implementation: 0000 hours UTC on 1 December 1998. 1 Definition: laden tanker means any tanker other than a tanker in ballast having in its cargo tanks residual cargo only.

RULES FOR VESSELS NAVIGATING THROUGH THE STRAITS OF MALACCA AND SINGAPORE* I

Definitions

For the purpose of these Rules the following definitions shall apply: 1

A vessel having a draught of 15 metres or more shall be deemed to be a deep-draught vessel.

2

A tanker of 150,000 dwt and above shall be deemed to be a very large crude carrier (VLCC).

Note: The above definitions do not prejudice the definition of ``vessel constrained by her draught'' described in rule 3(h) of the International Regulations for Preventing Collisions at Sea, 1972.

II

General provisions

1

Deep-draught vessels and VLCCs shall allow for an under-keel clearance of at least 3.5 metres at all times during the entire passage through the Straits of Malacca and Singapore and shall also take all necessary safety precautions, when navigating through the traffic separation schemes.

2

Masters of deep-draught vessels and VLCCs shall have particular regard to navigational constraints when planning their passage through the Straits.

3

All deep-draught vessels and VLCCs navigating within the traffic separation schemes are recommended to use the pilotage service of the respective countries when they become available.

4

Vessels shall take into account the precautionary areas where crossing traffic may be encountered and be in a maximum state of manoeuvring readiness in these areas.

III

Rules

Rule 1

Eastbound deep-draught vessels shall use the designated deep-water routes.

Rule 2

Eastbound deep-draught vessels navigating in the deep-water routes in Phillip Channel and Singapore Strait shall, as far as practicable, avoid overtaking.

Rule 3

All vessels navigating within the traffic separation scheme shall proceed in the appropriate traffic lane in the general direction of traffic flow for that lane and maintain as steady a course as possible, consistent with safe navigation.

Rule 4

All vessels having defects affecting operational safety shall take appropriate measures to overcome these defects before entering the Straits of Malacca and Singapore.

Rule 5

In the event of an emergency or breakdown of a vessel in the traffic lane the vessel shall, as far as practicable and safe, leave the lane by pulling out to the starboard side.

Rule 6

(a)

Vessels proceeding in the westbound lane of the traffic separation scheme `Ìn the Singapore Strait'' when approaching Raffles Lighthouse shall proceed with caution, taking note of the local warning system, and, in compliance with rule 18(d) of the International Regulations for Preventing Collisions at Sea, 1972, avoid impeding the safe passage of a vessel constrained by her draught which is exhibiting the signals required by rule 28 and which is obliged to cross the westbound lane of the scheme in order to approach the single-point mooring facility (in approximate position 01811'.42 N, 103847'.50 E) from Phillip Channel.

(b)

Vessels proceeding in the traffic separation schemes, when approaching any of the precautionary areas, shall proceed with caution, taking note of the local warning system, and, in compliance with rule 18(d) of the International Regulations for Preventing Collisions at Sea, 1972, avoid impeding the safe passage of a vessel constrained by her draught which is exhibiting the signals required by rule 28 and which is obliged to cross that precautionary area.

(c)

Information relating to the movement of ships constrained by their draught as referred to in paragraphs (a) and (b) above will be given by radio broadcasts. The particulars of such broadcasts are promulgated by Notices to Mariners. All vessels navigating in the area of the traffic separation scheme should monitor these radio broadcasts and take account of the information received.


5-1

Rule 7

VLCCs and deep-draught vessels navigating in the Straits of Malacca and Singapore shall, as far as it is safe and practicable, proceed at a speed of not more than 12 knots over the ground in the following areas: (a)

At One Fathom Bank traffic separation scheme;

(b)

deep-water routes in the Phillip Channel and in Singapore Strait; and

(c)

westbound lanes between positions 01812'.51 N, 103852'.25 E and 01811'.59 N, 103850'.31 E and between position 01811'.13 N, 103849'.18 E and 01808'.65 N, 103844'.40 E.

Rule 8

All vessels navigating in the routeing system of the Straits of Malacca and Singapore shall maintain at all times a safe speed consistent with safe navigation, shall proceed with caution, and shall be in a maximum state of manoeuvring readiness.

Rule 9

(a)

Vessels which are fitted with VHF radio communication are to participate in the ship reporting system adopted by the Organization.

(b)

VLCCs and deep-draught vessels navigating in the Straits of Malacca and Singapore are advised to broadcast, eight hours before entering the traffic separation schemes, navigational information giving name, deadweight tonnage, draught, speed and times of passing One Fathom Bank Lighthouse, Raffles Lighthouse and Horsburgh Lighthouse. Difficult and unwieldy tows are also advised to broadcast similar information.

Rule 10

All vessels navigating in the Straits of Malacca and Singapore are requested to report by radio to the nearest shore authority any damage to or malfunction of the aids to navigation in the Straits, or any aids out of position in the Straits.

Rule 11

Flag States, owners and operators should ensure that their vessels are adequately equipped in accordance with the appropriate international conventions/recommendations.

IV

WARNING

Mariners are warned that local traffic could be unaware of the internationally agreed regulations and practices of seafarers and may be encountered in or near the traffic separation schemes, and should take any precautions which may be required by the ordinary practice of seamen or by the special circumstances of the case.

5-2

NAVIGATION IN THE VICINITY OF THE GRAND BANKS OF NEWFOUNDLAND All ships proceeding on voyages in the vicinity of the Grand Banks of Newfoundland shall avoid, as far as practicable, the fishing banks of Newfoundland north of latitude 438 N and pass outside regions known or believed to be endangered by ice.

6

INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974, AS AMENDED Regulation V/8-1 ± Ship reporting systems (a)

(b)

(c)

(d)

Ship reporting systems contribute to safety of life at sea, safety and efficiency of navigation, and protection of the marine environment. A ship reporting system, when adopted and implemented in accordance with the guidelines and criteria developed by the Organization* pursuant to this regulation, shall be used by all ships, or certain categories of ships or ships carrying certain cargoes in accordance with the provisions of each system so adopted. The Organization is recognized as the only international body for developing guidelines, criteria and regulations on an international level for ship reporting systems. Contracting Governments shall refer proposals for the adoption of ship reporting systems to the Organization. The Organization will collate and disseminate to Contracting Governments all relevant information with regard to any adopted ship reporting system. This regulation and its associated guidelines and criteria do not apply to any warship, naval auxiliary or other vessel owned or operated by a Contracting Government and used, for the time being, only on government non-commercial service; however, such ships are encouraged to participate in ship reporting systems that have been adopted in accordance with this regulation. The initiation of action for establishing a ship reporting system is the responsibility of the Government or Governments concerned. In developing such systems, provisions of the guidelines and criteria developed by the Organization* shall be taken into account.

(e)

Ship reporting systems not submitted to the Organization for adoption do not necessarily need to comply with this regulation. However, Governments implementing such systems are encouraged to follow, wherever possible, the guidelines and criteria developed by the Organization.* Contracting Governments may submit such systems to the Organization for recognition.

(f)

Where two or more Governments have a common interest in a particular area, they should formulate proposals for a co-ordinated ship reporting system on the basis of agreement between them. Before proceeding with a proposal for adoption of a ship reporting system, the Organization shall disseminate details of the

proposal to those Governments which have a common interest in the area covered by the proposed system. Where a co-ordinated ship reporting system is adopted and established, it shall have uniform procedures and operations. (g)

After adoption of a ship reporting system in accordance with this regulation, the Government or Governments concerned shall take all measures necessary for the promulgation of any information needed for the efficient and effective use of the system. Any adopted ship reporting system shall have the capability of interaction and the ability to assist ships with information when necessary. Such systems shall be operated in accordance with the guidelines and criteria developed by the Organization* pursuant to this regulation.

(h)

The master of a ship shall comply with the requirements of adopted ship reporting systems and report to the appropriate authority all information required in accordance with the provisions of each system.

(i)

All adopted ship reporting systems and actions taken to enforce compliance with those systems shall be consistent with international law, including the relevant provisions of the United Nations Convention on the Law of the Sea.

(j)

Nothing in this regulation or its associated guidelines and criteria shall prejudice the rights and duties of Governments under international law or the legal regime of international straits.

(k)

The participation of ships in accordance with the provisions of adopted ship reporting systems shall be free of charge to the ships concerned.

(l)

The Organization shall ensure that adopted ship reporting systems are reviewed under the guidelines and criteria developed by the Organization.*

*

Refer to the Guidelines and criteria for ship reporting systems, adopted by the Maritime Safety Committee of the Organization by resolution MSC.43(64). Refer also to the General principles for ship reporting systems and ship reporting requirements, including guidelines for reporting incidents involving dangerous goods, harmful substances and/or marine pollutants, adopted by the Organization by resolution A.851(20).

1

Section I MANDATORY SHIP REPORTING SYSTEMS 1: 2: 3: 4: 5: 6: 7: 8: 9:

In the Great Belt Traffic area The Dover Strait/Pas de Calais Off Ushant Off Finisterre In the Strait of Gibraltar traffic separation scheme area In the Strait of Bonifacio In the Straits of Malacca and Singapore In the Torres Strait and the Inner Route of the Great Barrier Reef Systems for protecting North Atlantic right whales in sea areas off the north-eastern and south-eastern coasts of the United States

CAUTION: The chartlets are for illustrative purposes only and must not be used for navigation. Mariners should consult the appropriate nautical publications and charts for up-to-date details on aids to navigation and other relevant information. WARNING: The geographical positions given in the descriptions of the reporting systems are only correct for charts using the same geodetic datum as the reference charts indicated under each scheme. Charts published by other hydrographic offices may use a different geodetic datum, as may new editions of the reference charts published after the adoption of the reporting system.

I

I/ii

INDEX

80˚

MANDATORY SHIP REPORTING SYSTEMS

1: In the Great Belt Traffic area 2: The Dover Strait/Pas de Calais 3: Off Ushant 4: Off Finisterre 5: In the Strait of Gibraltar traffic separation scheme area 6: In the Strait of Bonifacio 7: In the Straits of Malacca and Singapore 8: In the Torres Strait and the Inner Route of the Great Barrier Reef 9: Off the north-eastern and south-eastern coasts of the United States

Arctic Circle

60˚

1

2 3 4

6

9

40˚

5 9

Tropic of Cancer

20˚

7

Equator

0˚

Tropic of Capricorn

20˚

8

40˚


180˚

160˚

140˚

120˚

100˚

80˚

60˚W

40˚

20˚

0˚

20˚

40˚

60˚E

80˚

100˚

120˚

140˚

160˚

180˚

IN THE GREAT BELT TRAFFIC AREA 1

Categories of ships required to participate in the system

1.1

Ships required to participate in the ship reporting system in the Great Belt Traffic (GBT) area: ± ships with a gross tonnage equal to or exceeding 50 GT; and ± all ships with an air draught of 15 m or more.

2

Geographical coverage of the system and the number and edition of the reference chart used for the delineation of the system

2.1 The reporting system covers an area of the central part of the Great Belt 26 nautical miles long. The area lies within the boundaries as shown on the chartlet given in appendix 2. The boundaries are identical with the reporting lines stated in paragraph 3.3.1. 2.2 The reference charts are Danish charts Nos. 141 (13th edition), 142 (14th edition) and 143 (11th edition) (Datum: World Geodetic System 1984, WGS 84), which provide large-scale coverage of the VTS area. 3 3.1

Format, content of reports, times and geographical positions for submitting reports, Authority to whom reports should be sent and available services Format

3.1.1 The ship report to the VTS Centre shall be drafted in accordance with the format shown in appendix 1. The information requested from ships is derived from the Standard Reporting Format shown in paragraph 2 of the appendix to the annex to IMO resolution A.648(16). 3.2

Content

3.2.1 The report required from a ship entering the VTS area contains only information which is essential to achieve the objectives of the system, i.e.: .1 the ship's name, call sign and position is needed for establishing the identity of the ship (letters A, B, C or D); .2 the ship's course, speed, information as to whether a pilot is embarked and information about deficiencies are considered to be important pieces of information in order to be able to service the safe navigation of the ship (letters E, F, J, Q); .3 the ship's route (Eastern or Western Channel), its deadweight tonnage and air draught are essential pieces of information for the efforts to protect the West Bridge (letters L, U).

3.4.1 The Danish Navy is the VTS authority responsible for the vessel traffic service in the ``Great Belt Traffic'' (GBT) area, its operation and training of its personnel. 3.5.1 The GBT provides an information service to shipping in the area. The service is based on information from radar stations, electro-optic sensors, VHF bearings, radio reports from ships and Danish coastal radio stations and compilation of meteorological and hydrographical data. 3.5.2 Detected and identified ships are monitored by radar, which does not release ship masters from their responsibility for the navigation of their ship. 4

Information to be provided to participating ships and procedures to be followed

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4.1 The GBT provides information to shipping about specific and urgent situations which could cause conflicting traffic movements and other information concerning safety of navigation, for instance information about weather, current, ice, water level, navigational problems or other hazards.

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Services offered

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3.5

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Authority

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3.4

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3.3.1 Ships shall submit their reports when entering the VTS area defined by the following reporting lines, which are also identical to the boundaries of the VTS area: Southbound ships: When passing latitude 55835'.00 N. Northbound ships: When passing a line connecting the following points: Stigsnñs: 55812'.00 N, 011815'.50 E (Gulf Oil's pier); Omù: 55808'.40 N, 011809'.20 E (érespids, Omù); Hov: 55808'.80 N, 010857'.40 E (Hov Iso. Light); Langeland W: 55800'.00 N, 010848'.80 E (south of Korsebùlle Rev); Thurù Rev: 55801'.20 N, 010844'.10 E (Thurù Rev Lightbuoy).

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Position for submitting reports

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3.3

4.2 Information of general interest to shipping in the area will be broadcasted by GBT on VHF channel 11 and will be preceded by an announcement on channel 16. All ships navigating in the area should listen to the announced broadcast. 4.3 If a ship needs to anchor due to breakdown, low visibility, adverse weather, changes in the indicated depth of water, etc., GBT can recommend suitable anchorages in the VTS area. The anchorages are marked on the nautical charts covering the area and are shown in the chartlet (see appendix 2). 5

Communication required for the system, frequencies on which reports should be transmitted and information to be reported

5.1 Voice communications between the VTS Centre and shipping is provided by a combination of VHF, HF and CB radio transceivers distributed around the remote sensor sites. 5.2 The call to GBT shall preferably be made on VHF, channel 11 or 10, and the report shall be transmitted on that channel or any other available channel as assigned by GBT. GBT is monitoring the VHF channels 16, 11 and 10. 5.3 If a ship is unable to communicate on VHF it should, if possible, report to GBT via a Danish coastal radio station two hours prior to passage of the bridge area. This report, which shall be sent as a message with the system identifier ``GBT'', shall also inform GBT of other communication methods. The transmission is free of charge. The language used for communication shall be Danish or English. 5.4 The report required from a ship entering the VTS area shall contain the following information as mentioned under paragraph 3.2.1 and appendix 1: A Ship's name and call sign; C or D position; E course (north- or south-bound); F speed; J pilot embarked; L ship's route (Eastern or Western Channel); Q defects and deficiencies which restrict manoeuvrability; and U deadweight tonnage and air draught. 6 6.1

Relevant rules and regulations in force in the area of the system Regulations for Preventing Collisions at Sea

6.1.1 The International Regulations for Preventing Collisions at Sea are applicable throughout the GBT area. 6.2

Traffic separation scheme ``Between Korsoer and Sprogoe''

6.2.1 The traffic separation scheme ``Between Korsoer and Sprogoe'', situated in the narrows of the Eastern Channel between the islands of Sjñlland and Fyn, has been adopted by IMO, and rule 10 of the International Regulations for Preventing Collisions at Sea therefore applies. 6.3.1 Passage through the navigation lanes at the West Bridge is allowed only for ships below 1,000 tonnes deadweight and with an air draught of less than 18 m.

6.4.2 Resolution A.620(15) also recommends that ships with a draught of 13 m or more or carrying radioactive materials passing through the entrances to the Baltic Sea use for the passage the pilotage services locally established by the coastal States.

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6.5.1 Harbours within the VTS area are covered by provisions about mandatory pilotage for certain ships bound for or coming from Danish harbours. Mandatory pilotage applies to oil tankers of 1,500 tons deadweight and upwards, all chemical tankers carrying dangerous liquefied chemicals in bulk, all gas carriers and ships carrying a shipment of radioactive materials. Exempted from the mandatory pilotage are ships of which the masters have sailed on at least five occasions during the past six months in the same area with the same ship.

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Mandatory pilotage

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6.5

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6.4.1 IMO resolution A.620(15), Navigation through the entrances to the Baltic Sea, adopted on 19 November 1987, recommends that ships of over 40,000 tonnes deadweight and ships, irrespective of size and draught, carrying radioactive materials when passing through the entrances to the Baltic Sea should participate in the ship reporting system (SHIPPOS) operated by the Government of Denmark.

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IMO resolution A.620(15)

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6.4

f

West Bridge

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6.3

7

Shore-based facilities to support operation of the system

7.1

Shore-based facilities

7.1.1 The Centre is situated at the Naval Regional Centre at Korsùr. The VTS system comprises five remote sensor sites and one control centre (VTS Centre). The sites provide surveillance of the VTS area using a combination of radar, radio direction-finding and electro-optic sensors. 7.1.2 An integrated network of three marine navigational radar systems provides surveillance of the VTS area. The radar tracker and display systems are optimized for the specific range of tasks appropriate to VTS operation, i.e. tracking ships and navigational aids (buoys, etc.). 7.1.3 All of the sensors mentioned below will be controlled by and monitored at the VTS Centre, where data and information are collected, compiled and displayed. 7.1.4 There are four operator consoles in the VTS Centre, one of which is intended for system maintenance and diagnostic purposes, which allows these activities to be carried out without disruption of normal operations. The operator can from each of the consoles control, monitor and display the status of all of the VTS sensors. The VTS Centre will at all times be manned with a duty officer and two operators. 7.2

Radar, electro-optic (E/O) facilities and other sensors

7.2.1 Information necessary to evaluate the activities within the VTS area is compiled via VTS area remotecontrolled sensors comprising: 3 high-resolution radar systems; 2 infra-red sensor systems (IR); 2 low-light-level TV systems (LLLTV); 4 daylight TV systems; 3 VHF communication systems; 1 HF communication system; 1 CB communication system; 2 DF systems; and meteorological and hydrographical sensors. 7.2.2 In order to obtain the maximum benefit from each system, the various sensors are placed as follows: Site 1: Romsù island (IR, daylight TV); Site 2: Maale, east coast of Fyn (radar, VHF communications and DF); Site 3: Sprogù island (radar, VHF, HF, CB communications, MET & HYD sensors); Site 4: Hov, Langeland (radar, IR, daylight TV, VHF communications and DF); Site 5: West Bridge (LLLTV, daylight TV); 7.2.3 Data communications between the remote sites and the VTS Centre will be made via a standard 64 kbit/s Kilostream data link and a low-bit-rate channel (9.6 kbaud).

7.4

Radiocommunication facilities

The radiocommunications equipment at the VTS Centre consists of six VHF radios, including DSC facilities, one HF radio and one CB radio in order to be able to detect and identify distress messages from ships. 8

Information concerning the applicable procedures if the communication facilities of the shore-based Authority fail

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8.1 In the event that the radiocommunication system or the radar system at the VTS Centre break down it will, via portable VHF, be possible to continue the operation by handing over the responsibility to the VTS Guard Vessel, which at all times is stationed in the VTS area and capable of fulfilling the main objectives of the VTS.

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7.3.2 The training of the personnel comprises an overall study of the navigation safety measures established in Danish waters and in particular Route T and the VTS area, including a study of the relevant international (IMO) and national provisions with respect to safety of navigation. The training also includes thorough real-time simulations in different ship bridge simulators. The trainees are trained as well in navigating ships through the VTS area as servicing shipping from the VTS Centre.

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7.3.1 The VTS Centre will be staffed by civilian personnel (officer's rank), all experienced as watchkeeping officers in the Danish merchant fleet. The duty officers hold a master's certificate and the operators hold a master's or a chief mate's certificate.

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Personnel qualifications and training

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7.3

8.2 The Guard Vessel is equipped with six VHF sets, of which three are portable, and two radars, one of which has ARPA capabilities. Further, it is equipped with ECDIS, which displays radar targets. 8.3 The Guard Vessel's crew is trained weekly in taking over the responsibility of operation from the VTS Centre (radar tracks and VHF communication) and later handing back the new and updated situation to the VTS Centre.

SUMMARY OF SHIP REPORTING SYSTEM IN THE GREAT BELT 1

Ships required to participate: ± ships with a gross tonnage equal to or exceeding 50 GT and ± all ships with an air draught of 15 m or more.

2

Position for submitting reports: Southbound ships: When passing latitude 55835'.00 N. Northbound ships: When passing a line connecting the following points: Stigsnñs: 55812'.00 N, 011815'.50 E (Gulf Oil's pier); Omù: 55808'.40 N, 011809'.20 E (érespids, Omù); Hov: 55808'.80 N, 010857'.40 E (Hov Iso. Light); Langeland W: 55800'.00 N, 010848'.80 E (south of Korsebùlle Rev); Thurù Rev: 55801'.20 N, 010844'.10 E (Thurù Rev Lightbuoy).

3

Reference charts

Danish charts Nos. 141 (13th edition) and 142 (14th edition) (Datum: World Geodetic System 1984, WGS 84). 4

Reporting format System identifier: GBT (Great Belt Traffic) Data to be transmitted: Designator Information A Ship's name and call sign; B Time; C/D Position; E Course (north- or south-bound); F Speed; J Pilot embarked; L Ship's route (Eastern or Western Channel); Q Defects and deficiencies which restrict manoeuvrability; U Deadweight tonnage and air draught.

5

Authority receiving the report Communication

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Reports shall be sent on VHF, channel 11 or 10.

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VTS Centre Great Belt Traffic.

Appendix 1 Drafting of radio reports to the VTS ``Great Belt Traffic'' area Designator

Function GBT Ship

Name and call sign

B

Time (UTC)

Only if report has been transmitted via coastal radio station

C

Position

Geographical position by two 4-digit groups; or

D

Position

True bearing and distance given in nautical miles from an identifiable point (state name)

E

Course

North- or south-bound

F

Speed

In knots (2-digit group)

J

Pilot

State whether a pilot is on board (e.g. PILOT EMBARKED)

L

Route information

State which channel the ship intends to pass (Eastern or Western Channel)

Q

Deficiencies

Brief details of defects, deficiencies or restrictions of manoeuvrability

U

Tonnage (dwt)/air draught

State ship's deadweight tonnage and air draught in metres

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A

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System identifier

Information required

Appendix 2 VTS area ``Great Belt Traffic'' Lushage 45´

Route T

Rosnaes

40´

Asnae s

N limit of VTS area

35´

T ute Ro

Sjælland

Romso 55° 30´

Maale

Musholm

ute

Ro

Kerteminde

T

Eastern Channel

25´

No.1

Fyn

Sprogo Nyborg

st We

Halsskov Korsor VTS Centre

ge

d

Bri

20´

Ro ute

Knudshoved

T 15´

No.2

Agerso

DW

ea

v

Omo

Ho

f

Stigsnaes

10´

ar

V

(f

S limit of

TS

h) 1

Vresen

an

i

d

of VS limit TS are a

te

H

ou

Lolland

R 40´

50´

11°

10´

20´

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d

30´

97265

La

ng

el

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55°

28 h F b

Thuro

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Route H

5´

IN THE DOVER STRAIT/PAS DE CALAIS* 1


Ships of 300 gross tonnage and over are required to participate in the system. This threshold is the same as used in the existing voluntary MAREP scheme (SN/Circ.167, annex, page 4). Within the coverage area, these arrangements replace the existing MAREP scheme for ships of 300 gross tonnage and over. However, ships of less than 300 gross tonnage should continue to make reports under the existing voluntary arrangements in circumstances where they: . are ``not under command'' or at anchor in the TSS or its ITZs; . are ``restricted in their ability to manoeuvre''; or . have defective navigational aids. The MAREP arrangements outside the coverage area of this system remain unchanged. 2


The system covers a 65-mile stretch of the Dover Strait/Pas de Calais and is bounded by a line to the east drawn from North Foreland to the border between France and Belgium; and by a line to the west drawn from the Royal Sovereign Light Tower, through the Bassurelle Light Buoy (at its assigned position of 50832'.80 N, 000857'.80 E) to the coast of France. The reference charts are British Admiralty charts 2449 (1998 edition, scale 1:150,000) and 2451 (1991 edition, scale 1:150,000), and also chart 7312 of the French Navy Hydrographic and Oceanographic Service (INT 1072) (1994 edition, scale 1:375000). Also relevant is the British Admiralty chart 5500 ± Mariners' Routeing Guide English Channel and Southern North Sea and the French Navy Hydrographic and Oceanographic Service (SHOM) chart 8001 ± Guide pour la preÂparation de la traversee de la Manche. The area of the reporting system is covered by modern hydrographic surveys and areas of unstable sea-bed are regularly resurveyed to ensure navigational safety. 3

Format and content of reports, times and geographical positions for submitting reports, Authority to whom reports should be sent and available services

The reports required from ships entering the area covered by the system are position reports similar to the existing MAREP/POSREP arrangements. The short title for the ship report is CALDOVREP. Reports should be made using VHF voice transmissions. However, when reporting to DOVER COASTGUARD, ships can fulfil the reporting requirements of a CALDOVREP through the use of automatic ship identification transponders approved by the Organization. A ship may elect, for reasons of commercial confidentiality, to communicate that section of the report which provides information on cargo by non-verbal means prior to entering the system. 3.1

Format

The information given below is derived from the format-type given in paragraph 2 of the appendix to resolution A.851(20).

Note: On receipt of a position message, the VTS operators will establish the relationship between the ship's position and the information supplied by the position-fixing equipment available to them. Information on course and speed will help operators to identify one ship among a group of ships. This will be achieved automatically if a transponder is used.

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A report from a ship to the shore-based authorities should contain the following information to achieve the objectives of the system: A Name of the ship, call sign, IMO identification number (or MMSI for transponder reports) C or D Position (expressed in latitude and longitude or bearing to and distance from a landmark). E and F Course and speed of the ship. O Vessel's draught. L Route information P Hazardous cargo, class and quantity, if applicable. Q or R Breakdown, damage and/or deficiencies affecting the structure, cargo or equipment of the ship or any other circumstances affecting normal navigation in accordance with the provisions of the SOLAS and MARPOL Conventions.

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Content

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* Date of implementation: 0000 hours UTC on 1 July 1999.

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3.2

3.3

Geographical position for submitting reports

North-eastbound traffic should report to GRIS NEZ TRAFFIC on the French coast 2 nautical miles before crossing the line from the Royal Sovereign Light Tower, through the Bassurelle Light Buoy (at its assigned position of 50832'.8 N, 000857'.8 E) to the coast of France. South-westbound traffic should report to the shore at DOVER COASTGUARD on the English coast when within VHF range of North Foreland and not later than when crossing the line drawn from North Foreland to the border between France and Belgium (see appendix). 3.3.1 Crossing traffic Reports to the nearer of the two shore stations should be made on departure from a port within the coverage area. Recognizing that cross-Channel ferries generally operate according to published schedules, special reporting arrangements can be made on a ship-by-ship basis, subject to the approval of both GRIS NEZ TRAFFIC and DOVER COASTGUARD. Further reports should be made to the relevant shore station whenever there is a change of navigational circumstance, particularly in relation to items Q and R of the reporting format. 3.4

Authority

The shore-based Authorities are the Regional Centre for Surveillance and Rescue Operations, CROSS Gris Nez (call sign: GRIS NEZ TRAFFIC) ± provided by the French Ministry with responsibility for maritime navigation, and the Maritime Rescue Co-ordination Centre, MRCC Dover (call sign: DOVER COASTGUARD) ± provided by HM Coastguard, which is part of the United Kingdom's Department of the Environment, Transport and the Regions. Both Gris Nez and Dover sites monitor shipping in the TSS in the Dover Strait/Pas de Calais using radar, and each provides regular information about weather and navigational hazards as part of the joint Channel Navigation Information Service (CNIS). Information is broadcast at the following times and on the following frequencies: Station

Frequency

Gris Nez

VHF channel 79

Times

Additional broadcasts in times of poor visibility

H + 10

H + 25

H + 40

H + 55

(call sign: GRIS NEZ TRAFFIC) Dover

VHF channel 11

(call sign: DOVER COASTGUARD) Information broadcasts will be preceded by an announcement on VHF channel 16 and broadcasts from both stations will end with a reminder about the time of the next broadcast and the VHF frequency on which it will be made.

The ship reports can be made by voice on VHF radio using channel 13 (GRIS NEZ TRAFFIC) or channel 11 (DOVER COASTGUARD). Ship reports to DOVER COASTGUARD can alternatively be made by automatic ship-identification transponder, where available, using a suitably adapted DSC facility on VHF channel 70, or by equipment conforming to the standards adopted for the Universal AIS Transponder. Confidential information may be transmitted by other means. 6

Relevant rules and regulations in force in the area of the system

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Ships carrying dangerous or hazardous cargoes and bound to or from any port within the proposed reporting area must comply with the European HAZMAT Directive (EC Directive 93/75).

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The International Regulations for Preventing Collisions at Sea, 1972 (as amended) apply throughout the reporting area. In particular, rule 10 of those Regulations applies to the IMO-adopted TSS.

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The radiocommunications equipment required for the system is that defined in the GMDSS for sea area A1.

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Radiocommunications requirements for the system, frequencies on which reports should be transmitted and information to be reported

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5

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If necessary, individual information can be provided to a ship, particularly in relation to positioning and navigational assistance.

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Information to be provided to participating ships

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4

In addition to these international requirements, the Joint Decree of the PreÂfeÂt maritime de l'Atlantique and the PreÂfeÂt maritime de la Manche et de la Mer du Nord (No. 92/97 ± Brest, No. 03/97 ± Cherbourg) control navigation in the approaches to the French coast in the North Sea, the English Channel and the Atlantic in order to prevent accidental marine pollution. The Regulations make provision, in particular, for ships transporting hydrocarbons (MARPOL Annex I), harmful liquid substances (MARPOL Annex II), noxious substances (MARPOL Annex III), or dangerous goods (IMDG Code), preparing to pass through or remain in French territorial waters, to send an advance report to the appropriate CROSS five hours before entering territorial waters, or six hours before departure. The message sent to the CROSS must make clear the ship's intended movements in territorial waters and the status of its ability to manoeuvre and navigate. The same Regulations require ships to monitor VHF channel 16 or other specific frequencies in certain areas, and require the reporting of any accident within 50 miles of the French coast and the taking of any action required by the maritime Authorities to reduce risks. The United Kingdom has established a pollution control zone under the Merchant Shipping (Prevention of Pollution) (Limits) Regulations 1996. The proposed reporting area is included within those limits. Ships causing pollution within the area can be prosecuted and fined more than £250,000. 7

Shore-based facilities to support operation of the system DOVER COASTGUARD

The Channel Navigation Information Service (CNIS) has radar, an information processing and retrieval system (IPRS), access to the United Kingdom's HM Coastguard operational radiocommunications, VHF directionfinding (DF), radio VHF Digital Selective Calling (DSC), and Automatic Identification System (AIS) facilities. The CNIS supports the primary responsibilities of preserving safety of life at sea and co-ordinating responses to incidents. 7.1

CNIS facility

The CNIS processing and display system receives inputs from the radar and VHF DF equipment, processes the information and presents it on any or all of six displays. Each display shows processed images (tracks) from any of the three radar inputs overlaid on a synthetic map of a selected area. New targets entering radar range are automatically tagged with a unique track number. The position, course and speed information of up to 300 tracks is automatically updated and recorded, for each of the three radars, throughout the vessel's passage through the CNIS area, giving the CNIS a 900-track capability. DOVER COASTGUARD maintain a continuous watch on traffic in the Dover Strait/Pas de Calais. Operators can add vessel information to the associated IPRS database (such as name and cargo) and can display that supporting information on a separate screen. CNIS is capable of providing an automatic alarm to identify any track which strays into an unauthorised area. VHF DF vectors appear when a VHF radio transmits on the frequency selected on the VHF DF equipment. Recording equipment automatically stores information from all tracks, which can either be replayed on the system or specific track movements can be plotted onto an A0-size sheet of paper. CNIS operators have access to Lloyd's Register and hazardous cargo data on a separate computer.

. Fairlight ± The antenna is 126 m above mean ordnance datum and covers the area from Dover to the western boundary of the CNIS area. Data from the Margate and Fairlight radars are transmitted to DOVER COASTGUARD via microwave links. The radars have a maximum operational range of 75 nautical miles, although the operational range of each radar is limited by radar video units to 35 nautical miles to prevent the track table from filling up with vessels which are not entering the CNIS area. 7.3

VHF DF facilities

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The CNIS automatically displays vectors generated from the DF systems at Dover, Fairlight, North Foreland, Mont St. Frieux and Cap Gris Nez. All of the DF systems may be set to one of a number of the VHF channels used in the area. In parallel, channel 16 receivers monitor the distress channel, should a distress call be sent.

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. Dover ± The antenna is 125 m above mean ordnance datum and covers the area from North Foreland to Hastings; and

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. Margate ± The antenna is 118 m above mean ordnance datum and covers the area from the southern area of the North Sea to Dover;

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Three surveillance radars cover the CNIS area and the area of the mandatory ship reporting system. These are TERMA dual X-band systems, each comprising main and back-up transceivers (type 232075) and a single antenna. The radars are located at:

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Radar facilities

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7.2

7.4


Radiocommunications terminals are sited in the consoles of the MRCC Dover Operations Room. VHF radio receivers are located at Dover, while their associated transmitters are at West Hougham (near Folkestone) to gain optimum coverage of 13 VHF channels. MF is also fitted at Dover. Other VHF transmitters are fitted at Fairlight and North Foreland radio sites and are controlled via land lines. The VHF channels used are: . VHF Air (AM) on 132.65 MHz . channel 0 (SAR); . channel 6 (inter-ship/scene of search for SAR); . channel 9 (pilotage) ± receive only; . channel 10 (counter-pollution); . channel 11 (port operations and CNIS) ± continuously monitored; . channel 12 (Thames port control) ± receive only; . channel 13 (inter-ship and port operations); . channel 14 (Thames port control) ± receive only; . channel 16 (international distress) ± continuously monitored; . channel 30 (special operations); . channel 67 (small ship safety) ± secondary SAR; . channel 69 (inter-ship, port operations and CNIS) . channel 73 (channel 0 back-up); . channel 74 (Dover port control); . channel 80 (marinas); . channel 99 (Coastguard private channel). 7.5

VHF DSC facilities

A VHF channel 70 digital selective calling system has been installed as part of the GMDSS requirement. Its purpose is to provide rapid distress alerting between vessels and the shore, routine calling of vessels and AIS facilities. DSC communications are available to all operator positions at DOVER COASTGUARD. DSC takes priority over all other operations. 7.6

AIS facilities

DOVER COASTGUARD can interrogate ships fitted with transponders to gain information on their identity and position. This information is displayed as an icon on an electronic charting package covering the CNIS area. GRIS NEZ TRAFFIC Similar facilities to those at DOVER COASTGUARD are also available at GRIS NEZ TRAFFIC. The two centres act in partnership in the operation of the CNIS. GRIS NEZ TRAFFIC specifically has the following facilities.

The system at GRIS NEZ TRAFFIC allows the simultaneous monitoring of 1,000 tracks, which can be recorded and saved for up to a year. Advanced functions include alarms signalling risk scenarios, the identification of tracks infringing rule 10 of the COLREGs, the monitoring of ships which make abrupt changes of course and speed, the observation of ships entering prohibited areas, and the monitoring of ships at anchor. All situations can be recorded, archived, and replayed either on screen or in the form of a print-out. 7.9


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One station (Cap Gris Nez) has facilities to send and receive information on MF, both through radiotelegraphy and DSC on a frequency of 2187.5 kHz, which is continually monitored.

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CROSS Gris Nez is equipped with four VHF radio installations, allowing coverage of the whole of the reporting area. Each station can send or receive on: . VHF DSC channel 70 (continuously monitored) . channel 16 (continuously monitored) . channel 13 (on which ships are requested to send their reports ± again, continuously monitored)

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Particular features

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The two radar installations are linked to a single processing system, giving a complete visual display of the area covered.

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GRIS NEZ TRAFFIC is equipped with two radar installations, at: . Cap Gris Nez; and . Mont St. Frieux.

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Radar facilities

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7.7

7.10 Direction-finding equipment GRIS NEZ TRAFFIC is equipped with two VHF radio direction-finders installed at Cap Gris Nez and Mont St. Frieux, allowing VHF calls to be located precisely. Each installation can monitor two frequencies simultaneously within an accuracy of 0.58. 7.11 Personnel Both DOVER COASTGUARD and GRIS NEZ TRAFFIC are staffed by personnel experienced in the management of ship reporting systems. 8

Alternative communication if the shore-based facilities fail

The CNIS is designed with sufficient system redundancy to cope with normal equipment failure. Radars have dual transmitter/receivers, controlled either from MRCC Dover or the radar site. Radiocommunications are controlled at the MRCC. In the event of a failure there, each transmitter/receiver can be operated from the radar site. Limited coverage can also be achieved using emergency 25 W transceivers, or 5 W portable radios at DOVER COASTGUARD. If CNIS operations are jeopardised at either DOVER COASTGUARD or GRIS NEZ TRAFFIC, then the other site can assume total control. 9

Measures to be taken if a ship fails to comply with the requirements of the system

The primary objective of the system is to facilitate the exchange of information between the ship and the shore and so support safe navigation and the protection of the marine environment. All means will be used to encourage and promote the full participation of ships required to submit reports under SOLAS regulation V/8-1. If reports are not submitted and the offending ship can be positively identified, then information will be passed to the relevant Flag State Authorities for investigation and possible prosecution in accordance with national legislation. Information will also be made available to Port State Control inspectors. SUMMARY 1

Categories of ships to report

All ships of 300 gross tonnage and over. 2

When and where to report

North-eastbound traffic: To GRIS NEZ TRAFFIC on the French coast 2 nautical miles before crossing the line from the Royal Sovereign Light Tower, through the Bassurelle Buoy (at its assigned position of 50832'.80 N, 000857'.80 E) to the French coast. South-westbound traffic: To DOVER COASTGUARD on the English coast when within VHF range of North Foreland, and not later than when crossing the line drawn from North Foreland to the border between France and Belgium. Report to the nearer of the two shore stations on departure from a port within the area covered. 3

How to report

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Reporting format A Name of the ship, call sign, IMO identification number (or MMSI for transponder reports) C or D Position (expressed in latitude and longitude or bearing to and distance from a landmark) E and F Course and speed of the ship. O Vessel's draught. L Route information P Hazardous cargo, class and quantity, if applicable. Q or R Breakdown, damage and/or deficiencies affecting the structure, cargo or equipment of the ship or any other circumstances affecting normal navigation in accordance with the provisions of the SOLAS and MARPOL Conventions.

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Confidential information may be transmitted by other means.

2000 S W i

Alternatively to DOVER COASTGUARD by automatic ship-identification transponder, or using equipment conforming to the standards adopted for the Universal AIS Transponder.

f

By voice on VHF radio, using channel 13 (GRIS NEZ TRAFFIC) or channel 11 (DOVER COASTGUARD).

I/2-6 RA

EILLANCE SURV DAR

RADAR SURVEILLANCE Margate Ramsgate

NORTH SEA

North Foreland

30'

Deal

Lim

it o

DOVER COASTGUARD Dover

f VT

Sa

rea

Appendix

IU

51˚

M

Fairlight

en av wh e N

CE

am

reh

o Sh

LG

ing

AN

Calais

Rye r th Wo

FR

Dunkerque

BE

Folkstone

GRIS-NEZ TRAFFIC Mont St. Frieux

★ Boulogne

RA

R DA

. it o

SU EI LL

28 h F b

2000 S W i

Shi ' R

are

CE

1˚

30'

i

(f

h) 1

f

30'

2˚

30'

3˚

99026

d

TS

a

AN

0˚

M

30'

fV

RV

Greenwich

Le Touquet

Lim

OFF USHANT 1


Ships of more than 300 gross tonnage are required to participate in the system. This threshold is that used within the framework of the MAREP system, recently amended with regard to the categories of ships included (IMO document SN/Circ. 167, annex, page 4). 2


The reporting system covers a circular area 35 miles in radius centred on the Ile d'Ouessant (Stiff radar tower). The TSS covers the entire area. However, the Corsen/Ouessant vessel traffic service gathers all information relating to traffic within the area for which the MRCC Corsen is responsible, bounded as follows: ± to the south: parallel 47847'.90 N (via the Pointe de Penmarc'h) ± to the west: meridian 008800'.00 W ± to the north: a line connecting the positions 48850'.00 N, 008800'.00 W 49830'.00 N, 004800'.00 W 48853'.00 N, 002820'.00 W 48849'.00 N, 001849'.00 W 48837'.50 N, 001834'.00 W (Baie de Mont St. Michel) The reference chart which includes all the area of coverage for the system is the French chart No. 6989 of the Navy Hydrographic and Oceanographic Service. 3

Format and contents of report, times and geographical positions for submitting report, Authority to whom reports should be sent and available services

The reports required from ships entering the area covered by the system are position reports similar to the MAREP POSREP-type reports sent to the VTS by ships reporting within the scheme. A ship may elect, for reasons of commercial confidentiality, to communicate that section of the report which provides information on cargo by non-verbal means prior to entering the system.

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3.1 Content The report required should include: .1 information considered to be essential: ± the name of the ship, its call sign or IMO identification number, its position (letters A and C or D); ± information considered necessary; ± the course and speed of the ship (letters E and F). When they receive a position report message, the VTS operators attempt to correlate the position of the ship with the information at their disposal: ± radar echo at the position indicated ± direction-finder readings ± description of the surroundings given by the ship's watch ± position in relation to other ships (in the event of heavy traffic) ± course and speed. Information on course and speed are therefore additional elements allowing the VTS operators to correlate the position announced and, if necessary, to identify one ship among a group of ships; ± access to the north-eastbound lane of the `Òff Ushant'' traffic separation scheme is prohibited to certain cargoes (oils, noxious liquid substances MARPOL A and B in particular). In order to allow the VTS operators to monitor application of the traffic regulations within the TSS approved by IMO, ships requiring to transit in the north-eastbound lane must confirm that they are not transporting a cargo for which passage in this area is prohibited; and .2 in addition, in accordance with the provisions of the SOLAS and MARPOL Conventions, the ships must report information relating to defects, damage, deficiencies or other limitations as well as, if necessary, information relating to pollution incidents or loss of cargo.

f

The information given below is derived from the format-type given in paragraph 2 of the appendix to the annex to resolution A.648(16) of IMO.

3.2 Recipient of report The shore-based authority is the Corsen/Ouessant vessel traffic service (voice communication call sign USHANT TRAFFIC) installed at the CROSS Corsen site. The Regional Centre for Surveillance and Rescue Operations ± CROSS Corsen ± is a service provided by the Department of Maritime Affairs, a department of the Ministry of Equipment, Transport and Tourism. It combines the maritime rescue co-ordination centre (MRCC) and the VTS as well as carrying out functions for the French Administration (monitoring fishing, monitoring pollution). The VTS ± ± ±

broadcasts a regular information bulletin at H + 10 min and H + 40 min. This bulletin includes: information on traffic urgent warnings to mariners concerning the area special weather bulletins.

In addition, a regular weather bulletin is broadcast every three hours from 0150 hours UTC. This information is broadcast in French and in English on VHF channel 79 after a call on channel 16. If necessary, the VTS is capable of providing individual information to a ship, in particular with regard to positioning and navigational assistance. 4


The VTS processes the requests for anchoring made by the ships in the area for which the MRCC Corsen is responsible. Detected and identified ships are monitored by radar, which in no way releases the masters from responsibility for their navigation. The vessel traffic services in the Channel inform each other of the transit of ships, in particular those having hazardous cargoes. First, the identification for a southbound ship which has reported in accordance with the MAREP recommendations to the VTS at Jobourg is transmitted to the VTS at Corsen/Ouessant, which then sets up an HPA at the north-east racon radio beacon of the Ushant traffic separation scheme. 5

Communication requirements for the system, frequencies on which reports should be transmitted and information to be reported

The radiocommunications equipment required for the system is that defined in the GMDSS for sea area A1. The ship reports will be made by voice on VHF radio. The channels defined are channel 13, monitored permanently by the VTS, as well as channels 79 and 80, which are also used to broadcast safety information. However, information of commercial confidentiality may be transmitted by non-verbal means. The frequencies mentioned above will be used pending modifications made necessary by the use of an automatic identification system for which the draft definition of operational standards is under review. In some cases, it could be decided to use the medium-frequency band for communication with ships, according to procedures which will be specified subsequently. 6

Relevant rules and regulations in force in the area of the system

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In addition to the international regulatory scheme there are national regulations regarding vessel traffic and ship reporting. These are specifically: ± Decree No. 84/93 of the port-admiral for the Atlantic of 11 October 1993 regulating navigation in the `Òff Ushant'' TSS, the associated inshore traffic area and the fairways and waters of Fromveur, Four, Helle and Raz de Sein. Repealing a previous decree of 14 December 1978, it makes reporting mandatory for ships intending to use the north-eastbound lane of the TSS (situated in territorial waters) as well as inshore fairways. This decree repeats the provisions of the MSC document concerning the conditions for entry to the north-eastbound lane. The conditions for entry to the fairways and waterways are also specified. ± Joint prefectorial decree 326 Cherbourg/18/81 Brest of 13 May 1981 regulating navigation in the approaches to the French coast in the Channel and the Atlantic in order to prevent accidental marine pollution.

2000 S W i

The `Òff Ushant'' traffic separation scheme has been approved by IMO and therefore rule 10 applies (document MSC XXXVIII/22, annex 7, pages 7 and 8).

f

The International Regulations for Preventing Collisions at Sea are applicable throughout the area of coverage of the system.

±

This decree, concerning ships having hazardous cargoes, stipulates in particular: ± for ships intending to enter French territorial waters, mandatory ship reporting with a 6-hour advance warning. In addition to information concerning the identity of the ship, the report must specify the place and time of entry into French waters, the port arrived from and the destination, the cargo and the state of manoeuvrability and navigational capacities, ± a mandatory channel 16 VHF watch while travelling through territorial waters, ± navigation at less than 7 miles from the coast is forbidden for ships of more than 1,600 gross tonnage, ± mandatory reporting to the French shipping authorities of any damage occurring at less than 50 miles from the French coast. Within the area of applicability of the proposed system, the provisions of this decree apply more specifically in the following cases: ± transit, via the north-eastbound lane of the TSS, of a ship having a cargo which is not prohibited in this lane but which comes under the decree, ± traffic coming from or going towards the Port de Brest with hazardous cargoes. Decree No. 54/84 of the port-admiral for the Atlantic of 31 July 1984 regulating entry, movement and berthing of foreign ships in the internal waters of the second maritime region.

In addition to these provisions of a regulatory nature, also relevant are the Franco-British MAREP recommendations regarding ships of more than 300 gross tonnage and in particular those facing specific difficulties. Application of these recommendations for the Ouessant area is as follows for the VTS: ± for northbound traffic, taking account of the information transmitted by ships approaching the TSS, plotting and radar monitoring and sending to the Jobourg VTS of MAREP information for ships having hazardous cargoes or facing specific difficulties in order to allow this VTS to set up an arrival forecast for the ship at the Casquets TSS; ± for southbound traffic, prior receipt, by the Jobourg VTS, of MAREP information concerning hazardous shipping or shipping facing specific difficulties and which have reported to Les Casquets. Plotting and radar monitoring of the ships identified. 7


The VTS is also equipped with VHF air and UHF installations, allowing links with aircraft carrying out surveillance missions. A renovation of the equipment is being undertaken. With regard to radio facilities, it will include the installation of channel 70 digital selective calling VHF equipment at Stiff and at the Pointe du Raz.

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The vessel traffic service operators use VHF radio direction-finding equipment precise to within 0.58. One is installed at the Pointe du Raz, the other at the Phare de Creac'h lighthouse. On each radio direction-finder it is possible to select two different tracks.

2000 S W i

7.2 Radiocommunications facilities Surveillance staff use the radio equipment installed at the Stiff tower in the Corsen centre. The vessel traffic service has the use of four single-channel VHF transmitter/receivers. If necessary, the VTS may, from time to time, use the VHF and MHF radio equipment belonging to the MRCC. These are VHF installations at Stiff, at the Pointe du Raz and at the Corsen site.

28 h F b

7.1 Radar facilities The surveillance radar type THOMSON TRS 3405 is installed at the Stiff tower at Ouessant. The installation includes three transmitter/receivers, a main antenna and a stand-by antenna. The nominal range of the radar is 64 miles. The antenna is positioned at 110 m above the chart zero. Technical staff are permanently on duty at the tower. Radar messages are sent to the centre at Corsen via a radio-relay system where they are processed and then used by the staff on watch. The watch is carried out using visual display screens. The operators work using synthetic radar display. Each ship detected in the area of applicability has its echo noted as an automatically referenced radar track. Additional information is collected by the operators for each track identified. The vessel traffic service is equipped with a system for processing and storing radar data that allows statistics and course calculations to be printed. A complete reorganization of the processing and display chain will be carried out in the near future. The extraction and follow-up performances of the new system will be improved. Aids for the operators will form part of the new equipment. The operator will be alerted automatically as soon as violations or unusual behaviour is detected. It is also intended to add the Lloyd's file, on CD-ROM, to the ``ships'' file. It will be possible to obtain the record of a ship's track rapidly, to print texts and courses automatically and to write messages. Other databases will be used on office-type computers.

f

The Corsen/Ouessant vehicle traffic service is set up at the Regional Centre for Surveillance and Rescue Operations at Corsen. This service has radar and radio facilities.

8

Alternative communication if the communication facilities of the shore-based Authority fail

The vessel traffic service VHF radiocommunications equipment is installed at Ouessant. It includes four singlechannel transmitter/receivers plus a multi-channel transmitter/receiver on stand-by. A multi-channel transmitter/ receiver normally dedicated to the MRCC Corsen completes the installation. In the event that the radio-relay system between Stiff and Corsen breaks down, two emergency multi-channel VHF transmitter/receivers installed at the Corsen site can be used. If none of the VTS VHF equipment is operational at the Corsen Centre, it would still be possible for the naval staff on watch at Stiff to intervene, as that staff has its own radio equipment and would be able to maintain contact with the ships. It should be noted that, in the event that the surveillance radar breaks down, this watch would take over temporarily from the vessel traffic service at Corsen/Ushant, pending the arrival, by the most rapid means (helicopter), of the VTS staff on Ile d'Ouessant. A breakdown involving several of the VTS VHF radios would not remove all possibility of contact between the VTS and the ships. There is therefore no reason to provide for a specific procedure in this event. If it became necessary to establish an MHF link in the event of a breakdown at the MHF installation at the Corsen Centre, the inshore radio station, Le Conquet Radio, would be called upon.

SUMMARY 1

General

1.1

Vessels concerned: all vessels having a gross registered tonnage equal to or exceeding 300 tons.

1.2 Area on entering which the vessels should report: on entering a circular area 35 miles in radius centred on the Ile d'Ouessant (Stiff radar tower). 1.3

Reference chart: chart No. 6989 of the French Navy Hydrographic and Oceanographic Service.

The reports will be transmitted by radiotelephone in VHF on channel 13 or, in the event of failure, on channel 79, according to the information given by the Centre.

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It is proposed that the reports be transmitted in the future by automatic means when the relevant standards have been put in place by the Organization.

(f

Communication facilities

i

1.6

Shi ' R

1.5 Authority to whom the report should be sent: Regional Centre for Surveillance and Rescue Operations at Corsen/Ouessant (CROSS Corsen), call sign USHANT TRAFFIC. (In addition to the vessel traffic service (VTS), the Centre carries out the functions of a rescue co-ordination centre (RCC), call sign CROSS CORSEN.)

h) 1

f

1.4 Reporting format (in accordance with resolution A.648(16), General principles for ship reporting systems and ship reporting requirements, including guidelines for reporting incidents involving dangerous goods, harmful substances and/or marine pollutants): Name of system: OUESSREP Data to be transmitted: Heading Information A Name + call sign + IMO number C or D Position E Course F Speed P Cargo, if presence on board of potentially dangerous cargoes (for vessels in the northeastbound lane). Q Defects (if relevant) R Pollution/dangerous goods lost overboard (if relevant) In the event of defect, pollution or goods lost overboard, additional information may be requested.

Guernsey

Jersey

rsen

of ndary

area

30´

Herm Sark

Co RCC

Limit of VTS area

of M

49˚

Bou

Île de Bréhat Île de Batz

30´ Ushant I.

Pointe du Raz

FRANCE

48˚

Pointe de Penmarc’h

Île de Groix 30´

Belle Île

8˚

30´

7˚

30´

6˚

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30´

5˚

30´

4˚

OFF USHANT

d

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2000 S W i

Shi ' R

i

(f

h) 1

f

30´

3˚

30´

2˚

30´

1˚

97264

47˚

IN THE `ÒFF FINISTERRE'' TRAFFIC SEPARATION SCHEME AREA 1


Ships of the following general categories are required to participate in the reporting system: .1 All ships of 50 m or more in length overall. .2 All ships, regardless of length, carrying hazardous and/or potentially polluting cargo, as defined paragraph 1.4 of resolution MSC.43(64). .3 Ships engaged in towing or pushing another vessel where the combined length of the ship and tow pushed vessel exceeds 50 m. .4 Any category of vessel less than 50 m in length overall which is using the appropriate traffic lane separation zone in order to engage in fishing. .5 Any category of ship less than 50 m in length overall which is using the appropriate traffic lane separation zone in an emergency in order to avoid immediate danger. 2


2.1

The .1 .2 .3

in or or or

reporting system will cover the area (appendix 1) between the coast and the following lines: a bearing of 1308 (T) to Cape Villano lighthouse; a bearing of 0758 (T) to Cape Finisterre lighthouse; and the meridian of longitude 010810'.00 W.

This area includes the traffic separation scheme `Òff Finisterre'' and associated inshore traffic zones adopted by IMO resolution A.767(18). 2.2 The reference chart which includes all of the area of coverage for the system is Spanish Hydrographic Office 41. 3

Format and content of reports, times and geographical positions for submitting reports, Authority to whom reports should be sent, available services

The ship report, short title ``FINREP'', shall be made to the ship reporting centre located at Finisterre. 3.1

Format

The information requested from ships shall be provided in the standard reporting format given in paragraph 2 of the appendix to the annex to IMO resolution A.648(16). A ship may elect, for reasons of commercial confidentiality, to communicate that section of the FINREP ENTRY report which provides information on cargo (line P) by non-verbal means prior to entering the system.

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The report from a ship to the VTS should contain only information which is essential to achieve the objectives of the system: .1 Information considered essential: A Name of the ship, call sign, IMO identification number. C or D Position. G and I Last and next port of call. P Hazardous cargo, class and quantity, if applicable. Q or R Breakdown, damage and/or deficiencies affecting the structure, cargo or equipment of the ship or any other circumstances affecting normal navigation, in accordance with the provisions of the SOLAS and MARPOL Conventions. .2 Information considered necessary: E and F Course and speed of the ship. Note: On receipt of a position message, operators of the VTS will establish the relation between the ship's position and the information supplied by the facilities available to them. The information on heading and speed will facilitate the VTS operator's task of identifying a ship within a group.

f

Content

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3.2

3.3


Ships entering the area of coverage shall report to the Finisterre Traffic VTS when crossing the limits mentioned in paragraph 2.1 or when leaving the ports or anchorages in the area. To facilitate the positioning of ships and to ensure compliance with the International Regulations for Preventing Collisions at Sea, 1972, and especially rule 10 thereof, radio beacons with a range of more than 32 nautical miles have been installed on the coast, located at Mount Xastas, Cape Finisterre and Cape Villano. 3.4

Authority

The shore-based Authority is Finisterre VTS, which forms part of the Area Search and Rescue and Pollution Control Co-ordination Centre (CZCS Finisterre). The CZCS Finisterre is a Co-ordination Centre under the authority of the Spanish Government Search and Rescue and Maritime Safety Division. The Division, administered by the Ministry of Development, is entrusted, amongst other responsibilities, with providing services relating to maritime search and rescue, vessel traffic control and assistance, and prevention and control of pollution of the marine environment. 3.5

Services offered

Finisterre VTS broadcasts regular information regarding warnings to mariners and traffic, navigational and weather conditions in the area, in Spanish and in English. 4


In addition to the general information stated above, Finisterre Traffic can provide a particular vessel with information regarding her position, course and speed or the identification of the traffic in her vicinity. The ship should request this additional information.

6.1 The International Regulations for Preventing Collisions at Sea (COLREG), 1972 are applicable throughout the area of coverage of the proposed system. 6.2

The TSS `Òff Finisterre'' has been approved by IMO and therefore rule 10 of COLREG applies.

7


7.1

The .1 .2 .3 .4

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_____ * Trials of the SMCPs will commence after 6 June 1997.

M

Finisterre VTS (FINISTERRE TRAFFIC) is provided with the following facilities: Telephone, facsimile and telex communications; 2 sets of VHF radiocommunication equipment with digital selective calling (DSC); 1 set of radiocommunication equipment in MF/HF bands with DSC; 2 sets of radiocommunication equipment with radiotelex in MF/HF bands;

(f

Rules and regulations in force in the area of the system

i

6

Shi ' R

The radiocommunication equipment required for the system is that defined in the GMDSS for sea areas A1 and A2. .1 The system will be based on VHF voice communications and will be interactive, with an interchange of data between ships and the ship reporting centre. The channels defined are channels 16 and 11, with channel 74 as a supplementary option. .2 In special circumstances, the hectometric waveband may also be used for the interchange of information between the ship and the Vessel Traffic Service. .3 Information of commercial confidentiality may be transmitted by non-verbal means. Details are as follows: Fax: + 34 81 76 77 40 (available by auto-link) Telex: 82268 Radiotelex selective call: 0993 Answerback: SAFIS Frequencies scanned: 4179 kHz, 6269 kHz, 8297.6 kHz, 8298.1 kHz, 12 520 kHz, 16 688.5 kHz .4 The language used for reports in the system will be English, using the IMO Standard Marine Communication Phrases (SMCPs)* where necessary, or Spanish if appropriate. .5 Communications associated with reporting in accordance with the requirements of this system will be free of charge.

f

Radiocommunication equipment required for the system, frequencies on which reports should be transmitted and information to be reported

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5

.5 .6 .7

3 real-time display consoles for S- and X-band radar signals and raw video from remote radar stations; 2 display consoles for monitoring and viewing; and 1 VHF radio direction-finder in marine and aeronautical bands.

7.2

The .1 .2 .3 .4 .5 .6 .7

remote station at Malpica is provided with the following facilities: 2 sets of VHF radiocommunication equipment (marine band); 1 set of VHF radiocommunication equipment (aeronautical band); 1 duplicate X-band radar facility; 1 duplicate S-band radar facility; 1 weather station; 1 VHF marine and aeronautical band direction-finder; and 1 MF/HF marine band direction-finder.

7.3

The .1 .2 .3 .4 .5 .6 .7

remote station at Mount Xastas-Torinan is provided with the following facilities: 2 sets of VHF radiocommunication equipment (marine band); 1 set of VHF radiocommunication equipment (aeronautical band); 1 X-band radar facility; 1 S-band radar facility; 1 weather station; 1 VHF marine and aeronautical band direction-finder; and 1 MF/HF marine band direction-finder.

7.4

The .1 .2 .3 .4 .5 .6

remote station at Cape Corrubedo is provided with the following facilities: 2 sets of VHF radiocommunication equipment (marine band); 1 set of VHF radiocommunication equipment (aeronautical band); 1 duplicate X-band radar facility; 1 weather station; 1 VHF marine and aeronautical band direction-finder; and 1 MF/HF marine band direction-finder.

7.5 The relay station at Mount Aro is provided with a microwave relay station for relaying telecontrol, radar, direction-finding and communications signals. 8


8.1 The system is designed to avoid as far as possible any irretrievable breakdown of equipment which would hinder the functioning of the services normally provided by the Finisterre VTS.

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(f

8.4 In addition, the coast radio stations at Ortegal, La CorunÄa, Finisterre and Vigo, operated by the Telephone Company, can be used as an alternative so as to ensure VHF/MF communication with ships in case of need.

h) 1

8.3 The location of radar antennae ensures that, in the event of failure of the facility, coverage by another station will be provided.

f

8.2 The most important items of equipment and power sources are duplicated and the facilities are provided with emergency generating sets as well as with UPS units. A maintenance team, on call 24 hours a day, stands ready to repair to the extent possible any breakdowns which may occur.

Appendix 1 Traffic Separation Scheme `Òff Finisterre'' ± area of mandatory reporting

40´

35´

30´

S VT of it

m Li 25´

ea ar 20´

13

0° (

T)

Limit of VTS area

15´

10´

Cabo Villano

5´

C. Toriñana Inshore traffic zone

Mte Xastas 43°

f

55´

C. Finisterre (T) 075°

h) 1

of VT

(f

Limit

50´

a S are

10°

55´

50´

45´

40´

35´

30´

25´

20´

15´

10´

5´

9°

Shi ' R

5´

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10´

97267

i

45´

`ÌN THE STRAIT OF GIBRALTAR'' TRAFFIC SEPARATION SCHEME AREA 1


Ships of the following general categories are required to participate in the reporting system: .1 all ships of 50 m or more in length overall; .2 all ships, regardless of length, carrying hazardous and/or potentially polluting cargo, as defined paragraph 1.4 of resolution MSC.43(64); .3 ships engaged in towing or pushing another vessel where the combined length of the ship and tow pushed vessel exceeds 50 m; .4 any category of vessel less than 50 m in length overall which is using the appropriate traffic lane separation zone in order to engage in fishing; and .5 any category of ships less than 50 m in length overall which is using the appropriate traffic lane separation zone in an emergency in order to avoid immediate danger. 2

in or or or


2.1 The reporting system will cover the area (appendix 1) between longitudes 005858' W and 005815' W. This area includes the traffic separation scheme `Ìn the Strait of Gibraltar'' and its designated inshore traffic zone. 2.2 The reference chart which includes all of the area of coverage for the system is Spanish Hydrographic Office 105. 3

Format and content of reports, times and geographical positions for submitting reports, Authority to whom reports should be sent, available services

The ship report, short title ``GIBREP'', shall be made to the ship reporting centre located at Tarifa. When the Tangier VTS is in operation in Morocco, ships sailing in the area of coverage shall notify TANGIER TRAFFIC, in accordance with the terms which will be established in the future. A double report should be amended. 3.1

Format

The information requested from ships shall be provided in the standard reporting format given in paragraph 2 of the appendix to the annex to IMO resolution A.648(16). A ship may elect, for reasons of commercial confidentiality, to communicate that section of the GIBREP ENTRY report which provides information on cargo (line P) by non-verbal means prior to entering the system.

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Ships entering the area of coverage shall report to the Tarifa Traffic VTS when crossing the limits mentioned in paragraph 2.1 or when leaving the ports or anchorages in the area.

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3.3

i

The report from a ship to the VTS should contain only information which is essential to achieve the objectives of the system: .1 Information considered essential: A Name of the ship, call sign, IMO identification number; C or D Position; G and I Last and next port of call; P Hazardous cargo, class and quantity, if applicable; and Q or R Breakdown, damage and/or deficiencies affecting the structure, cargo or equipment of the ship or any other circumstances affecting normal navigation, in accordance with the provisions of the SOLAS and MARPOL Conventions. .2 Information considered necessary: E and F Course and speed of the ship. Note: On receipt of a position message, operators of the VTS will establish the relation between the ship's position and the information supplied by the facilities available to them. The information on heading and speed will facilitate the VTS operator's task of identifying a ship within a group.

f

Content

Shi ' R

3.2

3.4

Authority

The shore-based Authority is Tarifa VTS, which forms part of the Area Search and Rescue and Pollution Control Co-ordination Centre (CZCS Tarifa). The CZCS Tarifa is a Co-ordination Centre under the authority of the Spanish Government Search and Rescue and Maritime Safety Division. The Division, administered by the Ministry of Development, is entrusted, amongst other responsibilities, with providing services relating to maritime search and rescue, vessel traffic control and assistance, and prevention and control of pollution of the marine environment. 3.5

Services offered

Tarifa VTS broadcasts regular information regarding warnings to mariners and traffic, navigational and weather conditions in the area, in Spanish and in English. 4


In addition to the general information stated above, TARIFA TRAFFIC could provide a particular vessel with information regarding her position, course and speed or the identification of the traffic in her vicinity. The ship should request this additional information. 5

Radiocommunication equipment required for the system, frequencies on which reports should be transmitted and information to be reported

The radiocommunication equipment required for the system is that defined in the GMDSS for sea areas A1 and A2. .1 The system will be based on VHF voice communications and will be interactive, with an interchange of data between ships and the ship reporting centre. The channels defined are channels 16 and 10, with channel 67 as a supplementary option. .2 In special circumstances, the hectometric waveband may also be used for the interchange of information between the ship and the VTS. .3 Information of commercial confidentiality may be transmitted by non-verbal means. Details are as follows: Fax: + 34 56 68 06 06 (available by auto-link) Telex: 78262 Radiotelex selective call: 0994 Answerback: SATAR Frequencies scanned: 4179 kHz, 6269 kHz, 8297.6 kHz, 8298.1 kHz, 12 520 kHz, 16 688.5 kHz .4 The language used for reports in the system will be English, using the IMO Standard Marine Communication Phrases* (SMCPs) where necessary or Spanish, if appropriate. .5 Communications associated with reporting in accordance with the requirements of this system will be free of charge. 6


The .1 .2 .3 .4 .5 .6 .7

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_____ * Trials of the SMCPs will commence after 6 June 1997.

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Tarifa VTS (TARIFA TRAFFIC) is provided with the following facilities: Telephone, facsimile and telex communications; 2 sets of VHF radiocommunication equipment with digital selective calling (DSC); 1 set of radiocommunication equipment in MF/HF bands with DSC; 2 sets of radiocommunication equipment with radiotelex in MF/HF bands; 3 real-time display consoles for S- and X-band radar signals and raw video from remote radar stations; 2 display consoles for monitoring and viewing; and 1 VHF radio direction-finder in marine and aeronautical bands.

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The TSS `Ìn the Strait of Gibraltar'' has been approved by IMO and therefore rule 10 of COLREG applies.

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6.2

f

6.1 The International Regulations for Preventing Collisions at Sea (COLREG), 1972, are applicable throughout the area of coverage of the proposed system.

7.2

The .1 .2 .3 .4

remote station at Ceuta is provided with the following facilities: 1 VHF radio direction-finder, marine and aeronautical bands; 5 sets of VHF transmitters and receivers (3 marine band, 1 aeronautical band, 1 digital selective calling); 1 X-band radar facility; and 1 S-band radar facility.

7.3

The .1 .2 .3 .4

remote station at Cape Trafalgar is provided with the following facilities: 1 VHF radio direction-finder, marine and aeronautical bands; 5 sets of VHF transmitters and receivers (3 marine band, 1 aeronautical band, 1 digital selective calling); 1 X-band radar facility; and 1 S-band radar facility.

8


8.1 The system is designed to avoid, as far as possible, any irretrievable breakdown of equipment which would hinder the functioning of the services normally provided by the Tarifa VTS. 8.2 The most important items of equipment and power sources are duplicated and the facilities are provided with emergency generating sets as well as with UPS units. A maintenance team, on call 24 hours a day, stands ready to repair to the extent possible any breakdowns which may occur. 8.3 The location of radar antennae ensures that, in the event of failure of the facility, coverage by another station will be provided.

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8.4 In addition, the coast radio stations at Tarifa and Algeciras, operated by the Telephone Company, can be used as an alternative, so as to ensure VHF/MF communication with ships in case of need.

Appendix 1 Geographical coverage of system ± lines of notification

r lga rafa C.T

10´

S PAI N

Limit of VTS area

Limit of VTS area

5´

Tarifa

36°

55´

Ceuta

50´

MOROCCO

55´

50´

45´

40´

35´

30´

25´

20´

15´

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6°

97266

Tangier

IN THE STRAIT OF BONIFACIO* 1


Ships of 300 gross tonnage and over are required to participate in the system. 2

Geographical coverage of the system and reference chart

The reporting system covers a circular area with a radius of 20 nautical miles centred on Bonifacio. The reference chart is the French chart No. 7024 of the SHOM (Hydrographic and Oceanographic Service of the French Navy) (International chart No. 3350). 3

Format and contents of the report, times and geographical positions for submitting report, Authority to whom reports should be sent, available services

3.1

Content

The report required shall include: ± information considered essential: ± the name of the ship, her call sign or IMO identification number (letter A) ± time and position (letters C or D) ± course and speed (letters E and F) ± draught (letter O) ± additional information, if appropriate: ± cargo (in case of transport of petroleum products, dangerous or polluting substances) (letter P) ± defects or damage (letter Q) In addition, in accordance with provisions of SOLAS and MARPOL Conventions, ships must report information on any defect, damage, deficiency or limitations as well as, if necessary, information relating to pollution incidents or loss of cargo. Possession of this information enables the operators to broadcast safety messages to other ship traffic and to ensure more effective tracking of the trajectories of ships concerned. Ships shall transmit their reports on entering the precautionary areas defined in the documents about routeing measures in the Strait of Bonifacio, or when passing the following lines: ± Eastbound: . A line linking the beacon of Cap de Feno in Corsica to point 41819'.18 N, 009806'.51 E (west end of the north limit of the two-way route) . A line linking the beacon of Capo Testa in Sardinia to point 41816'.75 N, 009806'.18 E (west end of the south limit of the two-way route). ± Westbound . A line linking Pointe de Rondinara in Corsica to point 41822'.55 N, 009822'.38 E (east end of the north limit of the two-way route) . A line linking Punta Galera in Sardinia to point 41821'.58 N, 009823'.30 E (east end of the south limit of the two-way route)

Following receiving a report, Bonifacio Traffic will provide: ± information on navigational conditions (status of aids to navigation, presence of other ships and their position at the moment of contact); and ± information on weather conditions. 5

Radiocommunications required for the system, frequencies on which reports should be transmitted and information to be reported

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5.1 The radiocommunication equipment required for the system is VHF. Ship reports shall be transmitted by voice on VHF channel 10, back-up VHF channel 16, both permanently watched by the station. An IMO circular will provide for another back-up VHF channel, if necessary, after 1 February 1999. Use of an automatic identification system will be implemented in accordance with IMO decisions.

(f

Detected and identified ships are monitored by radar, which in no way releases their master from their responsibility for safe navigation.

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Information to be provided to ships and procedures to be followed

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The shore-based authorities are La Maddalena Coast Guard Station (Sardinia, Italy) and Pertusato Naval Signal Station (Corsica, France), common call sign: BONIFACIO TRAFFIC.

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Recipient of report

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3.2

5.2 The report required from a ship is mentioned in paragraph 3.1 above in the appendix ``Summary''. The language used shall be English or languages indicated in nautical publications. 5.3 Information of commercial confidentiality may be transmitted by non-verbal means. Detail of fax call number to be published in nautical information documents. 6


6.1 The International Regulations for Preventing Collisions at Sea (COLREGs) are applicable throughout the area of coverage of the system. 6.2 The IMO resolution A.766(18) about navigation in the Strait of Bonifacio, adopted on 4 November 1993, remains in force as far as it recommends each flag State to prohibit or at least strongly discourage the transit by certain categories of ships (operative paragraph 1). Its ship reporting provisions are replaced by those of the present instrument. 6.3 The regulation (arreÃteÂ) of the PreÂfet maritime for Mediterranean region n8 23/83 dated 6 May 1983 rules navigation in the approaches of the French coast in order to prevent accidental marine pollution, for ships carrying hazardous or polluting cargoes. This instrument has the following provisions: .1 for ships intending to enter French territorial waters, mandatory ship reporting with a six-hour advance warning. In addition to information concerning the identity of the ship, the report must specify the place and time of entry into French waters, the port arrived from and the destination, the cargo and the status of manoeuvrability and navigational capacities; .2 mandatory watch on VHF channel 16 while travelling through territorial waters; and .3 mandatory reporting of any damage occurring at less than 50 miles from the French coast. 6.4 French regulations (arreÃteÂ) of the PreÂfet maritime n8 1/83 dated 15 February 1983 and 7/93 dated 5 March 1993 and Italian decree of the Minister of Merchant Marine dated 26 February 1993 prohibit transit through the Strait of Bonifacio for French and Italian ships carrying oil products or hazardous goods. They will remain in force. 7


7.1

Stations will be equipped with radar installations assisted by computer, covering the whole area.

7.2

Stations will be equipped with a duplicated VHF equipment.

7.3 Personnel operating the system: stations will be manned by Naval personnel on a 24-hour basis. Duty officers are qualified Senior Chief Petty-officers. 8


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Each station will assure relief of the other one in case of failure.

Appendix SUMMARY (Ship reporting system) 1

General

1.1

Vessels concerned

All ships of 300 gross tonnage and over. 1.2

Area on entering which vessels shall report

Ships shall transmit their reports on entering the precautionary areas defined in the documents about routeing measures in the Strait of Bonifacio, or when passing the following lines: ± Eastbound: . A line linking the beacon of Cap de Feno in Corsica to geographical position 41819'.18 N, 009806'.51 E (west end of the north limit of the two-way route) . A line linking the beacon of Capo Testa in Sardinia to geographical position 41816'.75 N, 009806'.18 E (west end of the south limit of the two-way route). ± Westbound: . A line linking Pointe de Rondinara in Corsica to geographical position 41822'.55 N, 009822'.38 E (east end of the north limit of the two-way route) . A line linking Punta Galera in Sardinia to geographical position 41821'.58 N, 009823'.30 E (east end of the south limit of the two-way route) 1.3

Reference chart

French (SHOM) chart No. 7024 (International chart No. 3350). 2

Reporting format

(In accordance with resolution A.851(20) ± General principles for ship reporting systems and ship reporting requirements, including guidelines for reporting incidents involving dangerous goods, harmful substances and/or marine pollutants) Name of system: BONIFREP Data to be transmitted: Heading A C or D E and F O P Q P

Information Name + call sign + IMO number Time and position Course and speed Draught Cargo (in case of transport of oil products, hazardous or polluting substances) Defect or damage (if relevant) Polluting/dangerous goods lost overboard (if relevant)

In the event of defect, pollution or goods lost overboard, additional information may be requested. Pertusato Naval Signal Station (France) ± La Maddalena Coast Guard Station (Italy); common call sign: BONIFACIO TRAFFIC. 4

Communications facilities

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The reports are to be transmitted on VHF channel 10 (or on channel 16 if not possible).

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Authority to whom the report shall be sent

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40'

35'

30'

Pointe de Rondinara

25'

Cap de Feno Bonifacio Pertusato 20'

Capo Testa

Punta Galera

15'

La Maddalena

boundary of reporting system

10'

5'

41˚ 55'

9˚

5'

10'

15'

20'

25'

30'

35'

40'

f

50'

99013

45'

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IN THE STRAIT OF BONIFACIO

IN THE STRAITS OF MALACCA AND SINGAPORE* 1


1.1

Ships of the following categories are required to participate in the ship reporting system: .1 vessels of 300 gross tonnage and above; .2 vessels of 50 metres or more in length; .3 vessels engaged in towing or pushing with a combined gross tonnage of 300 and above, or with a combined length of 50 metres or more; .4 vessels of any tonnage carrying hazardous cargo, as defined in paragraph 1.4 of resolution MSC.43(64); .5 all passenger vessels that are fitted with VHF, regardless of length or gross tonnage; and any category of vessels less than 50 metres in length or less than 300 gross tonnage which are fitted with .6 VHF and, in an emergency, use the appropriate traffic lane or separation zone, in order to avoid immediate danger.

2


2.1 The operational area of STRAITREP covers the Straits of Malacca and Singapore between longitudes 100840' E and 104823' E as shown in the chartlets attached as appendix 1 and appendix 2. The area includes the routeing system in the Straits of Malacca and Singapore. The area is divided into nine sectors; each has an assigned VHF channel as shown in appendix 3. 2.2 The reference charts which include the operational area of STRAITREP are the Malaysian Chart Series MAL 515, 521 and 523 of the Hydrographer, Royal Malaysian Navy or the equivalent charts published by the competent hydrographic authority. 3

Format, content of report, times and geographical positions for submitting reports, Authority to whom reports should be sent, and available services

The ship report (short title STRAITREP) shall be made to the VTS authorities as follows:

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Geographical position for submitting reports .1 Ships entering the operational area shall report when crossing the limits mentioned in paragraph 2.1 or when crossing a line joining Tanjung Piai (01815'.50 N, 103830'.75 E) and Pulau Karimun Kecil (01809'.20 N, 103824'.35 E) or when leaving port or anchorages in the area or before joining the traffic lane of the TSS. .2 Ships entering the operational area shall also report when approaching from the south via Selat Riau, abeam of Karang Galang Light (01809'.58 N, 104811'.47 E), or via Selat Durian, when Pulau Jangkat Beacon (00857'.89 N, 103842'.72 E) is abeam, and when approaching from the East Johor Strait, abeam of Eastern Buoy (01817'.87 N, 104805'.99 E).

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On receipt of a position message, operators of the VTS will establish the relation between the ship's position and the information supplied by the facilities available to them. The information on heading and speed will facilitate the VTS operator's task of identifying a ship within a group.

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Note:

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3.2 Content The report required from a ship contains only information which is essential to meet the objectives of the STRAITREP: .1 Information considered essential; A Name of ship, call sign, IMO identification number (if available); C or D Position; P Hazardous cargo, class (if applicable); and Q or R Breakdown, damage and/or deficiencies affecting the structure, cargo or equipment of the ship or any other circumstances affecting normal navigation in accordance with the provisions of the SOLAS and MARPOL Conventions. .2 Information considered necessary when requested by VTS authority; E and F Course and speed of ship.

f

3.1 Format The ship report shall be drafted in accordance with the format shown in appendix 4. The information requested from ships is derived from the Standard Reporting Format given in paragraph 2 of the appendix to IMO resolution A.851(20).

.3

3.4

A ship approaching from any direction other than those specified above shall, on reaching sector 7, sector 8 or sector 9 as appropriate, report by giving the vessel's position in terms of bearing and distance from one of the following reference points: (i) Pulau Iyu Kecil Light (01811'.48 N, 103821'.23 E) (ii) Sultan Shoal Light (01814'.38 N, 103838'.98 E) (iii) Raffles Light (01809'.60 N, 103844'.55 E) (iv) Sakijang Light Bn (01813'.30 N, 103851'.37 E) (v) Bedok Light (01818'.54 N, 103856'.06 E) (vi) Tanjung Stapa Light (01820'.57 N, 104808'.24 E) (vii) Horsburgh Light (01819'.81 N, 104824'.44 E) As an alternative, the position can also be given in latitude and longitude.

Authority

The VTS authorities for the STRAITREP are as follows: (i) sector 1 to sector 5 Klang VTS; (ii) sector 6 Johor VTS; and (iii) sector 7 to sector 9 Singapore VTS. 4

Information to be provided to ships and procedures to be followed

4.1 STRAITREP also provides information to ships about specific and critical situations which could cause conflicting traffic movements and other information concerning safety of navigation. 4.2 Depending on the sector which a ship is in, every ship shall also maintain a VHF radiotelephone listening watch on the appropriate VHF channel. Information of general interest to ships will be broadcast on VHF channel 16 and any other channel as may be specified by the appropriate VTS authority. This broadcast will be preceded by an announcement on the appropriate VHF channel assigned to the sector. 5

Radiocommunications required for the system, frequencies on which reports should be transmitted and information to be reported

The radiocommunications required for the STRAITREP is as follows: 5.1 STRAITREP will be based on VHF voice radiocommunication and will be interactive. The call to the appropriate VTS authority shall be made on the VHF channel assigned to the particular sector in which the ship is located as indicated in appendix 3, and the report shall be transmitted on that channel or any other available channel as assigned by the appropriate VTS authorities. 5.2 The language used for communication shall be English, using the IMO Standard Marine Communication Phrases where necessary. 5.3

Information of commercial confidentiality may be transmitted by non-verbal means.

6


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The facilities of the STRAITREP are as follows: .1 Klang VTS ± telephone, facsimile and telex communication ± 6 sets of VHF radiocommunication equipment ± 6 real-time display consoles for X- and S-band radar signals from remote radar stations. .2 Johor VTS ± telephone, facsimile and telex communication ± 4 sets of VHF radiocommunication equipment ± 4 real-time display consoles for X- and S-band radar signals from remote radar stations. .3 Singapore VTS ± telephone, facsimile and telex communication ± 11 sets of VHF radiocommunication equipment ± 4 real-time display consoles for X-band radar signals from remote radar stations. ± 4 sets of VHF radio direction-finders in marine bands.

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6.2 The Rules for Vessels Navigating through the Straits of Malacca and Singapore as approved by IMO are applicable throughout the area.

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6.1 The International Regulations for Preventing Collisions at Sea, 1972 are applicable throughout the operational area of STRAITREP.

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8.1 STRAITREP is designed to avoid, as far as possible, any irretrievable breakdown of equipment which would hinder the functioning of the services normally provided by the respective VTS authorities.

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8.3 STRAITREP is also designed in such a manner that if one station fails, the adjacent station can provide the necessary coverage.

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8.2 The most important items of equipment and power sources are duplicated and the facilities are provided with emergency generating sets as well as with Uninterruptable Power Supply (UPS) units. A maintenance team is available 24 hours a day to attend to any breakdown.

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.4 Remote stations: .4.1 Pulau Angsa ± 1 X-band radar facility ± 1 S-band radar facility ± VHF transmitters and receivers .4.2 Bukit Jugra ± 1 X-band radar facility ± 1 S-band radar facility ± VHF transmitters and receivers .4.3 Cape Rachado ± 1 X-band radar facility ± 1 S-band radar facility ± VHF transmitters and receivers .4.4 Pulau Undan ± 1 X-band radar facility ± 1 S-band radar facility ± VHF transmitters and receivers .4.5 Bukit Segenting ± 1 X-band radar facility ± 1 S-band radar facility ± VHF transmitters and receivers .4.6 Tanjung Piai ± 1 X-band radar facility ± 1 S-band radar facility ± VHF transmitters and receivers .4.7 Bukit Pengerang ± 1 X-band radar facility ± 1 S-band radar facility ± VHF transmitters and receivers .4.8 Sultan Shoal Lighthouse ± VHF transmitters and receivers ± 1 X-band radar facility .4.9 Raffles Lighthouse ± 1 X-band radar facility .4.10 St. John's Island ± 1 X-band radar facility .4.11 Bedok Lighthouse ± 2 sets of VHF/DF radio direction-finder .4.12 Bedok ± 1 X-band radar facility .4.13 Horsburgh Lighthouse ± VHF transmitters and receivers ± 1 X-band radar facility .4.14 Jurong Control ± 2 sets of VHF/DF radio direction-finder.

I/7-4 STRAITREP reporting points Pulau Angsa

Sector 1 Angsa

3˚

Port Klang

100˚40' E

Appendix 1 STRAITREP operational area (sectors 1 to 9)

Bukit Jugra

Sector 2 Jugra 30' Cape Rachado

Sector 3 Cape Rachado DW

Pulau Undan

Sector 4 M ala cca Undan

2˚

(see chartlet for sectors 7 to 9)

Bukit Segenting

Str ait iai

DW

30'

Ta n

jun

gP

Sector 5 Segenting Sector 6 Piai

Sector 8

Sector 9

1˚

Sector 7

30'

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102˚

30'

i

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30'

103˚

30'

104˚

30'

105˚

99014

101˚

30'

104˚23' E

40'

STRAITREP reporting points

Appendix 2 STRAITREP operational area (sectors 7 to 9)

30'

Co

ntr

ol

Sector 6

Jur o

ng

Singapore

★Changi

★

Tanjung Piai

!

ng

ija

Sultan Shoal ★

★

k Sa

Sector 9

!

Pulau Iyu Kecil ★

!

fles

!

af

★R

Sector 8

10'

★ Karang Galang

Pulau Karimun Kecil

Pulau Bintan Pulau Batam

Sector 7

DW

Selat Riau

Pulau Karimun Besar

20'

★ Horsburgh

Eastern

Bedok

★

★Tanjung Stapa

1˚

★ ur

tD

la

Se

Pulau Jangkat

n

ia

30'

40'

50'

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10'

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30'

40'

99015

20'

Appendix 3 Assigned VHF channels for sectors in the mandatory reporting system In the Straits of Malacca and Singapore (STRAITREP) Sector

VHF Channels

VTS Authorities

Sector 1

VHF channel 66

Klang VTS

Sector 2

VHF channel 88

Klang VTS

Sector 3

VHF channel 84

Klang VTS

Sector 4

VHF channel 61

Klang VTS

Sector 5

VHF channel 88

Klang VTS

Sector 6

VHF channel 88

Johor VTS

Sector 7

VHF channel 73

Singapore VTS

Sector 8

VHF channel 14

Singapore VTS

Sector 9

VHF channel 10

Singapore VTS

Appendix 4 Drafting of radio reports to the mandatory ship reporting system In the Straits of Malacca and Singapore (STRAITREP) Ship

Name and call sign

C

Position

A 4-digit group giving latitude in degrees and minutes suffixed with N (north) or S (south) and a 5-digit group giving longitude in degrees and minutes suffixed with E (east) or W (west); or

D

Position

True bearing (first 3 digits) and distance given in nautical miles from a clearly identifiable point (state landmark)

E

True course

A 3-digit group

F

Speed in knots and tenths of knot

A 3-digit group

P

Hazardous cargo on board

Indicate ``Yes'' or ``No'' to whether vessel is carrying hazardous cargo. If ``Yes'', the class (if applicable).

Q

Defects/damage/deficiencies/other limitations

Brief detail of defects, deficiencies or other limitations

R

Description of pollution or dangerous goods lost overboard

Brief detail of type of pollution (oil, chemicals, etc.) or dangerous goods lost overboard; position expressed as in (C) or (D)

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Information required

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(f

Designator

IN THE TORRES STRAIT REGION AND THE INNER ROUTE OF THE GREAT BARRIER REEF 1


Ships of the following general categories are required to participate in the reporting system: .1 All ships of 50 m or greater in overall length; .2 All ships, regardless of length, carrying in bulk hazardous and/or potentially polluting cargo, in accordance with the definitions at resolution MSC.43(64), paragraph 1.4; .3 Ships engaged in towing or pushing where either the towing or pushing vessel or the towed or pushed vessel is a vessel prescribed within the categories in subparagraphs .1 and .2. 2


2.1 The reporting system will cover the general area, as shown in the chartlet at appendix 1, covering the Torres Strait between longitude 141845' E and 143845' E, centred on 108 S latitude, including the Endeavour Strait, and the waters of the Great Barrier Reef (GBR) between the Australian coast and the outer edge of the GBR, from the latitude of Cape York (10840' S) southwards to 228 S. 2.2 Charts AUS 376 (Torres/Endeavour Straits) and AUS 367, AUS 370 to 375 (Queensland coast) provide largescale coverage of the operational area; also international series small-scale charts AUS 4602 and 4603. 3

Format and content of report, times and geographical positions for submitting reports, Authority to whom reports should be sent and available services

4.3 Traffic information, including other advice received from ships or local maritime authorities, which impacts on navigational safety will be passed to ships in relevant areas. Examples include concentrations of fishing vessels, unusual weather conditions, etc.

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4.4 Normal maritime safety information (MSI), in the form of navigational warnings (AUSCOAST warnings), will continue to be issued in the appropriate broadcasts from MRCC AUSTRALIA. The ship reporting centre will maintain details of MSI for the REEFREP area for the information of participating ships.

i

4.2 Certain sections of the route in the Torres Strait and the far northern sector of the inner route of the GBR present a particular navigational hazard in situations where large ships might be passing or overtaking, especially deeper draught ships. When the ship reporting centre considers that ships are approaching such sections, any relevant traffic information held by the centre will be passed to them. Because of the extensive size of the REEFREP area it is not intended to routinely broadcast traffic information across the whole area but to advise individual ships as necessary.

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4.1 The ship reporting centre will provide information to shipping on potentially conflicting traffic movements resulting from the analysis of incoming reports.

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The ship report, short title ``REEFREP'', will be made to the ship reporting centre located at Hay Point in Queensland. Examples of the format and content of all required reports are shown at appendix 2. A ship may elect, for reasons of commercial confidentiality, to communicate that section of the REEFREP ENTRY report which provides information on cargo (line P) by non-verbal means prior to entering the system. This can be achieved by including cargo information in the AUSREP sailing plan (SP) message. .1 Entry and Exit Reports: Ships will be required to provide a full REEFREP position report (PR) when passing the first designated reporting point on entering the REEFREP operational area, unless an AUSREP SP message has been sent well in advance, in which case an abbreviated REEFREP PR will suffice. When finally departing the REEFREP area, or entering a port within the area, the REEFREP system will associate the required PR and the designated reporting point and automatically recognize this report as an exit message. .2 Intermediate position reports: Ships transiting the operational area will also be required to provide brief position reports at defined reporting points, using normal PR formats. The intermediate reporting positions will be generally about 100±120 nautical miles apart. Position reports will be limited to the identity of the ship, position, any variation to the last reported speed and any further information the master considers to be of value to the system. .3 Defect reports: Ships within the reporting area suffering damage, failure or breakdown affecting the safety of the ship will be required to provide a defect report, using field ``Q'' within the prescribed PR message format.

5

Communication required for the system, frequencies on which reports should be transmitted and information to be reported

5.1 The system will be based on VHF voice communications and will be interactive, with an interchange of data between ships and the ship reporting centre. 5.2 VHF channels 5, 18 and 19 in the international maritime mobile band have been allocated for the reporting points in the system. 5.3

Information of commercial confidentiality may be transmitted by non-verbal means.

5.4 The language used for reports in the system will be English, using the IMO Standard Marine Communication Phrases where necessary. 5.5 Communications associated with reporting in accordance with the requirements of this system will be free of charge. 6


Compulsory pilotage rules apply in the northern section of the inner route (Cape York to Cairns) and in Hydrographers Passage. Other regulations apply domestic law in accordance with the terms of international conventions. 7


7.1 The existing port information centre at Hay Point, on the central Queensland coast, close to the main shipping route through the inner route of the GBR and Hydrographers Passage, has been designated as the ship reporting centre for the system. 7.2 The system will include radar coverage at certain focal areas in the Torres Strait and inner route of the GBR. Radar will be installed in the Torres Strait, in the vicinity of Cairns and in the Whitsunday Islands area. 7.3 All VHF communications and radar data will be relayed into the ship reporting centre, which will be equipped to provide a high standard of service to meet the system requirements and will be operated by trained and experienced personnel. Operator standards will be in accordance with Guidelines on the Recruitment, Qualifications and Training of Vessel Traffic Service (VTS) Operators (MSC/Circ. 578). 7.4

The hardware and software for the system is being developed.

7.5

The system will be operated to quality standards, with service levels being constantly monitored.

7.6 Measures are in hand to install DGPS Broadcast Stations operating in the MF band (285±325 kHz) on Horn Island (Torres Strait) by the end of 1995 and further stations in the inner route of the GBR during 1996/98. The DGPS service will provide additional high-accuracy navigational assistance throughout the reporting area. 7.7 The REEFREP ship reporting system information will be interfaced with the AUSREP system operated by MRCC AUSTRALIA.

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In the event of failure of the system VHF communications, a report from a participating ship can be passed by any of the following methods: .1 Seaphone through the commercial VHF coastal network; .2 SATCOM; and .3 HF radio through Townsville Radio (VIT).

h) 1


M

8

Appendix 1 Ship reporting system Torres Strait and Great Barrier Reef areas Great North East Channel Thursday Is.

Papua New Guinea

10°

Torres Strait

Prince of Wales Channel 12°

er nn

te Rou

I

CORAL SEA

14°

Cape Flattery

COOKTOWN 16° Grafton

Grafton Passage

CAIRNS

Palm Passage Palm

Mourilyan

18° Lucinda

TOWNSVILLE

Hydrographers Passage

Abbot Point

20°

MACKAY Hay Point

QUEENSLAND

High Peak 22°

Capricorn Channel Limit of VTS area

GLADSTONE

24°

Curtis Channel

Recognised entrances / exits

f

Great Barrier Reef Marine Park boundary Route 26°

h) 1

Ship Reporting Points

152°

154°

156°

i Shi ' R

150°

h 2000 S W i

148°

8hM

146°

d

144°

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142°

97263

140°

(f

BRISBANE

Appendix 2 Examples of reports for the REEFREP reporting system REEFREP ENTRY (Full report) Example 1: Ship sailing from a port within the reporting area, routeing through the area and departing the area through Grafton Passage bound for Pusan via Jomard Entrance. Format

Example REEFREP ENTRY

A.

Ship's name and call sign

A.

MERIDIAN/VIPM

B.

Date/Time of position (UTC)

B.

020200Z

C.

Name of Reporting Point

C.

TOWNSVILLE

E.

Course (normally ``VARIOUS'')

E.

VARIOUS

F.

Speed

F.

15

G.

Departed (port, if outside reporting area)

G.

Ð

H.

Date/Time of entry in system and point of entry (not required if advised at C)

J.

Pilot embarked or ordered

J.

NO*

L.

Intended route

L.

INNER ROUTE TO GRAFTON

O.

Draught

O.

10

P.

Cargo

P.

COAL

Q.

Defects/deficiencies (only if relevant)

Q.

NIL

U.

Ship type and length (metres)

U.

BULK CARRIER/250

X.

Remarks

X.

JOINING INNER ROUTE AT BREWER 020400Z

Example 2: Ship entering the reporting area northbound for Port Moresby, using inner route and Great North East Channel. Format

Example


A.

MERIDIAN/VIPM

B.

Date/Time of position (UTC)

B.

020200Z

C.

Name of Reporting Point

C.

HIGH PEAK

E.

Course (normally ``VARIOUS'')

E.

VARIOUS

F.

Speed

F.

15

G.

Departed (port, if outside reporting area)

G.

BRISBANE

H.

Date/Time of entry in system and point of entry (not required if advised at C)

J.

Pilot embarked or ordered

J.

PILOT EMBARKED

L.

Intended route

L.

INNER ROUTE AND GREAT NORTH EAST CHANNEL

O.

Draught

O.

10

P.

Cargo

P.

GENERAL CARGO

Q.

Defects/deficiencies (only if relevant)

U.

Ship type and length (metres)

U.

RESEARCH/65

X.

Remarks

X.

CONDUCTING RESEARCH ON PASSAGE

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_____ * Pilot not mandatory for this area of the GBR.

M

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A.

f

REEFREP ENTRY

REEFREP REPORT Example: Ship reporting at an intermediate reporting point within reporting area. Format

Example

A.


REEFREP REPORT A. ENTERPRISE/VIPM

C. F.

Name of Reporting Point Speed (if change from last report)

C. F.

CHARLOTTE SPEED NOW 11.5

X.

Remarks

X.

LARGE CONCENTRATION OF FISHING VESSELS VICINITY HANNAH ISLAND

REEFREP DEFECT Example 1: Ship reporting defect within reporting area. Format

Example REEFREP DEFECT

A. B.

Ship's name and call sign Date/Time of position

A. B.

ENTERPRISE/VIPM 030205Z

C. Q.

Latitude/Longitude or Reporting Point Nature of defect/damage

C. Q.

1400S 14400E BOTH RADARS UNSERVICEABLE IN HEAVY RAIN SQUALLS; ALSO MINOR STEERING DEFECT

X.

PROCEEDING TO ANCHOR 180 HANNAH ISLAND LT 1.0 TO EFFECT REPAIRS

X.

Remarks

Example 2: Ship defect repaired. Format

Example REEFREP DEFECT

A.


A.

ENTERPRISE/VIPM

B. C.

Date/Time of position Latitude/Longitude or Reporting Point

B. C.

030215Z 1401S 14001E

F. X.

Speed Remarks

F. X.

8.5 DEFECT REPAIRED, REJOINING ROUTE

REEFREP EXIT

MITSUBISHI/XUGT

K. I.

Point of exit Destination (via route)

K. I.

COOK SINGAPORE VIA LOMBOK

X.

Remarks (must include ``FINAL REPORT'')

X.

FINAL REPORT

h) 1

A.

(f


i

A.

Shi ' R

Example REEFREP EXIT

Example 2: Ship reporting exit from reporting area at Palm Passage. Format Example A. K.

IRON MAIDEN/RXTP PALM

I. X.

Destination (via route) Remarks (must include ``FINAL REPORT'')

I. X.

PUSAN VIA ROSSEL ISLAND FINAL REPORT

28 h F b

Ship's name and call sign Point of exit

d

A. K.

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REEFREP EXIT

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Format

f

Example 1: Ship westbound reporting exit from reporting area at Torres Strait.

Example 3: Ship reporting arrival at a port within reporting area (after transiting from another port also within the area). Format


A.


A.

NORTHERN STAR/CPIM

K.

Point of exit

K.

CAIRNS

I.

Destination (via route) if outside REEFREP area

X.


X.

ARRIVED CAIRNS, FINAL REPORT

Example 4: Ship eastbound reporting exit from reporting area at Great North East Channel. Format



A.

ENTERPRISE/VIPM

K.

Point of exit

K.

DARNLEY

I.

Destination (via route)

I.

PORT MORESBY DIRECT

X.


X.

FINAL REPORT

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A.

REPORTING SYSTEMS FOR PROTECTION OF ENDANGERED NORTH ATLANTIC RIGHT WHALES IN SEA AREAS OFF THE NORTH-EASTERN AND SOUTH-EASTERN COASTS OF THE UNITED STATES* 1

Categories of ships required to participate in the systems

All ships of 300 gross tonnage or greater are required to participate in the reporting systems, except sovereign immune vessels which are exempt from reporting by SOLAS regulation V/8-1(c). 2

Geographical coverage of the systems and the number and edition of the reference charts used for the delineation of the systems

2.1

North-eastern United States

Geographical boundaries of the north-east area include the water of Cape Cod Bay, Massachusetts Bay, and the Great South Channel east and south-east of Massachusetts (appendix 1). Co-ordinates of the area are as follows: from a point on Cape Ann, Massachusetts at 42839'.00 N, 70837'.00 W; then north-east to 42845'.00 N, 70813'.00 W; then south-east to 42810'.00 N, 68831'.00 W; then south to 41800'.00 N, 68831'.00 W; then west to 41800'.00 N, 69817'.00 W; then north-east to 42805'.00 N, 70802'.00 W, then west to 42804'.00 N, 70810'.00 W; and then along the Massachusetts shoreline of Cape Cod Bay and Massachusetts Bay back to the point on Cape Ann at 42839'.00 N, 70837'.00 W. NOAA Chart 13009. 2.2

South-eastern United States

Geographical boundaries of the south-east area include coastal waters within about 25 nautical miles along a 90 nautical miles stretch of the Atlantic seaboard in Florida and Georgia (appendix 2). The area extends from the shoreline east to longitude 80851'.60 W with the southern and northern boundary at latitudes 30800'.00 N and 31827'.00 N, respectively. NOAA Chart 11009. 3

Format, content of report, times and geographical positions for submitting reports, Authority to whom the reports should be sent, available services

3.1

Format

The format for reporting is as set forth in paragraph 2 of the appendix to resolution A.851(20). An example of a transmission between ship and shore is at appendix 3. 3.2

Content

Ships are required to provide the following information: the name of the ship; call sign or IMO identification number, if applicable; position when entering the system; course; speed; route; and destination. Commercially sensitive information received in conjunction with the reporting system shall be kept confidential. 3.3


Authority


4.2 To obtain seasonal right whale advisories which are broadcast periodically, mariners would also be advised to monitor Coast Guard Broadcast Notice to Mariners, NAVTEX, NOAA Weather Radio, and, in the north-eastern ship reporting system area only, the Cape Cod Canal Vessel Traffic Control and the Bay of Fundy Vessel Traffic Control. These advisories are based on surveys that are flown seasonally and in daylight and good weather conditions only. The sighting information may be useful only for brief periods as the whales move and surveys detect only a small percentage of the whales present.

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4.1 Mariners shall be informed that they are entering an area of critical importance for the protection of the highly endangered right whale; that such whales are present; and that ship strikes pose a serious threat to whales and may cause damage to ships. Communication systems between ship and shore are described in paragraphs 7 and 8, below.

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Ships will be provided with the following information:

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The Authority for both areas of the system is the United States Coast Guard.

d

* Date of implementation: 0000 hours UTC on 1 July 1999.

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Participating ships are required to report to a shore-based authority only when entering the reporting area during a single voyage (that is, a voyage in which a ship is in the area to visit one or multiple ports or traverse the area before leaving for a port outside the reporting area); ships will not be required to report in again after leaving a port in the area or when exiting the system.

4.3 Mariners would be advised to consult with NAVTEX, Inmarsat-C SafetyNET (satellite text broadcasts), the United States Coast Pilot, Notice to Mariners, the nautical charts for information on the boundaries of the right whale critical habitat and the national marine sanctuary, applicable regulations, and precautionary measures that mariners may take to reduce the risk of hitting right whales. Mariners will further be advised that information placards, videos, and other educational materials are available from shipping agents, port authorities, pilots, relevant State agencies, the Coast Guard, and the National Marine Fisheries Service. 4.4 In the message back to the ship, mariners will also be requested to report any whale sightings and dead, injured, or entangled marine mammals to the nearest local Coast Guard station. 4.5

Where available, specific and timely information on whale locations will be provided to ships.

5

Radiocommunications required for the systems, frequencies on which reports should be transmitted and the information to be reported

5.1 The reporting system in the north-eastern United States will operate independently of the system in the southeastern United States. The system in the north-eastern United States will operate year-round, and the system in the south-eastern United States will operate from 15 November through 15 April. 5.2 The systems require ships to report in standard format, preferably through Inmarsat-C. For ships using Inmarsat-C, the message will be sent to the shore-based Authority described in paragraph 7.1 and a message will be automatically transmitted back to the ship, also via Inmarsat-C. 5.3 Ships not equipped with Inmarsat-C are required to report in standard format to the shore-based Authority described in paragraph 7.2, either through direct-printing telegraphy (Inmarsat-A/-B, HF, MF or VHF) or by telephony (Inmarsat-A/-B, MF, HF or VHF). Ships reporting through such direct-printing telegraphy systems will receive a message from the shore-based Authority described in paragraph 7.2. 5.4 The language used for reports in the systems is English, using the IMO Standard Marine Communication Phrases where necessary. Standard phrases in a prescribed format will be used in all direct-printing telegraphy and radiotelephony communications. 5.5

Commercially sensitive information will be kept confidential.

5.6 The United States will review the ship reporting systems no later than five years after their implementation date, to examine advances made in ship communication technologies and to ensure effective operation of the systems.

Shore-based facilities to support operation of the systems

7.1 The shore-based Authority for those ships reporting via Inmarsat-C is the United States Coast Guard. The email addresses to be used for this reporting will be provided well in advance of implementation of the systems through Notices to Mariners.

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7.2 The small percentage of ships that do not have Inmarsat-C capabilities will be required to contact the nearest Coast Guard communication station through appropriate communication channels. The United States Coast Guard maintains communication stations along the United States east coast. Information about these stations can be found in the GMDSS Master Plan (GMDSS/Circ.7) or National Imagery and Mapping Agency (NIMA) Publication 117. Information received from the ships will be sent electronically to a central location for data storage, handling, and retrieval.

Shi ' R

7

2000 S W i

The United States has taken appropriate action to implement international conventions to which it is a party, including, where appropriate, adopting domestic legislation and promulgating regulations through domestic law. Relevant laws in force include domestic legislation and regulations to implement the International Convention on Collision Regulations, the Safety of Life at Sea Convention, the International Convention on the Prevention of Pollution from Ships, the International Convention on Oil Pollution Preparedness, Response and Co-operation, the Convention on the International Trade in Endangered Species of Wild Fauna and Flora, the International Convention for the Regulation of Whaling, and other treaties. Relevant domestic legislation includes the Ports and Waterways Safety Act, the Endangered Species Act, the Whaling Convention Act, the Marine Mammal Protection Act, the Marine Protection Resources and Sanctuaries Act, and a variety of other acts. In some cases, rules have been promulgated, including those relating specifically to right whales or governing ship operations. For example, a regulation has been promulgated which prohibits most approaches within 500 yards (460 metres) of a northern right whale. This regulation, as well as other domestic law, is implemented and enforced consistent with international law.

f

Rules and regulations in force in the areas of the systems

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8

Alternative communications if the communication facilities of the shore-based Authority fail

Short-term failure of the reporting systems due to communications problems will not result in a loss of life, and will have minimal impact on the safety of vessels. NAVTEX Broadcast Notice to Mariners can be used to notify mariners of the temporary failure of the system and can provide mariners with basic information necessary to avoid right whales. Downtime is likely to be minimal and is not expected to result in increased ship strikes and whale mortality. For those ships reporting through Inmarsat-C or direct-printing radiotelegraphy, the standard protocol now used for such systems will be used to re-route incoming and outgoing communications through an alternate address, and it is expected that this will minimize the system's downtime, though some delay may occur.

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The Coast-Guard-operated MF, HF, and VHF voice communications systems, by design, have built-in redundancies and overlapping coverage areas, and an individual equipment or site failure is unlikely to affect the ability of a mariner to contact a Coast Guard facility to make a required report.

Appendix 1 43˚

Cape Ann

30'

Lim

it o

f VT

ell St

Sa

rea

g wa en Ba

s Ma

nk

sa ch ay

sB ett

us 42˚ Cape Cod Bay

Cape Cod Canal

Cape Cod

Buzzards Bay

30'

Nantucket Sound

70˚

30'

69˚

30'

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d

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i

(f

30'

99027

71˚

h) 1

f

41˚

rines I.

Appendix 2

St. Cathe

40'

pe

lo I

.

30'

Sa

Limit of VTS area

St

.S

im o

ns

I.

20'

Brunswick

10'

★

nd I.

31˚

Cum

berla

Georgia

50'

★ I.

40'

Amelia

Florida

f

30'

★

i

(f

h) 1

20'

2000 S W i

Shi ' R

10'

30˚

★ 50'

40'

30'

28 h F b

81˚

d

10'

I/9-5

M

20'

99028

30'

Appendix 3 Example of message from the ship A B D E H I L

Ship name Call sign or IMO Identification Number Course Speed Entry Destination Route

Example of message back to the ship 00016April1999 From: Shore-based Authority To: M/V Ship You are entering an area where North Atlantic right whales exist. Right whales are critically endangered and at risk from ship strikes. Whales can damage ships' sonar dome, propeller, and shaft. Recommend monitoring Coast Guard Broadcast Notice to Mariners, NAVTEX, NOAA Weather Radio, or, in the north-east only, Cape Cod Canal Vessel Traffic Control and Bay of Fundy Vessel Traffic Control for latest advisories and sightings reports. These advisories and reports are based on surveys which are conducted seasonally; however, such surveys locate only a small percentage of the whales, the information from them remains valid only for a short period of time because the whales move, and they cannot be conducted at night or in inclement weather. Urge exercising prudent seamanship to avoid approaching right whales. Recommend consulting NAVTEX, Inmarsat-C SafetyNET, the United States Coast Pilot, and Notices to Mariners for information on precautionary measures that may be taken to reduce the risk of hitting right whales and for applicable regulations. Right whale critical habitat and the Stellwagen Bank National Marine Sanctuary are also marked on charts.

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Right whale information placards, videos, and other educational material are available from shipping agents, port authorities, relevant State agencies, the United States Coast Guard, and the National Marine Fisheries Service. Mariners are requested to report right whale sightings, whale entanglements, or dead whales to the Coast Guard on VHF channel 16.

Section II MANDATORY ROUTEING SYSTEMS 1:

Mandatory route for tankers from North Hinder to the German Bight and vice versa


II

II/ii

INDEX

80˚

MANDATORY ROUTEING SYSTEMS

1: Mandatory route for tankers from North Hinder to the German Bight and vice versa

Arctic Circle

60˚ 1

40˚ Tropic of Cancer 20˚

Equator

0˚

Tropic of Capricorn

20˚

40˚


180˚

160˚

140˚

120˚

100˚

80˚

60˚W

40˚

20˚

0˚

20˚

40˚

60˚E

80˚

100˚

120˚

140˚

160˚

180˚

MANDATORY ROUTE FOR TANKERS FROM NORTH HINDER TO THE GERMAN BIGHT AND VICE VERSA1 (Reference charts: International, British Admiralty, Netherlands Hydrographic Office and German Hydrographic Office INT number 1042 1043 1045 1046 1412 1413 1414 1415 1416 1419 1420 1509 1510

NL number ± 1014 1037 1035

German number 1001 1002 50 53

BA number 2182B 2182A ± ±

1353 2593 2322 3371 1507 1505 ± ± 1972 1970*

87 84 244 ± 95 96 202 193 ± ± 2910* 103 196

± 2593 2322 3371 1507 1505 1503 1504 ± ± ±

1187 1406 1408

* Passage Planning Charts Note: These charts are based on European Datum.)

Description of the mandatory route

II/1-1

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_____ 1 This mandatory route for tankers coincides with the eastern route of the routeing system `Òff Friesland'' and the traffic separation scheme ``German Bight western approach'' and replaces the ``Recommended route for tankers from North Hinder to the German Bight and vice versa'' as from 0000 hours UTC on 3 June 1997.

28 h F b

2000 S W i

Traffic separation scheme `Òff Brown Ridge'' (b) A separation zone is bounded by a line connecting the following geographical positions: (7) 53803'.14 N, 003821'.85 E (9) 52854'.81 N, 003818'.87 E (8) 52855'.11 N, 003817'.38 E (10) 53802'.84 N, 003823'.34 E (c) A traffic lane for northbound traffic is established between the separation zone in paragraph (b) above and a line connecting the following geographical positions: (6) 52854'.17 N, 003822'.00 E (11) 53802'.20 N, 003826'.48 E (d) A traffic lane for southbound traffic is established between the separation zone in paragraph (b) above and a line connecting the following geographical positions: (12) 53803'.78 N, 003818'.71 E (1) 52855'.75 N, 003814'.25 E

f

Deep-water route from North Hinder to traffic separation scheme `Òff Brown Ridge'' (a) The deep-water route is bounded by a line connecting the following geographical positions: (1) 52855'.75 N, 003814'.25 E (4) 52801'.23 N, 002842'.47 E (2) 52809'.92 N, 002835'.00 E (5) 52809'.58 N, 002843'.33 E (3) 51854'.88 N, 002833'.60 E (6) 52854'.17 N, 003822'.00 E

Deep-water route from the traffic separation scheme `Òff Brown Ridge'' to the traffic separation scheme ``West Friesland'' (e) The deep-water route is bounded by a line connecting the following geographical positions: (11) 53802'.20 N, 003826'.48 E (13) 53822'.94 N, 003828'.40 E (12) 53803'.78 N, 003818'.71 E (14) 53819'.89 N, 003839'.74 E Traffic separation scheme ``West Friesland'' (f) A separation zone is bounded by a line connecting the following geographical positions: (15) 53842'.99 N, 003842'.12 E (19) 53846'.73 N, 004820'.00 E (16) 53822'.12 N, 003831'.47 E (20) 53856'.69 N, 004836'.00 E (17) 53820'.67 N, 003836'.85 E (21) 53859'.22 N, 004836'.00 E (18) 53831'.12 N, 003844'.72 E (22) 53857'.60 N, 004815'.17 E (g) A traffic lane for north-eastbound traffic is established between the separation zone in paragraph (f) above and a line connecting the following geographical positions: (14) 53819'.89 N, 003839'.74 E (24) 53845'.90 N, 004823'.32 E (23) 53830'.00 N, 003847'.37 E (25) 54800'.00 N, 004846'.00 E (h) A traffic lane for south-westbound traffic is established between the separation zone in paragraph (f) above and a line connecting the following geographical positions: (26) 53857'.20 N, 004810'.02 E (13) 53822'.94 N, 003828'.40 E (27) 53843'.39 N, 003838'.81 E Precautionary area ``Friesland Junction'' (i) A precautionary area is established directly to the Friesland''. The area is bounded by a line connecting (26) 53857'.20 N, 004810'.02 E (29) (25) 54800'.00 N, 004846'.00 E (30) (28) 54801'.14 N, 005800'.34 E (31)

north of the traffic separation scheme ``West the following geographical positions: 54805'.59 N, 004859'.32 E 54802'.57 N, 004820'.92 E 54801'.91 N, 004808'.96 E

II/1-2

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These ships shall avoid the sea area between the mandatory route and the adjacent Frisian Islands' coast, except when joining or leaving the route at the nearest point of the route to the port of departure or destination which permits a safe passage to or from that port.

Shi ' R

The following classes of ships are obliged to use the route: (a) tankers of 10,000 tons gross tonnage and upwards, carrying oils as defined under Annex I to the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78); (b) ships of 5,000 tons gross tonnage and upwards, carrying noxious liquid substances in bulk as assessed as categories A or B of Annex II to the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78); (c) Ships of 10,000 tons gross tonnage and upwards, carrying noxious liquid substances in bulk as assessed as categories C or D of Annex II to the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78); and (d) ships of 10,000 tons gross tonnage and upwards, carrying liquefied gases in bulk.

2000 S W i

Application and use of the route

28 h F b

Note: The positions (38), (34), (35) and (39) coincide with the positions (15), (11), (8) and (14) of the traffic separation scheme ``German Bight western approach''.

f

Traffic separation scheme `Èast Friesland'' (j) A separation zone is bounded by a line connecting the following geographical positions: (32) 54802'.62 N, 005800'.00 E (35) 54808'.97 N, 006801'.33 E (33) 54804'.21 N, 005820'.00 E (36) 54805'.69 N, 005819'.66 E (34) 54808'.00 N, 006801'.90 E (37) 54804'.11 N, 004859'.66 E (k) A traffic lane for north-eastbound traffic is established between the separation zone in paragraph (j) above and a line connecting the following geographical positions: (28) 54801'.14 N, 005800'.34 E (38) 54806'.10 N, 006803'.00 E (l) A traffic lane for south-westbound traffic is established between the separation zone in paragraph (j) above and a line connecting the following geographical positions: (39) 54810'.90 N, 006800'.20 E (29) 54805'.59 N, 004859'.32 E (40) 54807'.17 N, 005819'.32 E

The classes of ships referred to above shall use the mandatory route or part of it: (i) when sailing from North Hinder to the Baltic or to North Sea ports of Norway, Sweden, Denmark, Germany or the Netherlands north of latitude 538 N and vice versa; (ii) when sailing between North Sea ports of the Netherlands and/or Germany, except in cases of adjacent port areas; (iii) when sailing between United Kingdom or Continental North Sea ports south of 538 N and Scandinavian or Baltic ports; and (iv) when sailing between North Hinder, United Kingdom or Continental North Sea ports south of 538 N and offshore and shore-based oil-loading facilities in the North Sea area. However, this provision does not apply to ships sailing between ports on the east coast of the United Kingdom, including Orkney and Shetland Islands. These ships shall use the appropriate traffic lanes of the traffic separation schemes forming part of the route, should follow the recommended direction of traffic flow in the precautionary area (indicated by dashed open-outlined arrows in the charts) and shall, as far as practicable, keep to the starboard side of the deep-water routes forming part of the mandatory route. Ships which, because of their draught, cannot safely navigate the mandatory route ± in particular the southern part of it (the routeing measures a, b and c above) ± are exempted from the requirement to use the southern part of the mandatory route and are strongly recommended to use the western route of the routeing system `Òff Friesland'' or part of it, as appropriate, instead. This alternative western route is formed by the following routeing measures: .1 Deep-water route from North Hinder to Indefatigable Bank via DR1 lightbuoy; .2 TSS `Òff Botney Ground''; and .3 Deep-water route from the TSS `Òff Botney Ground'' to the precautionary area ``Friesland Junction''. Shipmasters should enter this deviation in the ship's log.

Joining or leaving the route The classes of ships referred to above, when joining or leaving the route: (a) shall do so at the nearest point of the route to the port of departure or destination which permits a safe passage to or from that port; and (b) should be aware that oil and gas production facilities and mobile offshore drilling units may be encountered in the proximity of the route; safety zones of 500 m (0.27 nautical mile) radius are established around all offshore structures.

Pilotage Ships required to use the ``Mandatory route for tankers from North Hinder to the German Bight and vice versa'' are referred to resolution A.486(XII), adopted on 19 November 1981, ``Recommendation on the use of adequately qualified deep-sea pilots in the North Sea, English Channel and Skagerrak''.

2

Numerous offshore structures situated within the limits of the separation zones and/or situated in the proximity of the route are equipped with X- and S-band racons.

h) 1

It is recommended that an efficient electronic position-fixing device appropriate for the area should be carried on board.

II/1-3

M

d

28 h F b

2000 S W i

Shi ' R

i

(f

1

f

Notes:

East Friesland Friesland Junction precautionary area (31) .

West Friesland

.

(21)

. (20) .

(19) . .

(27) . .

(29)

.

(30)

(26) . . (22)

(39) (37) .. . (32) . (28) (25)

. . (35) . (34) .

(40)

. . (36) .

(38)

(33)

54˚

(24)

(15)

(18)

. .

(13)

30'

(23)

. .

DW

(16) . . (17) (14)

(7) (12) . . (10) .. 53˚

(11) (1) . . . (8)(9). (6)

Den Helder

DW

Off Brown Ridge

30'

IJmuiden

(2) .

. (5) . (4)

.

North Hinder

52˚

Europoort

North Hinder Junction precautionary area

30'

4˚

30'

5˚

30'

6˚

II/1-4

Shi ' R M

d

28 h F b

2000 S W i

MANDATORY ROUTE FOR TANKERS FROM NORTH HINDER TO THE GERMAN BIGHT AND VICE VERSA

i

(f

3˚

97274

30'

h) 1

f

(3)

★

General provisions for the adoption, designation and substitution of archipelagic sea lanes INTRODUCTION

3

This Part takes into account the unique character of archipelagic sea lanes as a routeing system.

Procedures and functions of IMO

The legal regime for archipelagic sea lanes is contained in Part IV of the United Nations Convention on the Law of the Sea (UNCLOS). UNCLOS provides that designation and substitution of an archipelagic sea lane by an archipelagic State automatically includes a corresponding air route above the sea lane. Use of an air route above a designated archipelagic sea lane by civil aircraft engaged in international air navigation shall be in accordance with any relevant requirements of the International Civil Aviation Organization (ICAO). International air traffic services (ATS) routes above the archipelagic waters to be used by civil aircraft engaged in international air navigation are subject to the approval process of ICAO.

3.1 IMO is recognized as the competent international organization responsible for adopting archipelagic sea lanes in accordance with the relevant provisions of UNCLOS and these provisions.

1

OBJECTIVES

PROCEDURES AND RESPONSIBILITIES

3.2 When adopting a proposed archipelagic sea lane, IMO will ensure that the proposed sea lane is in accordance with the relevant provisions of UNCLOS and determine if the proposal is a partial archipelagic sea lanes proposal. IMO may adopt only such archipelagic sea lanes as may be agreed by the Government of the proposing archipelagic State. 3.3 Upon receipt of a proposal for designating archipelagic sea lanes and before consideration for adoption, the IMO shall ensure that the proposal is disseminated to all Governments and ICAO so as to provide them with sufficient opportunity to comment on the proposal.

1.1 The purpose of these provisions is to provide guidance for the preparation, consideration and adoption of proposals for the adoption, designation and substitution of archipelagic sea lanes.

3.4 Following a proposal to the IMO by an archipelagic State, other States may request that the archipelagic State propose additional sea lanes to include all other normal passage routes used as routes for international navigation or overflight through or over archipelagic waters as required by UNCLOS.

2

3.5 In order for IMO to ensure that sea lanes proposed for adoption include all normal passage routes, IMO shall retain continuing jurisdiction (i.e., competence) over the process of adopting archipelagic sea lanes until such time that sea lanes including all normal passage routes have been adopted as required by UNCLOS.

DEFINITIONS AND CLARIFICATIONS

2.1 The terms used in connection with matters relating to archipelagic sea lanes have the same meaning as in UNCLOS. These terms include: .1 Archipelagic State .2

Archipelagic sea lane

.3

Archipelagic sea lanes passage

.4

Innocent passage

2.2 The following terms are also used in connection with matters relating to archipelagic sea lanes: .1 All normal passage routes and navigational channels as required by UNCLOS All normal passage routes used as routes for international navigation or overflight through or over archipelagic waters and, within such routes, so far as ships are concerned, all normal navigational channels, provided that duplication of routes of similar convenience between the same entry and exit points shall not be necessary. .2

Partial archipelagic sea lanes proposal An archipelagic sea lanes proposal by an archipelagic State which does not meet the requirement to include all normal passage routes and navigational channels as required by UNCLOS.

Responsibilities of Governments and recommended practices 3.6 The Government of an archipelagic State considering proposing archipelagic sea lanes should consult at an early stage with other user Governments and the IMO. 3.7 Subject to paragraph 3.9, the Government of an archipelagic State which wishes to designate archipelagic sea lanes shall propose to IMO for adoption archipelagic sea lanes including all normal passage routes and navigational channels as required by UNCLOS. 3.8 An archipelagic sea lanes proposal shall provide sea lanes suitable for the continuous and expeditious passage of foreign ships and aircraft in the normal mode through or over the archipelagic waters and the adjacent territorial sea. In proposing archipelagic sea lanes, the Government shall explain in its proposal the suitability of such sea lanes for such continuous and expeditious passage.

1

3.9 The proposal shall also indicate if it is a partial archipelagic sea lane proposal. 3.10 In proposing archipelagic sea lanes, Governments shall also include the number, edition and, where possible, the geodetic datum of the reference charts used for the proposed sea lanes, together with copies of the reference charts listed in the proposed sea lanes showing the axis of the proposed sea lanes. 3.11 It is recommended that in areas where the 10 per cent rule applies (see paragraph 6.3) the outer limits of the sea lane should, so far as practicable, be clearly indicated on the charts. 3.12 If IMO adopts a partial archipelagic sea lane proposal as a partial system of archipelagic sea lanes, the archipelagic State shall periodically inform IMO on its plans for conducting further surveys and studies that will result in the submission to IMO of proposals for adoption of all normal passage routes and navigational channels as required by UNCLOS, along with the general location of these lanes and time frame for this effort. In such a case, the archipelagic State is ultimately required to propose for adoption archipelagic sea lanes including all normal passage routes and navigational channels as required by UNCLOS. 3.13 Archipelagic sea lanes adopted by IMO shall come into effect on a date promulgated by the Government of the archipelagic State that proposed the sea lanes, which shall be communicated to IMO by that Government. That date shall not be earlier than six months after the date of designation of the sea lanes by that Government. Either Notices to amend charts, or revised charts to depict the sea lanes, shall be made available at least six months before the sea lanes come into effect. 4

CRITERIA FOR CONSIDERATION AND ADOPTION OF PROPOSALS

4.1 Archipelagic sea lane proposals shall conform with the relevant provisions of UNCLOS, including Article 53, and the requirements of this Part. 4.2 The adequacy of aids to navigation, hydrographic surveys and nautical charts of the area, as well as the configuration of the archipelagic State, shall be considered. 4.3 Routeing measures in the vicinity shall also be considered. 5

SUBSTITUTION OF ARCHIPELAGIC SEA LANES AND TRAFFIC SEPARATION SCHEMES

5.1 An archipelagic State may, when circumstances require, after giving due publicity thereto, substitute other sea lanes or traffic separation schemes for any sea lanes or traffic separation schemes previously designated or prescribed by it. 5.2 The provisions of this Part concerning the designation of archipelagic sea lanes apply equally to the substitution of archipelagic sea lanes. 5.3 The provisions of this Part and Part A of the IMO publication on Ships' Routeing concerning the

2

prescription of traffic separation schemes apply equally to the substitution of traffic separation schemes. 6

USE OF ARCHIPELAGIC SEA LANES AND NORMAL PASSAGE ROUTES

6.1 Ships and aircraft shall exercise in accordance with UNCLOS their right of archipelagic sea lanes passage in the normal mode solely for the purpose of continuous, expeditious and unobstructed transit between one part of the high seas or an exclusive economic zone and another part of the high seas or an exclusive economic zone. 6.2 Ships and aircraft in archipelagic sea lanes passage shall respect applicable sea lanes and the relevant provisions of UNCLOS, including Article 39. Ships shall also respect any traffic separation schemes in archipelagic sea lanes established in accordance with Part A of the IMO publication on Ships' Routeing. 6.3 Ships and aircraft in archipelagic sea lanes passage shall not deviate more than 25 nautical miles to either side of the axis lines defining archipelagic sea lanes, provided that such ships and aircraft shall not navigate closer to the coasts than 10 per cent of the distance between the nearest points on islands bordering the sea lane. 6.4 Within archipelagic sea lanes, traffic is not separated, except in traffic separation schemes. 6.5 Except for internal waters within archipelagic waters, ships of all States enjoy the right of innocent passage through archipelagic waters and the territorial sea. 6.6 If an archipelagic State does not designate sea lanes and air routes thereabove, the right of archipelagic sea lanes passage may be exercised through the routes normally used for international navigation. 6.7 Where a partial archipelagic sea lanes proposal has come into effect, the right of archipelagic sea lanes passage may continue to be exercised through all normal passage routes used as routes for international navigation or overflight in other parts of archipelagic waters in accordance with UNCLOS. 6.8 The right of archipelagic sea lanes passage shall not be suspended, hampered or obstructed. 6.9 The archipelagic State shall give appropriate publicity to any danger to navigation within archipelagic sea lanes of which it has knowledge. 7

REPRESENTATION ON CHARTS

7.1 Axis lines of archipelagic sea lanes are shown on charts for the purpose of defining the sea lanes. Axis lines do not indicate any routes or recommended tracks as defined in Part A of the IMO Publication on Ships' Routeing. 7.2 The axis of designated archipelagic sea lanes, including a listing of geographical co-ordinates with geodetic datum that define axis turning points, so far as practicable the outer limits of the sea lanes where

the 10 per cent rule applies (see paragraphs 3.11 and 6.3), and any prescribed traffic separation schemes shall be clearly shown on all appropriate scale charts, to which due publicity shall be given, and referred to in complementary hydrographic publications. 7.3 The legends, symbols and notes appearing in paragraphs 7.4, 7.5, 7.6 and 7.7 are recommended by 7.4

the International Hydrographic Organization as guidance for the representation of details of archipelagic sea lanes and associated measures on nautical charts. They are included to illustrate the information likely to be found on charts and as an aid to those designing archipelagic sea lanes proposed for adoption by IMO.

Use of legends on charts and in notes

Legend

Use of legend

Archipelagic Sea Lane

Not usually shown on charts but referred to in notes

ASL

Shown on charts in conjunction with symbol for axis line (paragraph 7.5)

7.5

Symbol for axis line of archipelagic sea lanes

Unless otherwise specified, symbols are printed on charts in colour, usually magenta. Description

Symbol

1

Axis line of archipelagic sea lane

2

Legend

3

Turning point of axis line of archipelagic sea lane

Note 1

ASL (see Note)

2 3

Notes: 1

The axis line will be shown through other routeing measures without interruption, since it may not necessarily form the centre line of a routeing measure established in Archipelagic Sea Lanes, in accordance with Part A of the IMO Publication on Ships' Routeing.

2

The legend ASL (see Note) should normally be used. The full legend Archipelagic Sea Lane (see Note) may, however, be used in cases where it is considered appropriate.

3

Turning points are indicated by joined pecked lines.

7.6

Symbol for outer limits of archipelagic sea lanes

Unless otherwise specified, symbols are printed on charts in colour, usually magenta. Description

Symbol

1

Limit of area in which 10% rule applies

2

Outer limit

Note 1

Not usually shown on charts but referred to in notes

Note: 1

The solid half-circle indicator is on the side of the limit of the area which lies within 10% of the distance between the nearest points on islands bordering the sea lane.

7.7

Cautionary and explanatory notes on charts

The following note provides an example of the type of information which should be included in the note: ASL ± ARCHIPELAGIC SEA LANES Archipelagic Sea Lanes as defined in UNCLOS have been designated in the area of this chart. Vessels exercising archipelagic sea lanes passage shall not deviate more than 25 miles from the charted axis line and shall not navigate, while in archipelagic sea lanes passage, within the areas indicated thus: . Where a traffic separation scheme exists in a narrow channel in such a sea lane, rules for the use of traffic separation schemes apply. It should be noted that the axis line of the ASL does not indicate the deepest water, any route or recommended track.

3

Section I ADOPTED ARCHIPELAGIC SEA LANES 1:

Partial system of archipelagic sea lanes in Indonesian archipelagic waters

CAUTION: The chartlets are for illustrative purposes only and must not be used for navigation. Mariners should consult the appropriate nautical publications and charts for up-to-date details on aids to navigation and other relevant information. WARNING: The geographical positions given in the descriptions of the reporting systems are only correct for charts using the same geodetic datum as the reference charts indicated under each scheme. Charts published by other hydrographic offices may use a different geodetic datum, as may new editions of the reference charts published after the adoption of the reporting system.

I

PARTIAL SYSTEM OF ARCHIPELAGIC SEA LANES IN INDONESIAN ARCHIPELAGIC WATERS* Part I SEA LANE I: SOUTH CHINA SEA±NATUNA SEA±KARIMATA STRAIT± WESTERN JAVA SEA±SUNDA STRAIT±INDIAN (HINDIA) OCEAN (Reference charts (publisher, chart number and scale, points reflected on chart): Indonesian Navy Hydrographic Office, chart 1:4,000,000, (I-1) to (I-15), Bessel 1841; Indonesian Navy Hydrographic Office, chart 1:1,000,000, (I-1) to (I-7), Bessel 1841; Indonesian Navy Hydrographic Office, chart 1:1,000,000, (I-8) to (I-15), Bessel 1841; Indonesian Navy Hydrographic Office, chart 1:500,000, (I-1) and (I-2), Bessel 1841; Indonesian Navy Hydrographic Office, chart 1:500,000, (I-3) and (I-4), WGS 84; Indonesian Navy Hydrographic Office, chart 1:500,000, (I-5) to (I-8), Bessel 1841; Indonesian Navy Hydrographic Office, chart 1:200,000, (I-9) to (I-12), Bessel 1841; Indonesian Navy Hydrographic Office, chart 1:200,000, (I-13) to (I-15), WGS 72)

No. 2, September 1988, corrected to 17 February 1997, No. 38, February 1989, corrected to 11 May 1996, No. 66, June 1990, corrected to 15 September 1997, No. 147, March 1993, corrected to 6 March 1993, No. 148, December 1995, corrected to 9 December 1995, No. 149, September 1981, corrected to 15 February 1992, No. 78, March 1995, corrected to 15 September 1997, No. 71, March 1995, corrected to 11 March 1995,

Description of the archipelagic sea lane The axis line connects the following geographical positions: (I-1) 03835'.00 N, 108851'.00 E (I-9) (I-2) 03800'.00 N, 108810'.00 E (I-10) (I-3) 00850'.00 N, 106816'.33 E (I-11) (I-4) 00812'.33 S, 106844'.00 E (I-12) (I-5) 02801'.00 S, 108827'.00 E (I-13) (I-6) 02816'.00 S, 109819'.50 E (I-14) (I-7) 02845'.00 S, 109833'.00 E (I-15) (I-8) 03846'.75 S, 109833'.00 E

05812'.50 05817'.25 05817'.25 05815'.00 05857'.25 06818'.50 06824'.75

S, S, S, S, S, S, S,

106854'.50 106844'.50 106827'.50 106812'.50 105846'.33 105833'.25 104841'.42

E E E E E E E

Notes for the use of this archipelagic sea lane: (a)

Geographical positions (I-1) to (I-3) define the axis line from the South China Sea through the Natuna Sea.

(b)

Geographical positions (I-3) to (I-5) define the axis line from the Natuna Sea to the Karimata Strait.

(c)

Geographical positions (I-5) to (I-7) define the axis line through the Karimata Strait.

(d)

Geographical positions (I-7) to (I-12) define the axis line through the western Java Sea.

(e)

Geographical positions (I-12) to (I-15) define the axis line through the Sunda Strait into the Indian (Hindia) Ocean.

_____ * Date of implementation: 6 months after the date of designation of the sea lanes by the Government of Indonesia (see SN/Circ.200).

I/1-1

SEA LANE IA: SPUR FROM NORTH OF PULAU MERAPAS TO POINT (I-3) (Reference charts (publisher, chart number and scale, points reflected on chart): Indonesian Navy Hydrographic Office, chart No. 38, February 1989, corrected to 11 May 1996, 1:1,000,000, (IA-1) to (I-3), Bessel 1841; Indonesian Navy Hydrographic Office, chart No. 2, September 1988, corrected to 17 February 1997, 1:4,000,000, (IA-1) to (I-3), Bessel 1841)

Description of the archipelagic sea lane The axis line connects the following geographical positions: (IA-1)

01852'.00 N,

104855'.00 E

(I-3)

00850'.00 N,

106816'.33 E

Notes for the use of this archipelagic sea lane: (a) Geographical positions (IA-1) to (I-3) define the axis line from the Singapore Strait through the Natuna Sea.

Part II SEA LANE II: CELEBES (SULAWESI) SEA±MAKASAR STRAIT±LOMBOK STRAIT± INDIAN (HINDIA) OCEAN (Reference charts (publisher, chart number and scale, points reflected on chart): Indonesian Navy Hydrographic Office, chart 1:4,000,000, (II-1) to (II-8), Bessel 1841; Indonesian Navy Hydrographic Office, chart 1:1,000,000, (II-1) to (II-4), Bessel 1841; Indonesian Navy Hydrographic Office, chart 1:1,000,000 (II-4) to (II-8), Bessel 1841; Indonesian Navy Hydrographic Office, chart 1:500,000, (II-4) and (II-5), WGS 72; Indonesian Navy Hydrographic Office, chart 1:500,000, (II-6) to (II-8), WGS 72; Indonesian Navy Hydrographic Office, chart 1: 200,000, (II-7) and (II-8), WGS 72)

No. 2, September 1988, corrected to 17 February 1997, No. 121, October 1993, corrected to 7 July 1997, No. 111, August 1997, corrected to 4 August 1997, No. 128, October 1997, corrected to 20 October 1997, No. 113, July 1988, corrected to 2 July 1988, No. 291, June 1996, corrected to 20 July 1996,

Description of the archipelagic sea lane The axis line connects the following geographical positions: (II-1) 00857'.00 N, 119833'.00 E (II-5) (II-2) 00800'.00 N, 119800'.00 E (II-6) (II-3) 02840'.00 S, 118817'.00 E (II-7) (II-4) 03845'.00 S, 118817'.00 E (II-8)

05828'.00 07800'.00 08800'.00 09801'.00

S, S, S, S,

117805'.00 116850'.00 116800'.00 115836'.00

E E E E

Notes for the use of this archipelagic sea lane: (a) Geographical positions (II-1) to (II-2) define the axis line from the Celebes (Sulawesi) Sea to the Makasar Strait. (b) Geographical positions (II-3) to (II-6) define the axis line between Borneo (Kalimantan) and Celebes (Sulawesi) islands. (c) Geographical positions (II-6) to (II-7) define the axis line through the Bali Sea. (d) Geographical positions (II-7) to (II-8) define the axis line through Lombok Strait to the Indian (Hindia) Ocean

I/1-2

Part III SEA LANE IIIA: PACIFIC OCEAN±MALUKU SEA±SERAM SEA±BANDA SEA± OMBAI STRAIT±SAWU SEA±INDIAN (HINDIA) OCEAN (Reference charts (publisher, chart number and scale, points reflected on chart): Indonesian Navy Hydrographic Office, chart No. 3, March 1985, corrected to 13 October 1997, 1:4,000,000, (IIIA-1) to (IIIA-11), Bessel 1841; Indonesian Navy Hydrographic Office, chart No. 403, September 1996, corrected to 14 September 1996, 1: 500,000, (IIIA-1) to (IIIA-3), Bessel 1841; Indonesian Navy Hydrographic Office, chart No. 357, December 1985, corrected to 17 February 1997, 1:1,000,000, (IIIA-1) to (IIIA-3), Bessel 1841; Indonesian Navy Hydrographic Office, chart No. 142, May 1991, corrected to 24 August 1996, 1:1,000,000, (IIIA-4) to (IIIA-8), Bessel 1841; Indonesian Navy Hydrographic Office, chart No. 366, July 1993, corrected to 15 September 1997, 1:1,000,000, (IIIA-10) to (IIIA-13), Bessel 1841; Indonesian Navy Hydrographic Office, chart No. 367, August 1993, corrected to 7 July 1997, 1:1,000,000, (IIIA-9) and (IIIA-10), Bessel 1841; Indonesian Navy Hydrographic Office, chart No. 112, June 1991, corrected to 10 June 1995, 1:1,000,000, (IIIA-9) to (IIIA-13), Bessel 1841; Indonesian Navy Hydrographic Office, chart No. 363, January 1990, corrected to 15 June 1996, 1:1,000,000, (IIIA-3) to (IIIA-6), Bessel 1841; Indonesian Navy Hydrographic Office, chart No. 404, October 1993, corrected to 13 November 1993, 1: 500,000, (IIIA-4) and (IIIA-5), Bessel 1841)

Description of the archipelagic sea lane The axis line connects the following (IIIA-1) 03827'.00 N, (IIIA-2) 01840'.00 N, (IIIA-3) 01812'.00 N, (IIIA-4) 00809'.00 N, (IIIA-5) 01853'.00 S, (IIIA-6) 02837'.00 S, (IIIA-7) 02853'.00 S,

geographical positions: 127840'.50 E (IIIA-8) 126857'.50 E (IIIA-9) 126854'.00 E (IIIA-10) 126820'.00 E (IIIA-11) 127802'.00 E (IIIA-12) 126830'.00 E (IIIA-13) 125830'.00 E

03820'.00 08825'.00 09803'.00 09823'.00 10812'.00 10844'.50

S, S, S, S, S, S,

125830'.00 125820'.00 123834'.00 122855'.00 121818'.00 120845'.75

E E E E E E

Notes for the use of this archipelagic sea lane: (a) Geographical positions (IIIA-1) to (IIIA-5) define the axis line from the Pacific Ocean through the Maluku Sea. (b) Geographical positions (IIIA-5) to (IIIA-7) define the axis line through the Seram Sea. (c) Geographical positions (IIIA-7) to (IIIA-9) define the axis line through the western Banda Sea to the Ombai Strait. (d) Geographical positions (IIIA-9) to (IIIA-13) define the axis line through the Ombai Strait and Sawu Sea between Sumba and Sawu Islands to the Indian (Hindia) Ocean.

SEA LANE IIIE: SPUR FROM POINT (IIIA-2) TO (IIIE-2) (Reference charts (publisher, chart number and scale, points reflected on chart): Indonesian Navy Hydrographic Office, chart No. 3, March 1985, corrected to 13 October 1997, 1:4,000,000, (IIIA2) to (IIIE-2), Bessel 1841; Indonesian Navy Hydrographic Office, chart No. 403, September 1996, corrected to 14 September 1996, 1:500,000, (IIIA-2) to (IIIE-2), Bessel 1841; Indonesian Navy Hydrographic Office, chart No. 357, December 1985, corrected to 17 February 1997, 1:1,000,000, (IIIA-2) and (IIIE-1), Bessel 1841)

Description of the archipelagic sea lane The axis line connects the following geographical positions: (IIIA-2) 01840'.00 N, 126857'.50 E (IIIE-2) (IIIE-1) 04812'.10 N, 126801'.00 E

04832'.20 N,

125810'.40 E

Notes for the use of this archipelagic sea lane: (a) Geographical positions (IIIA-2) to (IIIE-2) define the axis line from the Maluku Sea to the Celebes (Sulawesi) Sea.

I/1-3

SEA LANE IIIB: SPUR FROM POINT (IIIA-8) TO (IIIB-2); BANDA SEA± LETI STRAIT±TIMOR SEA (Reference charts (publisher, chart number and scale, points reflected on chart): Indonesian Navy Hydrographic Office, chart No. 1:4,000,000, (IIIA-8) to (IIIB-2), Bessel 1841; Indonesian Navy Hydrographic Office, chart No. 1:1,000,000, (IIIA-8) and (IIIB-1), Bessel 1841; Indonesian Navy Hydrographic Office, chart No. 1:1,000,000, (IIIB-2), Bessel 1841; Indonesian Navy Hydrographic Office, chart No. 1:1,000,000, (IIIB-2), Bessel 1841)

3, March 1985, corrected to 13 October 1997, 142, May 1991, corrected to 24 August 1996, 367, August 1993, corrected to 7 July 1997, 146, October 1993, corrected to 1 April 1995,

Description of the archipelagic sea lane The axis line connects the following geographical positions: (IIIA-8) 03820'.00 S, 125830'.00 E (IIIB-2) (IIIB-1) 04800'.00 S, 125840'.00 E

08831'.00 S,

127833'.00 E

Notes for the use of this archipelagic sea lane: (a) Geographical positions (IIIA-8) to (IIIB-2) define the axis line through the Banda Sea and Leti Strait to the Timor Sea.

SEA LANE IIIC: SPUR FROM POINT (IIIA-8) TO (IIIC-2); BANDA SEA±ARAFURU SEA (Reference charts (publisher, chart number and scale, points reflected on chart): Indonesian Navy Hydrographic Office, chart No. 1:4,000,000, (IIIA-8) to (IIIC-2), Bessel 1841; Indonesian Navy Hydrographic Office, chart No. 1:1,000,000, (IIIA-8) and (IIIB-1), Bessel 1841; Indonesian Navy Hydrographic Office, chart No. 1:1,000,000, (IIIC-1) and (IIIC-2), Bessel 1841; Indonesian Navy Hydrographic Office, chart No. 1:1,000,000, (IIIC-1) and (IIIC-2), Bessel 1841)

3, March 1985, corrected to 13 October 1997, 142, May 1991, corrected to 24 August 1996, 367, August 1993, corrected to 7 July 1997, 146, October 1993, corrected to 1 April 1995,

Description of the archipelagic sea lane The axis line connects the following geographical positions: (IIIA-8) 03820'.00 S, 125830'.00 E (IIIC-1) (IIIB-1) 04800'.00 S, 125840'.00 E (IIIC-2)

06810'.00 S, 06844'.00 S,

131845'.00 E 132835'.00 E

Notes for the use of this archipelagic sea lane: (a) Geographical positions (IIIA-8) to (IIIC-2) define the axis line through the Banda Sea to the Arafuru Sea.

SEA LANE IIID: SPUR FROM POINT (IIIA-11) TO (IIID-1); SAWU SEA±SEA BETWEEN SAWU AND ROTI ISLANDS±INDIAN (HINDIA) OCEAN (Reference charts (publisher, chart number and scale, points reflected on chart): Indonesian Navy Hydrographic Office, chart No. 3, March 1985, corrected to 13 October 1997, 1:4,000,000, (IIIA-11) and (IIID-1), Bessel 1841; Indonesian Navy Hydrographic Office, chart No. 112, June 1991, corrected to 10 June 1995, 1:1,000,000, (IIIA-11) and (IIID-1), Bessel 1841; Indonesian Navy Hydrographic Office, chart No. 366, July 1993, corrected to 15 September 1997, 1:1,000,000, (IIIA-11) and (IIID-1), Bessel 1841)

Description of the archipelagic sea lane The axis line connects the following geographical positions: (IIIA-11) 09823'.00 S, 122855'.00 E (IIID-1)

10858'.00 S,

122811'.00 E

Notes for the use of this archipelagic sea lane: (a) Geographical positions (IIIA-11) to (IIID-1) define the axis line from the Sawu Sea to the Sea between Sawu and Roti Islands to the Indian (Hindia) Ocean.

I/1-4

A AYSI

MAL

BRUNEI

SARAWAK

SINGAPORE

0˚ Se

IRIAN JAYA

I

ne

ne

la

a la

a

Se

KALIMANTAN

III

SULAWESI SUMATERA

Se

al

an

eI

I

SERAM

5˚

JAWA BALI

SUMBAWA

FLORES

TIMOR

SUMBA

10˚

Sawu Roti

AUSTRALIA

110˚

115˚

120˚

125˚

I/1-5

INDONESIAN ARCHIPELAGIC SEA LANES I, II AND III

130˚

135˚

99007

15˚ 105˚

IA YS LA MA

I-1 I-2

SARAWAK

IA-1 SINGAPORE I-3 0˚

I-4

KALIMANTAN I-5 I-6 I-7 I-8 SUMATERA 5˚

I-12

I-9

I-13 I-14

I-15

10˚ 105˚

110˚

INDONESIAN ARCHIPELAGIC SEA LANE I

I/1-6

99008

JAWA

BRUNEI

SARAWAK

II-1

II-2

0˚

KALIMANTAN SULAWESI

II-3

II-4

5˚

II-5

Madura

II-6 II-7 BALI

II-8

FLORES

SUMBAWA

SUMBA 10˚

Sawu

120˚

99009

115˚

INDONESIAN ARCHIPELAGIC SEA LANE II

I/1-7

IIIE-2 IIIE-1 IIIA-1

IIIA-2 IIIA-3

IIIA-4

0˚

IRIAN JAYA

IIIA-5 SULAWESI

IIIA-6

IIIA-7

SERAM

IIIA-8 IIIB-1 5˚

IIIC-1 IIIC-2

FLORES

IIIA-10

IIIA-9 TIMOR

IIIB-2

IIIA-11 SUMBA

IIIA-12

10˚

Sawu

IIIA-13 IIID-1

125˚

130˚

INDONESIAN ARCHIPELAGIC SEA LANE III

I/1-8

99010

120˚

Roti

How to search Ships’ Routeing (page 1 of 5) This Ships’Routeing publication is made available in an Adobe Acrobat 4.0 format. It can be read and searched with Acrobat Reader with Search Capability. Users unfamiliar with Acrobat may wish to consult the Online Guide about Acrobat Reader available at the top of the screen via Help, Reader Online Guide - and Using Acrobat Search - available via Help, Plug-In Help, Using Acrobat Search. Below are given some special features of this Ships’ Routeing application.Brief explanation of the program for searching and displaying Ships’ Routeing Information follows. Please take note: If you have Acrobat Reader on your computer you may find that you will not be able to search. For that you need Acrobat Reader with Search*. Information about the version of Acrobat Reader is given via Help, About Plug-Ins, Acrobat Search - should give a button labelled Verity. Clicking this will tell you that the Verity Search Engine is included. * Acrobat Reader with Search Capability is available on this CDROM and freely downloadable from Adobes site at http://www.adobe.com (see README files for installation instruction) Page 2 Page 5

How to search Ships’ Routeing (page 2 of 5) Special features of this edition of Ships’ Routeing Searching There are two basic methods for finding the information you want: 1. Via the Contents page which provides further links to the information. If you click somewhere in the middle of the Introduction Screen you will be taken to this page. You can also access it via its Bookmark (click on the fifth button from the left at the top of your screen). Some items take you to a page with a detailed overview. Links to either text or charts are boxed in blue or red (see below under Links). 2. Via a text search (click on the button with the small binoculars and page). Another search method is to use the many charts available. Overview charts often contain an index and show the relevant routeing measure with a number and a purple spot on that chart. If you click on the relevant line in the index you will jump to the text description of the routeing measure, if you click somewhere near the purple spot you will jump to the relevant chart. See also below under Links. If you are looking at the text description of a routeing measure and there is chart that goes with it, you can simply browse forward. Sometimes the information is illustrated in a chart of another routeing measure, in which case a link will have been set up (see below under Links). Page 3 Page 1

How to search Ships’ Routeing (page 3 of 5) Viewing Charts Some charts contain much detail that is hardly legible on screen. Moving your cursor over the screen you will notice that the ‘hand’ sometimes changes to a ‘hand with an arrow’. If you click your left mouse button the relevant part of the map is enlarged. Where charts are on the same page as text, clicking on the chart will also enlarge it. If you wish for even more detail you can always activate the magnifier at the top of your screen. An overview of magnified charts and tables is available via Window, Show Articles at the top of your screen. Where charts contain text references to other routeing measures, links have been set up to take you directly to these - your hand cursor changes to cursor of a hand with a pointing finger. Links Ships’ Routeing contains very many links. Some are directly visible such as those in the contents pages (blue and red boxes). In charts and text descriptions links are invisible but you will notice that your cursor changes from a ‘hand’ to a ‘hand with pointing finger’. If you click on your left mouse button you will jump to the relevant page. An example: In paragraph 1.1 of ‘Recommendations on navigation through the English Channel and the Dover Strait’ can be read: “...use the traffic separation scheme “Off Casquets”. If you move your cursor over this part of the text and click your mouse, you will be taken to the text description of the Traffic Separation Scheme (TSS) “Off Casquets”. Browsing forward one page will show the relevant chatlet. Page 4 Page 2

How to search Ships’ Routeing (page 4 of 5) Brief explanation of the program for searching and displaying Ships’ Routeing Information The program used to store the Ships’ Routeing information is Adobe Acrobat 4.0. You will find comprehensive information about Acrobat Reader by clicking on Help at the top right of your screen. All the pages of Ships’ Routeing plus the menus for finding these are stored in one PDF (Acrobat portable document file) on this CDROM. Below you will find a summary of the most important commands/actions for searching, displaying and printing the information. 1. 1.1 1.2

2. 2.1

2.2

2.3

Screens: Full Screen (default) - this shows one page of Ships’ Routeing or a menu. The button to activate or deactivate this is the fifth on the left hand side of the button bar. Split screen (left: Bookmarks or Thumbnails, right: a page from Ships’ Routeing) - the list of bookmarks consists of links to relevant pages in the PDF file (to activate a link, position your cursor on it and click). The button to activate/deactivate this is the fifth from the left. At the bottom of your screen you will see the page number of the page you are looking at e.g. 123 of 399 View buttons: ‘Hand' (default) - this turns your cursor into a hand, except when your cursor is positioned over a part of a page containing a link (see below under links). If you hold down your left mouse button you can move the page you are viewing over your screen. Note that the slide bar at the right hand side of your screen regards the whole PDF file and therefore cannot be used to move a page on your screen. ‘Magnifying Glass' - this turns your cursor into a magnifying glass. If you want to zoom in on a piece of text or illustration drag the cursor over part of your screen whilst holding down the left mouse button. On release of the mouse button the marked part will fill the whole screen. At the bottom of the screen you will see the zoom factor expressed as a percentage e.g. 120%. To go back to the previous situation either click on this (at the bottom of the screen) and reset to “Fit Width' or click on the ‘heavy arrow back' button at the top of your screen. ‘T+’ - allows you to drag your mouse over a piece of text to copy it to your clipboard.

Page 5 Page 3

How to search Ships’ Routeing (page 5 of 5) Brief explanation of the program for searching and displaying Ships’ Routeing Information 3. 3.1 3.2 3.3 3.4 3.5 3.6

Browsing buttons (from left to right): Back to first page - this takes you back to the Introduction Screen Single Arrow Left - back one page in the PDF file Single Arrow Right - forward one page in the PDF file To last page - this takes you to the last page of the PDF file Heavy Arrow Left - one action back depending on what you have done Heavy Arrow Right - one action forward depending on what you have done

4. Page view buttons (from left to right): 4.1 Shows a page at 100% zoom 4.2 Shows the whole page 4.3 Sets the zoom factor to display the full width of the text (default) Note on the zoom factor: because the pages in this edition of Ships’ Routeing have many different page sizes, which means that each page needs its own zoom factor for legibility, and because parts of pages can be zoomed in on via the ‘hand with arrow’ cursor, all pages in Ships’ Routeing automatically open at ‘page width’ zoom factor. 4.4 Rotate pages 90° left 4.5 Rotate pages 90° right 5. 5.1 5.2 5.3 5.4 5.5

Search buttons (from left to right): ‘Binoculars' (Not Advised!) - activates a linear search ‘Binoculars and page' - allows you to search the index. A successful search will take you to the first page containing your search term,which will be highlighted. ‘Circle and page' - gives a list of pages resulting from your search ‘Page with arrow left' - display of previous page from the list of found pages ‘Page with arrow right' - display of previous page from the list of found pages

Page 1 Page 4

About the International Maritime Organization IMO IMO is a technical organization established in 1958. Today, it has 159 Member States plus two Associate Members. Formal arrangements for co-operation and/or consultative status have been established with a large number of international organizations. The Organization's chief task, especially in the early years, was to develop a comprehensive body of international conventions, codes and recommendations which could be implemented by all Member Governments. This international approach is essential, for the effectiveness of IMO measures depends upon how widely they are accepted and how they are implemented. The fact that the most important IMO conventions are now accepted by countries whose combined merchant fleets represent 98% of the world total indicates how successful this policy has been. The governing body of IMO is the Assembly, which meets every two years. In between Assembly sessions a Council, consisting of 32 Member States elected by the Assembly, acts as governing body. The technical work of IMO is carried out by a series of committees. The Maritime Safety Committee is the most senior of these and has sub-committees dealing with the following subjects: safety of navigation, radiocommunications, life-saving, search and rescue, standards of training and watchkeeping, carriage of dangerous goods, ship design and equipment, fire protection, stability and load lines, fishing vessel safety, containers and cargoes, bulk chemicals and flag State implementation. The Maritime Environment Protection Committee deals with pollution prevention. IMO also has a Legal Committee, originally established to deal with legal problems resulting from the Torrey Canyon pollution disaster of 1967 but later made a permanent body. The Technical Co-operation Committee handles IMO's growing technical co-operation programme, which is designed to help Member Governments implement the technical measures adopted by the Organization, and the Facilitation Committee deals with measures to simplify the documentation and formalities required in international shipping. The Secretariat consists of some 300 international civil servants headed by a Secretary-General. The IMO Headquarters is in London, just across the River Thames from the Houses of Parliament. The objective of IMO's publishing activities is to provide the world maritime community with the numerous texts (conventions, codes, recommendations, guidelines, etc.) prepared by the Organization as part of its work programme. The world-wide dissemination of this information plays an important role in the promotion of maritime safety and the prevention of marine pollution. Today, IMO has over 200 titles available in English. The majority are translated into French and Spanish and an increasing number into Arabic, Chinese and Russian. Since October 1993 IMO has also launched several electronic publications, 'The Computerized IMDG Code' (available on CD and diskette), 'The IMO-Vega Database' (CD only), the IMO Resolutions database (CD only),the GMDSS Manual (CD only), Ships’ Routeing (CD only), the IAMSAR Manual (CD only), IMO Labels and Symbols (CD only) and MARPOL on CDROM (CD only). A catalogue of publications (on paper and on diskette) is available on request.

Membership List of IMO (page 1 of 4) Members and the Date of Receipt of the Instrument of Acceptance Albania Algeria Angola Antigua and Barbuda Argentina Australia Austria Azerbaijan Bahamas Bahrain Bangladesh Barbados Belgium Belize Benin Bolivia Bosnia and Herzegovina Brazil Brunei Darussalam Bulgaria Cambodia Cameroon Canada Cape Verde Chile China Colombia Congo Costa Rica Cote d'Ivoire Croatia Cuba Cyprus Czech Republic Democratic People's Republic of Korea Democratic Republic of the Congo Denmark Djibouti Dominica Dominican Republic Ecuador Egypt PAGE 2

PAGE 4

24 May 1993 31 October 1963 6 June 1977 13 January 1986 18 June 1953 13 February 1952 2 April 1975 15 May 1995 22 July 1976 22 September 1976 27 May 1976 7 January 1970 9 August 1951 13 September 1990 19 March 1980 6 July 1987 16 July 1993 4 March 1963 31 December 1984 5 April 1960 3 January 1961 1 May 1961 15 October 1948 24 August 1976 17 February 1972 1 March 1973 19 November 1974 5 September 1975 4 March 1981 4 November 1960 8 July 1992 6 May 1966 21 November 1973 18 June 1993 16 April 1986 16 August 1973 3 June 1959 20 February 1979 18 December 1979 25 August 1953 12 July 1956 17 March 1958

Membership List of IMO (page 2 of 4) Members and the Date of Receipt of the Instrument of Acceptance El Salvador Equatorial Guinea Eritrea Estonia Ethiopia Fiji Finland France Gabon Gambia Georgia Germany Ghana Greece Grenada Guatemala Guinea Guinea-Bissau Guyana Haiti Honduras Hungary Iceland India Indonesia Iran (Islamic Republic of) Iraq Ireland Israel Italy Jamaica Japan Jordan Kazakhstan Kenya Kuwait Latvia Lebanon Liberia Libyan Arab Jamahiriya Lithuania Luxembourg PAGE 3

PAGE 1

12 February 1981 6 September 1972 31 August 1993 31 January 1992 3 July 1975 14 March 1983 21 April 1959 9 April 1952 1 April 1976 11 January 1979 22 June 1993 7 January 1959 6 July 1959 31 December 1958 3 December 1998 16 March 1983 3 December 1975 6 December 1977 13 May 1980 23 June 1953 23 August 1954 10 June 1970 8 November 1960 6 January 1959 18 January 1961 2 January 1958 28 August 1973 26 February 1951 24 April 1952 28 January 1957 11 May 1976 17 March 1958 9 November 1973 11 March 1994 22 August 1973 5 July 1960 1 March 1993 3 May 1966 6 January 1959 16 February 1970 7 December 1995 14 February 1991

Membership List of IMO (page 3 of 4) Members and the Date of Receipt of the Instrument of Acceptance Madagascar Malawi Malaysia Maldives Malta Marshall Islands Mauritania Mauritius Mexico Monaco Mongolia Morocco Mozambique Myanmar Namibia Nepal Netherlands New Zealand Nicaragua Nigeria Norway Oman Pakistan Panama Papua New Guinea Paraguay Peru Philippines Poland Portugal Qatar Republic of Korea Romania Russian Federation Saint Lucia Saint Vincent and the Grenadines Samoa Sao Tome and Principe Saudi Arabia Senegal Seychelles Sierra Leone PAGE 4

PAGE 2

8 March 1961 19 January 1989 17 June 1971 31 May 1967 22 June 1966 26 March 1998 8 May 1961 18 May 1978 21 September 1954 22 December 1989 11 December 1996 30 July 1962 17 January 1979 6 July 1951 27 October 1994 31 January 1979 31 March 1949 9 November 1960 17 March 1982 15 March 1962 29 December 1958 30 January 1974 21 November 1958 31 December 1958 6 May 1976 15 March 1993 15 April 1968 9 November 1964 16 March 1960 17 March 1976 19 May 1977 10 April 1962 28 April 1965 24 December 1958 10 April 1980 29 April 1981 25 October 1996 9 July 1990 25 February 1969 7 November 1960 13 June 1978 14 March 1973

Membership List of IMO (page 4 of 4) Members and the Date of Receipt of the Instrument of Acceptance Singapore Slovakia Slovenia Solomon Islands Somalia South Africa Spain Sri Lanka Sudan Suriname Sweden Switzerland Syrian Arab Republic Thailand The Former Yugoslav Republic of Macedonia Togo Tonga Trinidad and Tobago Tunisia Turkey Turkmenistan Ukraine United Arab Emirates United Kingdom of Great Britain and Northern Ireland United Republic of Tanzania United States of America Uruguay Vanuatu Venezuela Viet Nam Yemen Yugoslavia

17 January 1966 24 March 1993 10 February 1993 27 June 1988 4 April 1978 28 February 1995 23 January 1962 6 April 1972 5 July 1974 14 October 1976 27 April 1959 20 July 1955 28 January 1963 20 September 1973 13 October 1993 20 June 1983 23 February 2000 27 April 1965 23 May 1963 25 March 1958 26 August 1993 28 March 1994 4 March 1980 14 February 1949 8 January 1974 17 August 1950 10 May 1968 21 October 1986 27 October 1975 12 June 1984 14 March 1979 12 February 1960

Associate Members Hong Kong, China Macao, China PAGE 1

7 June 1967 2 February 1990 PAGE 3

Address of the IMO Publications Section Please address all enquiries to: Publications Section Electronic Sales International Maritime Organization 4 Albert Embankment London SE1 7SR United Kingdom Telephone: Fax: Telex: WWW:

+44 (0)171 735 7611 extension 2230/2225 +44 (0)171 587 3210 23588 http://www.imo.org

Colophon and Copyright Notice to 'Ships’ Routeing' Version 2.0 Edition of April 2000 INTERNATIONAL MARITIME ORGANIZATION 4 Albert Embankment, London SE1 7SR

IMO PUBLICATION Sales number: CD-502 © IMO 2000 Copyright to the Information Design and Production: © 2000 InterWise, Amersfoort, the Netherlands Tel/fax: +31 33 4627165 email [email protected] WWW: http://utopia.knoware.nl/users/intrwise All rights reserved. No part of this publication may, for sales purposes, be reproduced, stored in a retrieval system or transmitted in any form or by means, electronic, electrostatic, magnetic tape, mechanical, photcopying or otherwise, without prior permission in writing from the International Maritime Organization.

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