Ships Routeing (IMO)

Contents Introduction Part A - General provisions Objectives, Definitions, Procedures and responsibilities, Methods, Planning, Design criteria, Temporary adjustments to traffic separation schemes, Use of routeing systems, Representation on charts Chart Part B - Traffic separation schemes Rule 10 of COLREG 1972 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 Chart PART C - Deep-water routes Section I - Baltic Sea Section II - Western European waters Section III - South-east Asia Section IV - Western North Atlantic Ocean, Gulf of Mexico and Caribbean Sea Chart PART D - Areas to be avoided Section I - North-western European waters Section II - North and Central American waters Section III - Other areas to be avoided PART E - Other routeing measures PART F - Associated rules and recommendations on navigation Chart 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 Section I - Mandatory Ship Reporting Systems Section II - Mandatory Routeing Systems 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

General provisions on ships' routeing

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International Convention for the Safety of Life at Sea, 1974, as amended - Regulation V/8 - Ships' Routeing Objectives Definitions Procedures and Responsibilities Methods Planning Design Criteria Temporary Adjustments and Suspensions Use of Routeing Systems Representation on Charts

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

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 In the approaches to Rostock [cancelled] 11 South of Gedser 12 In The Sound 13 Off Falsterborev 14 Off Kiel Lighthouse 15 Between Korsoer and Sprogoe 16 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 2 Elbe approach 3 Terschelling-German Bight 4 Jade approach 5 German Bight western approach 6 Off Texel 7 In the approaches to Hook of Holland and at North Hinder 8 Off Vlieland, Vlieland North and Vlieland Junction 9 Off Friesland 10 At West Hinder 11 In the Strait of Dover and adjacent waters 12 Off Land's End, between Seven Stones and Longships 13 South of the Scilly Isles 14 West of the Scilly Isles 15 Off Smalls 16 Off Skerries 17 In the North Channel 18 Off Tuskar Rock 19 Off Fastnet Rock 20 Off Casquets 21 Off Ushant 22 Off Berlenga 23 Off Cape Roca 24 Off Cape S. Vicente 25 At Banco del Hoyo 26 Off Feistein 27 Off Finisterre

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

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 In the Strait of Hormuz 5 Tunb-Farur 6 In the approaches to Ras Tanura and Ju'aymah 7 Off Ras al Hadd 8 Off Dondra Head 9 Between Zaqqum and Umm Shaif 10 Between the Zuluf and Marjan Oilfields TEXT CHART Section V - South-east Asia 1A Summary chartlet A - Straits of Malacca and Singapore 1B Summary chartlet B - Hong Kong 2 At One Fathom Bank 3 In the Singapore Strait (with 6 charts from west to east) 4 At Horsburgh Light area 5 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 Puget Sound and its approaches: Rosario Strait North Rosario Strait South approaches to Puget Sound Puget Sound - North Puget Sound - South 3 In the Strait of Juan de Fuca 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) TEXT CHART Section VIII - South America, Pacific Coast 1 In the approaches to Antofagasta 2 In the approaches to Quintero Bay 3 In the approaches to Valparaiso 4 In the approaches to Concepcion Bay 5 In the approaches to San Vicente Bay 6 In the approaches to Arica 7 In the approaches to Iquique 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 approaches to Portland, Maine 3 In the approach to Boston, Massachusetts 4 In the approaches to Narragansett Bay, Rhode Island, and Buzzards Bay, Massachusetts 5 Off New York 6 Off Delaware Bay 7 In the approaches to Chesapeake Bay 8 In the Bay of Fundy and approaches 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 Salina Cruz 18 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 Off the Aniwa Cape 3 Off the Ostrovnoi Point 4 In the approaches to the Gulf of Nakhodka 5 In the Proliv Bussol

PART C - Deep-water routes TEXT CHART Section I - Baltic Sea 1 Navigation through the entrances to the Baltic Sea 2 North-east of Gedser 3 Off the east coast of Langeland 4 Between Hatter Rev and Hatter Barn TEXT CHART Section II - Western European waters 1 Deep-water routes forming parts of routeing system "Off Friesland" 2 Deep-water route leading to Europoort 3 Deep-water route forming part of the north-eastbound traffic lane of the Strait of Dover and adjacent waters traffic separation scheme 4 Deep-water route leading to the Port of Antifer 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 forming part of the eastbound traffic 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 At Maas Centre 4 At North Hinder Junction Point 5 In the Dover Strait 6 Between the Smalls Lighthouse and Grassholme Island 7 In the region of the Shetland Islands 8 In the region of the Orkney Islands 9 In the region of the Fair Isle TEXT CHART Section II - North and Central American waters 1 At Louisiana Offshore Oil Port (LOOP) in the Gulf of Mexico 2 In the region of Nantucket Shoals 3 In the region of the North-west Hawaiian Islands 4 In the region of the Bermuda Islands 5 Off the California Coast 6 Off the Florida Coast 7 In the Gulf of Campeche 8 At the maritime oil terminal off Cayo Arcas 9 In the approaches to Salina Cruz 10 Off the Washington coast 11 In the approaches to the port of Veracruz TEXT CHART Section III - Other areas to be avoided 1 At Alphard Banks 2 In the region of Cape Terpeniya (Sakhalin) 3 In the Bass Strait 4 In the region of the Great Barrier Reef 5 In the region of the Aldabra Islands in the Seychelles 6 In the region of Mahé Island in the Seychelles 7 In the region of Fasht Buldani 8 In the region of Three Kings Islands 9 In the region of the Vorioi Sporadhes Islands 10 North of the Straits of Tiran 11 North of Sharm el Sheikh harbour 12 At the southern extremity of the Sinai Peninsula

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

Recommended route for tankers from North Hinder to the German Bight and vice versa Recommended directions of traffic flow in the German Bight Recommended directions of traffic flow in the English Channel Recommended directions of traffic flow in the Fair Isle Channel Recommendations on navigation around the United Kingdom coast 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

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

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 TEXT CHART Section I - Mandatory Ship Reporting Systems 1 In the Torres Strait and the Inner Route of the Great Barrier Reef 2 Off Ushant 3 In the Great Belt Traffic area 4 In the Strait of Gibraltar traffic separation scheme area 5 Off Finisterre Section II - Mandatory Routeing Systems 1 Mandatory route for tankers from North Hinder to the German Bight and vice versa

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 ``areas 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

*

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.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.

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

These terms are used in the 1972 Collision Regulations.

(Amended 1995)

.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.

(Amended 1995)

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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.

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;

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.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.

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.

(Amended 1995)

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

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

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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

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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.

(Amended 1995)

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

from the most appropriate of the following methods: .1

Roundabouts

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e tr affi c zo ne

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Inshore traffic zone

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1

Figure 3 ± Inshore traffic zones Figure 5 ± Separation of traffic at a roundabout

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. 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).

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. .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

8

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

(Amended 1996)

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);

Inshore traffic zone

!

9

3 ★

2

4 4

!

9

DW

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)

(Amended 1996)

9

.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

V

97221

7

V

V

V

V

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

V V

★

97225

1 2

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)

10

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

(Amended 1995)

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

.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

port authorities; and

.4

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

.4

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

.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

environmental factors, including prevailing weather conditions, tidal streams and currents and the possibility of ice concentrations; and

.9

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, 3.8, 5.3, 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 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.578(14), Guidelines for vessel traffic services, as amended.

(Amended 1995)

11

6.9 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. 6.10 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. 6.11 Position fixing 6.11.1 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.

6.11.2 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 6.11.1. 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. 6.12 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 6.11 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. 6.13 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. 6.14 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 fixing methods listed in

12

paragraph 6.11. 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. 6.15 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 6.16 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. 6.17 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 6.11 of this section.

Converging and junction areas 6.18 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. 6.19 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 6.20 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.

(Amended 1995)

7

connected with the drilling operations will stay clear of the lane;

TEMPORARY ADJUSTMENTS AND SUSPENSIONS

Example

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. 7.2 The said adjustments should be made in accordance with the following: .1

97229

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

(Amended 1995)

97231

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

Original situation

13

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

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.

14

USE OF ROUTEING SYSTEMS

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.

(Amended 1995)

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.

Inshore traffic zone

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

Not usually shown on charts but referred to in notes.

Recommended track

Not usually shown on charts but referred to in notes.

Mandatory routeing system

Not usually shown on charts but referred to in notes.

(Amended 1995)

15

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

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

5

Limits of restricted areas (charting term)

T-shaped dashes

Areas to be avoided and ends of inshore traffic zones

(6) and paragraph 9.4

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

1

!

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

16

(Amended 1996)

(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.

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

No boundary

or or (zone)

3

Traffic separation scheme Inshore traffic zone

or (zone)

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

No boundary

(Amended 1996)

17

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

(Separation zone/line acts as boundary) 15

Two-way route All other areas

16

Area to be avoided All other areas

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.

18

(Amended 1995)

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 the 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.

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 60˚

5 6

Stockholm

Tallin

7

58˚

13 11

14

15˚

20˚

25˚

1998 S W i

10˚

10

19 h J

Kiel

h) 1

15

(f

9

(Amended 1996)

F id

Kobenhavn

i

12

16

Shi ' R

8

97068

INDEX: BALTIC SEA 1: Off Sommers Island 2: Off Hogland (Gogland) Island 56˚ 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: In the approaches to Rostock [cancelled] 11: South of Gedser 12: In The Sound 54˚ 13: Off Falsterborev 14: Off Kiel Lighthouse 15: Between Korsoer and Sprogoe 16: At Hatter Barn

f

Göteborg

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 ``Off 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'.5 N, 27846'.2 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'.7 N, 27832'.6 E (3) 60810'.4 N, 27842'.2 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'.4 N, 27842'.2 E (5) 60810'.6 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.

27843'.5 E

Part III: (a)

A separation line connects the following geographical positions: (6) 60811'.1 N, 27849'.0 E (8) 60801'.9 N, (7) 60807'.7 N, 28816'.1 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.

28829'.0 E

Part IV: (a)

A separation line connects the following geographical positions: (9) 60812'.8 N, 27847'.8 E (10) 60824'.5 N,

(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.

Note:

28805'.0 E

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

I/1-1

30'

· · · ·

O. Rondo★ (10)

Bol’shoy ★ Fiskar

.

25'

★Khalli

· · · · 20'

O. Zapadnyy Berezovyy Sitirok

· · · ·

O. Bol’shoy Berezovyy

15'

★ O. Nerva (9)

Sommers I. ★

(1) .

. (3)(4) . (5)

· · · ·

. .

(6)

10'

(2) .

(7)

· · · ·

.

5'

★

★

★O. Malyy

O. Moshchnyy

· · · ·

(8) .

60˚

O. Seskar

· · · ·

20'

25'

30'

35'

40'

45'

50'

55'

28˚

5'

10'

15'

20'

25'

30'

35'

40'

55'

OFF SOMMERS ISLAND

I/1-2

97069

···· ···· ···· ···· ···· ···· ···· ···· ···· ···· ···· ···· ···· ···· ···· ···· ····

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'.9 N, 26836'.5 E (3) 60800'.1 N, 26844'.3 E (2) 60800'.4 N, 26840'.3 E

(b)

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

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 ``Off 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'.0 N, 26857'.4 E (3) 59859'.7 N, 27804'.8 E (2) 59858'.7 N, 27801'.4 E

(b)

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

Part II: (a)

A separation line connects the following geographical positions: (4) 59859'.7 N, 27804'.8 E (5) 60807'.7 N,

(b)

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

I/2-1/3-1

(Correction)

27832'.6 E

Bnk. Ljuderona

· ·

. (5)

Bnk. Meririutta

· ·

★

5'

·

Hogland I. (O. Gogland)

· ·

.

(1) .

(2)

·

★

. (3)

60˚

. (1) .

.

★ Rodsher

·

(3) (4)

·

(2)

· ·

O. Virginy

55'

Bnk.Vikalla

· · ·

★ 35'

· · · ·

40'

· · · ·

45'

· · · ·

50'

· · · ·

55'

· · · ·

· · · ·

27˚

5'

· · · ·

10'

· · · ·

15'

· · · ·

20'

· · · ·

25'

· · · · ·

30'

· · · ·

35'

50'

OFF RODSHER ISLAND ± OFF HOGLAND (GOGLAND) ISLAND

I/2-2/3-2

97082

· · ·

O. Bol’shoy Tyuters

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.)

Description of the traffic separation scheme (a)

A separation zone, one mile wide, is centred upon the following geographical positions: (1) 59852'.2 N, 25830'.7 E (3) 59853'.9 N, 25846'.5 E (2) 59853'.0 N, 25838'.6 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

35'

· · · ·

25'

· · · ·

30'

· · · ·

35'

· · · ·

40'

· · · ·

45'

· · · ·

50'

· · · ·

Ê DAGRUND LIGHTHOUSE OFF KALBA

I/4

(Amended December 1992)

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.)

Description of the traffic separation scheme (a)

A separation zone, one mile wide, is centred upon the following geographical positions: (1) 59844'.1 N, 24813'.7 E (3) 59845'.9 N, 24829'.1 E (2) 59844'.9 N, 24821'.4 E

(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)

·

Tallinamadal · · 40'

Uusmadal

· · ·

Naissaar ★

★

·

NAISSAAR · · · · 10'

· · · · 15'

· · · · 20'

24˚ 25'

· · · ·

30'

· · · ·

35'

· · · ·

40'

· · · ·

45'

97071

· · · · 5'

59˚ 35'

OFF PORKKALA LIGHTHOUSE

(Amended December 1992)

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.)

Description of the traffic separation scheme (a)

A separation zone, two miles wide, is centred upon the following geographical positions: (1) 59828'.2 N, 22833'.3 E (3) 59833'.3 N, 22853'.9 E (2) 59831'.9 N, 22842'.6 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 ·

. Apollomadalik

. Glotovimadalik

· · · · · · · · ·

Tahkuna ★

★ VORMSI

40'

·

Ristna ★ ········· ·

50'

22˚

10'

·

20'

·

30'

·

40'

·

·········

50'

23˚

·

10'

OFF HANKONIEMI PENINSULA

I/6

59˚

HIIUMAA

(Amended December 1992)

·

20'

·

30'

·

40'

·

50'

97268

·

10'

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.)

Description of the traffic separation scheme (a)

A separation zone, two miles wide, is centred upon the following geographical positions: (1) 59802'.9 N, 21835'.8 E (3) 59811'.6 N, 21852'.0 E (2) 59807'.7 N, 21842'.6 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

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

Description of the traffic separation scheme (a)

A separation zone, two miles wide, is centred upon the following geographical positions: (1) 56802'.0 N, 16835'.0 E (3) 56806'.7 N, 16846'.9 E (2) OÈlands SoÈdra Grund Lighthouse

(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 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 shore-line is designated as an inshore traffic zone.

OFF GOTLAND ISLAND (Reference chart: British Admiralty 2288)

Description of the traffic separation scheme (a)

A separation zone, one mile wide, is centred upon the following geographical positions: (1) 56846'.0 N, 18819'.0 E (2) 56849'.5 N, 18827'.5 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.

GOTLAND 57˚

Hoburg ★

ffic tra e r ho ne Ins zo

. .

50'

(2)

.

.

(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

(Correction)

. 20'

. 30'

40'

97073

16˚

IN THE APPROACHES TO ROSTOCK [cancelled]

The existing traffic separation scheme is cancelled as from 0000 hours UTC, 3 June 1997.

(Cancelled 1996)

I/10

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

Description of the traffic separation scheme (a)

A separation line connects the following geographical positions: (1) 54831'.2 N, 12814'.1 E (3) 54825'.3 N, (2) 54827'.6 N, 12812'.3 E (4) 54825'.3 N,

(b)

A separation zone, half a mile wide, is centred upon the following geographical positions: (4) 54825'.3 N, 12807'.0 E (5) 54825'.3 N, 12800'.0 E

12809'.4 E 12807'.0 E

(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'.6 N, 12810'.7 E (8) 54827'.1 N, 12805'.2 E (7) 54828'.1 N, 12809'.5 E (9) 54827'.1 N, 12800'.0 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'.8 N, 12817'.6 E (13) 54823'.4 N, 12805'.1 E (11) 54827'.2 N, 12815'.2 E (14) 54823'.4 N, 12800'.0 E (12) 54823'.4 N, 12809'.8 E

Note: 1.

The northern termination of the traffic separation scheme is connected to the deep-water route ``Northeast of Gedser''.

2.

In positions (12) and (13) the traffic separation scheme was connected to the eastern approach of the traffic separation scheme ``In the approaches to Rostock'', which has now been cancelled.

. (6)

(1)

.

(10)

.

54˚ 30'

. (7) . (2) .

.

(9)

(8)

. (11)

. (4)

(5) .

. (3)

(14) .

. (12)

5'

10'

SOUTH OF GEDSER

I/11

(Amended)

15'

97074

12˚

(13) .

25'

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

Description of the traffic separation scheme (a)

A separation line connects the following geographical positions: (1) 56807'.3 N, 12831'.5 E (3) 55858'.9 N, (2) 56803'.3 N, 12839'.2 E

(b)

A traffic lane for northbound traffic is established between the separation line and a separation line connecting the following geographical positions: (4) 56808'.0 N, 12832'.8 E (6) 56803'.4 N, 12840'.1 E (5) 56806'.4 N, 12834'.9 E (7) 55859'.1 N, 12842'.5 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'.6 N, 12830'.3 E (10) 56803'.1 N, 12838'.3 E (9) 56805'.5 N, 12833'.3 E (11) 56801'.2 N, 12837'.7 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'.2 N, 12838'.6 E (14) 56800'.0 N, 12840'.0 E (13) 56801'.7 N, 12838'.9 E (15) 55858'.8 N, 12840'.1 E

12841'.4 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. (Chartlet overleaf)

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

Helsingor / (13)

.

DENMARK . (11)

. (12)

(14) .

.

The Sound

(7) .

(15)

12˚ 35'

40'

IN THE SOUND

I/12-2

. (3)

45'

97075

30'

56˚

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

Description of the traffic separation scheme The traffic separation scheme ``Off 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'.6 N, 12839'.5 E

(b)

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

Part II: (a)

A separation line connects the following geographical positions: (2) 55815'.5 N, 12852'.2 E (3) 55817'.5 N,

(b)

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

12842'.5 E

Part III: (a)

A separation line connects the following geographical positions: (4) 55813'.1 N, 12839'.1 E (5) 55816'.6 N,

(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.

12838'.9 E

Part IV: (a)

A separation line connects the following geographical positions: (6) 55820'.5 N, 12839'.4 E (7) 55825'.0 N,

(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.

12840'.7 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'.6 N, 12857'.0 E) and a line drawn from position (7) to SkanoÈr Lighthouse (approximate position 55825'.0 N, 12849'.7 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 meet. (Chartlet overleaf)

I/13-1

55˚

★

(7) .

25'

Skanör Falsterbo

.

★

Inshore traffic zone

(6)

20'

(1)

.

(3)

.

★ Stevns . (5)

(2)

.

15'

30'

35'

97076

.

(4) 12˚ 40'

45'

OFF FALSTERBOREV

I/13-2

50'

55'

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

Description of the traffic separation scheme (a)

A separation zone is bounded by a line connecting the following geographical positions: (1) 54829'.97 N, 10818'.52 E (3) 54829'.02 N, 10816'.57 E (2) 54829'.78 N, 10818'.72 E (4) 54829'.18 N, 10816'.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, 10817'.57 E (6) 54829'.20 N, 10819'.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, 10815'.78 E (8) 54830'.48 N, 10817'.90 E

31'

. (8)

. (1)

Kiel ★

30'

. (2) (7)

.

. (6)

(4) . (3) .

29'

(5)

. 28'

Bülk ★ 27'

54˚ 12'

13'

14'

15'

16'

17'

18'

19'

97077

11'

10˚ 20'

OFF KIEL LIGHTHOUSE

I/14

BETWEEN KORSOER AND SPROGOE (Reference chart: Danish 143, 1991 edition. Note: This chart is based on European Datum.)

Description of the traffic separation scheme (a)

A separation line connects the following geographical positions: (1) 55821'.79 N, 11802'.20 E (2) 55819'.31 N,

(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, 11802'.84 E (4) 55819'.53 N, 11802'.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, 11801'.42 E (7) 55820'.47 N, 11801'.58 E (6) 55821'.06 N, 11801'.66 E (8) 55818'.95 N, 11801'.49 E

11802'.24 E

Notes: 1

The minimum free waterdepth 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.

I/15-1

(Amended December 1992)

23'

55˚ 22'

(5)

(1)

.

.

(3)

.

/ Halsskov

(6) .

Sprogo/

(7)

21'

.

20'

. (4)

. (2)

. (8)

1'

2'

3'

4'

5'

6'

7'

97078

11˚

19'

8'

BETWEEN KORSOER AND SPROGOE

(Amended December 1992)

I/15-2

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

Description of the traffic separation scheme (a)

A separation line connects the following geographical positions: (1) 55854'.71 N, 10856'.48 E (2) 55850'.07 N,

(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, 10857'.56 E (4) 55849'.56 N, 10849'.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, 10855'.39 E (6) 55850'.58 N, 10849'.42 E

10849'.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 metres.

2

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

I/16-1

See description of Deep-water route between Hatter Rev and Hatter Barn (part C) (i) .

Bosserne

Sejro

★ (3)

Hatter Rev DW

(ii)

.

(iii) .

(5)

. (1)

. Hatter Barn

DW

(vi)

(vii) .

55'

.

Inshore traffic zone

(iv) .

(v) . (6) (2)

55˚

.

50'

(4) .

Røsnaes ★ puller

45'

★ RØSNAES

97079

11˚

50'

AT HATTER BARN

I/16-2

Section II WESTERN EUROPEAN 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 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.

II

60˚

26

17 55˚ 5 3

1B 16

7 10

15 19

8 6

9

18

2 4

1A 14

11

12

50˚

20 13 21

INDEX: WESTERN EUROPEAN WATERS

24 25

10˚

5˚

0˚

5˚

10˚

f h) 1 (f i 35˚ 97080

15˚

Shi ' R

23

40˚

19 h J

22

45˚

(Amended December 1992)

F id

27

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

1998 S W i

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:

II/1-1

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

51˚

(see Note)

In the Strait of Dover and adjacent waters

(see part D)

Off Casquets

At West Hinder

(see part E)

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.

49˚

Off Ushant (see Note)

48˚ 7˚

6˚

5˚

4˚

3˚

2˚

1˚

SUMMARY CHARTLET A

0˚

1˚

2˚

German Bight western approach

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

Precautionary area Jade approach

Elbe approach

DW

Terschelling – German Bight

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˚

53˚ Den Helder DW

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

(Amended December 1992)

Great Yarmouth

DW

Deep-water route leading to Europoort

30'

Deep-water route leading to IJmuiden

Europoort

In the approaches to Hook of Holland and at North Hinder

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

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˚

II/1-2

SUMMARY CHARTLET B

6˚

7˚

8˚

97099

1˚

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

Description of the traffic separation scheme (a)

A separation zone, half a mile wide, is centred upon the following geographical positions: (1) 54800'.00 N, 8805'.47 E (2) 54800'.00 N, 8807'.15 E

(b)

A separation line connects the following geographical positions: (3) 54800'.00 N, 8807'.15 E (4) 53859'.95 N,

(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, 8805'.47 E (6) 53859'.38 N, 8813'.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, 8805'.47 E (8) 54801'.63 N, 8813'.57 E

8813'.37 E

4'

3'

2'

(7) .

. (8) 1'

(1) .

.

. (4)

(2) (3)

54˚

. (6) 59'

(5)

.

58'

57' 5'

10'

ELBE APPROACH

II/2

(Amended December 1992)

15'

20'

97100

8˚

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.)

Description of the traffic separation scheme (a)

A separation zone is bounded by a line connecting the following geographical positions: (1) 54800'.55 N, 7839'.77 E (3) 53858'.17 N, 7844'.85 E (2) 54801'.00 N, 7843'.08 E (4) 53857'.82 N, 7842'.23 E

(b)

A separation zone is bounded by a line connecting the following geographical positions: (5) 53858'.78 N, 7837'.53 E (7) 53857'.58 N, 7840'.53 E (6) 53858'.90 N, 7839'.33 E (8) 53857'.35 N, 7838'.82 E

(c)

A separation (9) (10) (11)

(d)

A separation line connects the following geographical positions: (14) 53847'.75 N, 6823'.78 E (16) 53847'.26 N, (15) 53847'.50 N, 6822'.10 E

(e)

A separation zone is bounded by a line connecting the following geographical positions: (17) 53834'.30 N, 5808'.60 E (19) 53846'.22 N, 6820'.48 E (18) 53848'.29 N, 6820'.37 E (20) 53832'.37 N, 5809'.70 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, 7841'.89 E (24) 53851'.58 N, 6821'.87 E (22) 54802'.38 N, 7838'.13 E (25) 53837'.13 N, 5807'.00 E (23) 54801'.68 N, 7833'.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, 7833'.20 E (26) 53829'.57 N, 5811'.28 E (27) 53843'.42 N, 6822'.33 E (29) 53855'.33 N, 7846'.61 E

zone is bounded 53848'.77 N, 53858'.27 N, 53858'.65 N,

by a line 6823'.72 7830'.52 7835'.73

connecting the following geographical positions: E (12) 53857'.12 N, 7837'.10 E E (13) 53846'.73 N, 6823'.83 E E 6820'.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, 7833'.20 E (28) and 53847'.45 N, 7851'.51 E (Wangerooge Lighthouse).

Note 1:

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.

li h) 1 (

(c)

i

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);

(Amended 1994 and 1996)

II/3-1

F id

19 h J

(b)

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, page 1): (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);

1998 S W i

Note 2:

f

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

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.)

Description of the traffic separation scheme (a)

A separation zone is bounded by a line connecting the following geographical positions: (1) 54808'.34 N, 7830'.81 E (3) 54801'.92 N, 7834'.71 E (2) 54802'.15 N, 7836'.42 E (4) 54808'.33 N, 7828'.89 E

(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, 7838'.13 E (6) 54808'.35 N, 7832'.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, 7826'.98 E (8) 54801'.68 N, 7833'.00 E

II/4-1

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.)

Description of the traffic separation scheme (a)

A separation zone is bounded by a line connecting the following geographical positions: (1) 54810'.53 N, 6822'.47 E (3) 54810'.29 N, 7825'.17 E (2) 54811'.28 N, 7824'.27 E (4) 54809'.53 N, 6822'.53 E

(b)

A separation line connects the following geographical positions: (5) 54810'.03 N, 6822'.50 E (7) 54809'.87 N, (6) 54810'.00 N, 6820'.80 E

(c)

A separation zone is bounded by a line connecting the following geographical positions: (8) 54808'.97 N, 6801'.33 E (10) 54809'.37 N, 6819'.14 E (9) 54810'.37 N, 6819'.08 E (11) 54808'.00 N, 6801'.90 E

(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, 7822'.46 E (14) 54810'.90 N, 6800'.20 E (13) 54812'.50 N, 6820'.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, 6803'.00 E (17) 54808'.31 N, 7826'.98 E (16) 54807'.51 N, 6820'.95 E

6819'.11 E

Notes: 1

This traffic separation scheme forms part of the ``Recommended route for tankers from North Hinder to the German Bight and vice versa''.

Application of the route The route is recommended for use by the following classes of ships of 10,000 tons gross tonnage and upwards: (a)

tankers carrying oils specified in appendix I of 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); and

(b)

ships carrying in bulk liquid substances classed in categories A and B referred to in appendices I and II of Annex II to MARPOL 73/78.

Use of the route (a)

The classes of ships referred to above are recommended to use the route or part of it: (i) when sailing from North Hinder to North Sea ports of the Federal Republic of Germany and of the Netherlands northwards of latitude 538N and vice versa; (ii) when sailing between North Sea ports of the Netherlands and/or the Federal Republic of Germany, except in the case of adjacent port areas;

(b)

Ships should use the appropriate traffic lanes of the traffic separation schemes forming part of the route; ships should follow the recommended direction of traffic flow in the precautionary areas (indicated by dashed open-outlined arrows in the charts) and ships should, as far as practicable, keep to the starboard side of the deep-water routes forming part of the route.

Joining and leaving the route The classes of ships referred to above, when joining or leaving the route: (a)

should do so at the nearest point of the route to the port of destination or departure which permits a safe passage to or from that port;

(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 mile) diameter are established around all offshore structures;

(c)

must adhere to the appropriate rules of the 1972 Collision Regulations.

2

It is recommended that an efficient electronic position-fixing device appropriate for the area should be carried on board. 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.

(Amended December 1992)

II/5-1

3

Least waterdepth The area of this scheme is surveyed to a least waterdepth of 30 m at LWS once every five years.

4

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

II/5-2

(Amended December 1992)

30'

20'

(14)

.

(8)

. .

(11)

(12)

.

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

.

.. Deutsche Bucht ★ Helgoland LV (3) . . (1) . . (6) (2)

.

(16)

(22) (21) (5) . (23) (2) . . (8) . . (3) (1) . . (2) (10) . . (5) . ..(6). . (3) (11) . . (4) (12)(8)(7) . (29) (28) .

(15)

(Amended December 1992)

(24)

.

(15)

. (9) . .. (14)

^

(18) . (16) ..

10'

(7) (4) (17)

(19) (13)

.

★

Elbe L.

Wangerooge

ffic re tra Insho

zone

54˚

50'

★ Norderney

Spiekeroog

(27) 40' (25)

.

(17) . (20)

Borkum

.

Schiermonnikoog .

e zon affic r t ore Insh

30'

Ameland

(26)

Terschelling 20'

97101

Vlieland

II/3-2/4-2/5-3

10'

5˚

30'

6˚

30'

7˚

30'

TERSCHELLING±GERMAN BIGHT ± GERMAN BIGHT WESTERN APPROACH ± JADE APPROACH

8˚

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.)

Description of the traffic separation scheme (a)

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

zone is bounded 53805'.47 N, 53800'.00 N, 52850'.00 N, 52848'.95 N,

by a line 4823'.68 4817'.97 4811'.50 4809'.75

connecting the following geographical positions: E (5) 52850'.00 N, 4802'.80 E E (6) 52851'.30 N, 4801'.00 E E (7) 52856'.58 N, 4801'.00 E E (8) 53806'.53 N, 4820'.87 E

(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, 4827'.88 E (11) 52848'.07 N, 4815'.57 E (10) 52858'.65 N, 4822'.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, 3853'.52 E (13) 53808'.22 N, 4816'.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, page 1): (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)

.

(8)

.

. (1)

f

. (9)

53˚

(2)

. .

(10)

Den Helder

h) 1

.

(7) .

i

(f

(12)

Shi ' R

. (6)

. (3) . (11)

R

10'

20'

30'

40'

97102

OFF TEXEL

(Amended 1994 and 1996)

19 h J

4˚

★

1998 S W i

(4)

Texel

50'

.

II/6

F id

. (5)

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)

A separation zone is bounded by a line connecting the following geographical positions: (1) 52807'.95 N, 3856'.88 E (3) 52805'.28 N, 3854'.15 E (2) 52805'.03 N, 3855'.72 E (4) 52808'.18 N, 3855'.32 E

(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, 3858'.87 E (6) 52807'.47 N, 4800'.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, 3851'.00 E (8) 52808'.67 N, 3852'.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, 3845'.65 E (11) 52800'.60 N, 3835'.03 E (10) 52801'.48 N, 3845'.95 E (12) 52802'.52 N, 3834'.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, 3846'.10 E (15) 51858'.92 N, 3835'.40 E (14) 52800'.37 N, 3846'.20 E (16) 51859'.97 N, 3835'.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, 3845'.23 E (18) 52804'.80 N, 3834'.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, 3846'.62 E (20) 51856'.37 N, 3835'.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, 3846'.62 E (position (19) above) to (21) 51858'.25 N, 4800'.48 E and a line drawn from position 51856'.37 N, 3835'.95 E (position (20) above) to (22) 51843'.77 N, 3842'.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, 4800'.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, 3853'.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 part D).

II/7-1

(Correction)

Maas West outer traffic separation scheme (a)

A separation zone to the north of the (extended) Eurochannel is bounded following geographical positions: (26) 51858'.50 N, 3809'.92 E (27) 51859'.15 N, (position (iv) of the deep-water (28) 52801'.78 N, route leading to Europoort (29) 52801'.45 N, (see Part C))

by a line connecting the 3817'.62 E 3817'.03 E 3809'.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, 3810'.58 E (32) 51858'.52 N, 3817'.75 E (31) 51856'.57 N, 3818'.18 E (33) 51857'.85 N, 3810'.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, 3816'.42 E (35) 52804'.42 N, 3808'.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, 3811'.45 E (37) 51853'.12 N, 3818'.95 E

North Hinder south traffic separation scheme (a)

A separation zone is bounded by a line connecting the following geographical positions: (38) 51828'.41 N, 2806'.45 E (40) 51847'.93 N, 2835'.35 E (39) 51827'.77 N, 2807'.69 E (41) 51848'.58 N, 2834'.12 E

(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, 2812'.37 E (44) 51845'.47 N, 2840'.00 E (43) 51836'.25 N, 2827'.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, 1859'.57 E (46) 51851'.40 N, 2828'.78 E

North Hinder north traffic separation scheme (a)

A separation zone is bounded by a line connecting the following geographical positions: (47) 52807'.57 N, 3802'.73 E (49) 52811'.33 N, 3803'.12 E (48) 52809'.82 N, 3805'.93 E (50) 52809'.07 N, 2859'.92 E

(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, 2859'.43 E (52) 52811'.03 N, 2856'.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, 3806'.40 E (54) 52807'.85 N, 3809'.60 E

II/7-2

North Hinder Junction precautionary area (a)

(b)

A precautionary area is established off following geographical positions: (44) 51845'.47 N, 2840'.00 (36) 51851'.67 N, 3811'.45 (35) 52804'.42 N, 3808'.60

North Hinder. The area is bounded by a line connecting the E E E

(52) 52811'.03 N, (46) 51851'.40 N,

2856'.23 E 2828'.78 E

The focal point of the precautionary area is located at the following geographical position: (55) 52800'.13 N, 2851'.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 part D.)

Note:

CAUTION: 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 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/7-3

(Correction)

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

DW

Deep-water routes forming parts of routeing system “Off Friesland”

(51)

DW

15'

North Hinder north

.

(49)

.

(52) .

. (50) (47)

See Caution 3

(48)

.

See Caution 1 See Caution 3

(53) . . (35)

(34)

Maas West inner

(18) .

.

Maas West See See Caution 5 (12) . outer . (28) Cautions 2 and 4 (vi) (29) . (11) . (vii) . . ★ . (v) (27) . (55) . (16) . DW (iv)(26) . . (15) . Deep-water route (32) .. (ix) . . leading to Europoort . (33) North Hinder (31) . (viii) (x) Junction (20) (30) precautionary . area See Caution 4 (37) . (36) (41) . . (40)

.

(44)

. . ..

(10)

. . . (13)

.

. .

.

.

..

52˚

Europoort Inshore traffic zone

45'

5'

. . (ii) (23) 52˚

. . (24)

.

30'

. (21)

(19)

See description of traffic separation scheme “At West Hinder”

Europoort

40'

45'

50'

55'

4˚

5'

II/7-4

IN THE APPROACHES TO HOOK OF HOLLAND AND AT NORTH HINDER

4˚

97103

20'

. . . . . .

(25) .

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

(14) (38) . . (39)

.

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

. (9)

North Hinder south

(45) .

2˚

.

.

(22)

.

(7)

.

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

DW

. .

. .

(17)

. (43)

.

.

^

(46) .

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

. (54)

.

Maas North

(8)

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 Off Vlieland (a)

A separation (1) (2) (3)

zone is bounded 53834'.30 N, 53829'.07 N, 53826'.35 N,

by a line 5808'.60 4846'.66 4844'.68

connecting the following geographical positions: E (4) 53830'.97 N, 5802'.21 E E (5) 53832'.37 N, 5809'.70 E E

(b)

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

zone is bounded 53828'.02 N, 53827'.03 N, 53817'.27 N, 53809'.13 N,

by a line 4842'.25 4838'.10 4832'.28 4826'.08

connecting the following geographical positions: E (10) 53806'.53 N, 4820'.87 E E (11) 53805'.47 N, 4823'.68 E E (12) 53812'.40 N, 4830'.97 E 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, 4827'.88 E (14) 53811'.00 N, 4835'.39 E (ii) a separation zone bounded by lines connecting the following geographical positions: (14) 53811'.00 N, 4835'.39 E (18) 53829'.07 N, 5811'.38 E (15) 53822'.90 N, 4844'.00 E (19) 53827'.70 N, 5804'.30 E (16) 53828'.16 N, 5804'.00 E (20) 53825'.99 N, 4857'.80 E (17) 53829'.57 N, 5811'.28 E (21) 53815'.00 N, 4839'.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, 5807'.00 E (24) 53836'.32 N, 4851'.93 E (23) 53832'.97 N, 4849'.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, 4833'.69 E (30) 53831'.92 N, 4845'.07 E (ii) a line connecting the following geographical positions: (25) 53829'.21 N, 4833'.69 E (26) 53822'.62 N, 4830'.00 E (iii) a separation zone bounded by a line connecting the following geographical positions: (26) 53822'.62 N, 4830'.00 E (28) 53811'.00 N, 4822'.02 E (27) 53818'.37 N, 4827'.63 E (29) 53808'.22 N, 4816'.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, 5811'.38 E to Brandaris Lighthouse (53821'.66 N, 5812'.93 E) and a line drawn from position (14) 53811'.00 N, 4835'.39 E to Eierland Lighthouse (53810'.97 N, 4851'.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, page 1): (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/8-1

(Amended 1994 and 1996)

(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, 4846'.66 E (30) 53831'.92 N, 4845'.07 E (6) 53828'.02 N, 4842'.25 E (23) 53832'.97 N, 4849'.49 E

B Description of the traffic separation scheme Vlieland North (a)

A separation zone is bounded by a line connecting the following geographical positions: (30) 53831'.92 N, 4845'.07 E (32) 53835'.69 N, 4840'.16 E (31) 53829'.99 N, 4836'.96 E (33) 53836'.11 N, 4848'.12 E

(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, 4849'.49 E (24) 53836'.32 N, 4851'.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, 4833'.69 E (34) 53835'.53 N, 4837'.24 E

See description of the traffic separation scheme “Terschelling – German Bight” Vlieland North

40'

(32) .

(34) .

.

. (23)

.

(31)

(4)

.

(6) .

.

fic

. (27) . (8)

.

(14)

30'

(18)

(19)

re

Brandaris ★ ne zo Lighthouse

Terschelling 20'

f tra

ho

Vlieland

s In

★ Eierland Lighthouse

10'

f

(29) .

.(17) .

(20)

(15) .

. (12) (21) .

(5)

.

.

.

.

(16) .

(3) (26) .

.

(30) (2)

. (7) .

(28) (9) .

.

(1) .

Precautionary area (25) .

(22)

(33) (24) .

(10)

.

. (11) . (13)

h) 1

Texel

(f

53˚

Shi ' R

i

See description of the traffic separation scheme “Off Texel” 50'

10'

20'

30'

40'

50'

5˚

10'

20'

30'

(Amended 1994 and 1996)

19 h J

OFF VLIELAND, VLIELAND NORTH AND VLIELAND JUNCTION

II/8-2

F id

4˚

97104

50'

1998 S W i

Province of North Holland

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 ``Off Friesland''.

Description of the traffic separation scheme (a)

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

Off Brown Ridge scheme (b)

A separation zone is bounded by a line connecting the following geographical positions: (7) 53803'.14 N, 3821'.85 E (9) 52854'.81 N, 3818'.87 E (8) 52855'.11 N, 3817'.38 E (10) 53802'.84 N, 3823'.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, 3822'.00 E (11) 53802'.20 N, 3826'.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, 3818'.71 E (1) 52855'.75 N, 3814'.25 E

(e)

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

West Friesland scheme (f)

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

zone is bounded 53842'.99 N, 53822'.12 N, 53820'.67 N, 53831'.12 N,

by a line 3842'.12 3831'.47 3836'.85 3844'.72

connecting the following geographical positions: E (19) 53846'.73 N, 4820'.00 E E (20) 53856'.69 N, 4836'.00 E E (21) 53859'.22 N, 4836'.00 E E (22) 53857'.60 N, 4815'.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, 3839'.74 E (24) 53845'.90 N, 4823'.32 E (23) 53830'.00 N, 3847'.37 E (25) 54800'.00 N, 4846'.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, 4810'.02 E (13) 53822'.94 N, 3828'.40 E (27) 53843'.39 N, 3838'.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, 4810'.02 E (29) 54805'.59 N, 4859'.32 E (25) 54800'.00 N, 4846'.00 E (30) 54802'.57 N, 4820'.92 E (28) 54801'.14 N, 5800'.34 E (31) 54801'.91 N, 4808'.96 E

East Friesland scheme (j)

A separation (32) (33) (34)

II/9-1

zone is bounded 54802'.62 N, 54804'.21 N, 54808'.00 N,

by a line 5800'.00 5820'.00 6801'.90

connecting the following geographical positions: E (35) 54808'.97 N, 6801'.33 E E (36) 54805'.69 N, 5819'.66 E E (37) 54804'.11 N, 4859'.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, 5800'.34 E (38) 54806'.10 N, 6803'.00 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. (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, 6800'.20 E (29) 54805'.59 N, 4859'.32 E (40) 54807'.17 N, 5819'.32 E

(m) Geographical positions (26), (41), (42) and (31) form the deep-water route ``From traffic separation scheme `Off Botney Ground' to precautionary area `Friesland Junction' ''(see ``Deep-water routes forming parts of routeing system `Off Friesland''' in part C).

Off Botney Ground scheme (n)

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

zone is bounded 53857'.19 N, 53855'.10 N, 53841'.57 N, 53835'.30 N,

by a line 3844'.18 3827'.47 3808'.91 3803'.12

connecting the following geographical positions: E (47) 53836'.28 N, 2858'.85 E E (48) 53843'.71 N, 3803'.66 E E (49) 53856'.66 N, 3818'.18 E E (50) 53858'.50 N, 3843'.71 E

(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, 3843'.01 E (52) 53844'.40 N, 3801'.40 E (51) 53858'.61 N, 3817'.32 E (53) 53836'.81 N, 2856'.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, 3805'.49 E (56) 53853'.13 N, 3828'.02 E (55) 53840'.71 N, 3811'.00 E (41) 53855'.24 N, 3844'.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 `Off Friesland''' in part C).

(Amended December 1992)

II/9-2

II/9-3 East Friesland Friesland Junction precautionary area

(51) . (49)

. . (44) .

(56)

. . (50) . (43) .

(30)

(31)

.

.

(42)

(21)

. . (20)

(22) DW (26) . .

. (25)

(40) (29)

. (37) .. (32) .

.

(36) . . (33)

(39)

.

(35) .

.

(34) . (38) 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˚

OFF FRIESLAND

6˚

97105

3˚

(11)

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

Description of the traffic separation scheme (a)

A separation line connects the following geographical positions: (1) 51822'.40 N, 2840'.00 E (3) 51819'.20 N, (2) 51822'.50 N, 2830'.00 E

(b)

A separation zone is bounded by a line connecting the following geographical positions: (4) 51819'.20 N, 2816'.70 E (6) 51819'.68 N, 2810'.09 E (5) 51820'.88 N, 2810'.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, 2840'.00 E (10) 51822'.80 N, 2826'.50 E (8) 51823'.50 N, 2837'.00 E (11) 51821'.30 N, 2817'.70 E (9) 51823'.50 N, 2830'.00 E (12) 51822'.88 N, 2812'.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, 2840'.00 E (15) 51821'.50 N, 2830'.00 E (14) 51821'.20 N, 2837'.00 E (16) 51820'.00 N, 2824'.60 E (ii) a separation zone bounded by lines connecting the following geographical positions: (17) 51820'.00 N, 2824'.60 E (20) 51811'.29 N, 2804'.17 E (18) 51812'.55 N, 2811'.40 E (21) 51813'.20 N, 2810'.30 E (19) 51809'.90 N, 2803'.20 E

A precautionary area with geographical positions: (22) 51823'.50 (23) 51823'.50 (24) 51822'.30 (25) 51820'.90 (26) 51821'.10 (27) 51823'.50

2816'.70 E

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

2840'.00 2843'.00 2846'.40 2846'.40 2840'.00 2840'.00

E E E E E E

The pilot station Wandelaar is positioned in the following geographical position: (28) 51822'.25 N, 2843'.00 E

Notes: 1

Positions (12), (19) and (20) form part of both the scheme ``At West Hinder'' and the scheme ``In 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, 2833'.40 E (iii) 51826'.00 N, 2840'.00 E (ii) 51826'.00 N, 2835'.00 E (iv) 51824'.00 N, 2840'.00 E

(chartlet overleaf)

(Amended 1996)

II/10-1

30'

(ii)

. (iii)

.

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

(12) .

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

(10)

.

(11)

(5)

.

.

. . (2) .

(i) .

(8)

.

.

(15)

.

(4)

.

(6)

(16) (17)

(3)

. .(23) . . (1) .

(24)

.

(28)

.

(14) (13) (26)

.

25'

(iv).

(25)

20'

Precautionary area

15'

(21)

.

(20)

. (18)

.

10'

. (19)

5'

Dunkerque 51˚

Calais 55'

2˚

5'

10'

15'

20'

AT WEST HINDER

II/10-2

(Amended 1996)

25'

30'

35'

40'

45'

97106

50'

IN THE STRAIT OF DOVER AND ADJACENT WATERS Note: See ``Recommendations on navigation through the English Channel and the Dover Strait'' in part F. (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.)

Description of the traffic separation scheme (a)

A separation zone, one mile wide, is centred upon the following geographical positions: (1) 51828'.00 N, 2807'.10 E (2) 51825'.60 N, 2803'.50 E

(b)

A separation line connects the following geographical positions: (3) 51825'.60 N, 2803'.50 E (4) 51823'.00 N,

(c)

A separation (5) (6) (7)

(d)

A separation line connects the following geographical positions: (10) 51816'.50 N, 1852'.40 E (11) 51806'.10 N,

(e)

A separation zone, one mile wide, is centred upon the following geographical positions: (12) 51806'.10 N, 1838'.20 E (13) 50857'.20 N, 1823'.60 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,

1859'.20 E

by lines connecting the following geographical positions: 1858'.80 E (8) 51816'.50 N, 1852'.40 E 1859'.70 E (9) 51822'.40 N, 1857'.60 E 1858'.50 E 1838'.20 E

by lines connecting the following geographical positions: 1823'.10 E (18) 50822'.08 N, 0801'.00 E 1817'.30 E (19) 50832'.67 N, 0857'.83 E 0836'.60 E (20) 50842'.83 N, 1818'.40 E 0801'.00 W (21) 50856'.83 N, 1824'.13 E

a separation (22) (23) (24)

line connecting the following geographical positions: 51830'.40 N, 2800'.00 E (25) 51806'.90 N, 51823'.00 N, 1850'.00 E (26) 50852'.25 N, 51814'.10 N, 1844'.10 E

a separation (27) (28) (29)

zone bounded by lines connecting the following geographical positions: 50852'.43 N, 1802'.55 E (30) 50832'.67 N, 0803'.40 W 50839'.33 N, 0832'.60 E (31) 50838'.87 N, 0832'.80 E 50834'.60 N, 0804'.20 W (32) 50852'.05 N, 1802'.95 E

1831'.00 E 1802'.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, 0803'.40 E (36) 50839'.25 N, 1822'.73 E 50814'.45 N, 0804'.20 E (37) 50839'.65 N, 1822'.30 E 50826'.33 N, 1800'.30 E (38) 50826'.90 N, 1800'.00 E

a separation line connecting the following geographical positions: (39) 50839'.45 N, 1822'.50 E (41) 50853'.60 N, (40) 50844'.50 N, 1827'.00 E (42) 51804'.30 N,

1830'.80 E 1846'.00 E

a separation zone bounded by the following geographical positions: (43) 51804'.30 N, 1846'.00 E (45) 51811'.20 N, (44) 51806'.40 N, 1849'.00 E (46) 51809'.81 N,

2804'.20 E 2803'.23 E

an uncharted line representing the junction of the scheme with the adjacent scheme ``At West Hinder'' and joining the following geographical positions: (47) 51811'.20 N, 2804'.20 E (48) 51822'.80 N, 2812'.40 E A separation zone is established within this lane as described in (i) below.

II/11-1

(i)

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

zone is bounded 51818'.40 N, 51816'.00 N, 51813'.68 N, 51809'.32 N,

by the lines connecting the following geographical positions: 2804'.80 E (53) 51809'.72 N, 1845'.72 E 2804'.30 E (54) 51812'.32 N, 1851'.14 E 2801'.10 E (55) 51815'.02 N, 1854'.51 E 1847'.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, 2800'.62 E (iii) 51818'.40 N, 2804'.80 E (ii) 51822'.30 N, 2805'.80 E

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, 0804'.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, 1830'.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)

r

ho Ins

See description of the

51˚

.

(41)

Cap Gris Nez Boulogne

(39)

40'

(36)

(31) (16) .

. (30) .

(46)

Dunkerque

. (40)

..

20'

Calais

(15) .

. (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)

(29)

.

(19)

Inshore traffic zone

(38) (17)

..

.

(35)

. 20'

(18) (33)

.

(34)

.

20'

40'

1˚

20'

40'

IN THE STRAIT OF DOVER AND ADJACENT WATERS

II/11-2

2˚

20'

97107

0˚

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.

. (22)

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

. (1) . (2)(3) . (i) (5) .(4) . (9) . . . . (6) (ii) (7)

(23) .

Ramsgate

(48)

. .

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

.

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

(53)

. .

★ (25) .

.

Folkestone

(55)

. (51)

(54) .

South Foreland Dover

(50) .

(11)(12)

.

. .

20'

See description of traffic separation scheme “At West Hinder”

. .

(45)(47)

.

★

.

(52)

(46)

(44) .

.

(42)(43)

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

e

ffic tra

n zo

re ho(27) ..(26)

Ins

.

(32)

51˚

Calais

(41) . (15)

.

★

Cap Gris Nez

. . (20)

(40)

Boulogne

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

40'

Inshore traffic zone

. (19)

20'

40'

2˚

97108

1˚

IN THE STRAIT OF DOVER AND ADJACENT WATERS

II/11-3

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.)

Description of the traffic separation scheme (a)

A separation zone, two miles wide, is bounded by lines connecting the following geographical positions: (1) 49857'.98 N, 5855'.70 W (3) 50808'.00 N, 5858'.82 W (2) 50808'.00 N, 5855'.70 W (4) 49856'.48 N, 5858'.82 W

(b)

A separation zone, one mile wide, is bounded by lines connecting the following geographical positions: (5) 50800'.95 N, 5849'.52 W (7) 50808'.00 N, 5851'.05 W (6) 50808'.00 N, 5849'.52 W (8) 50800'.18 N, 5851'.05 W

(c)

A separation zone, one mile wide, is bounded by lines connecting the following geographical positions: (9) 49854'.25 N, 6803'.50 W (11) 50808'.00 N, 6805'.00 W (10) 50808'.00 N, 6803'.50 W (12) 49853'.50 N, 6805'.00 W

(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/12-1

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.)

Description of the traffic separation scheme (a)

A separation zone, two miles wide, is bounded by lines connecting the following geographical positions: (1) 49841'.50 N, 6816'.50 W (3) 49839'.50 N, 6832'.38 W (2) 49841'.50 N, 6831'.50 W (4) 49839'.50 N, 6816'.50 W

(b)

A separation zone, one and a half miles wide, is bounded by lines connecting the following geographical positions: (5) 49846'.00 N, 6816'.50 W (7) 49844'.50 N, 6830'.15 W (6) 49846'.00 N, 6829'.50 W (8) 49844'.50 N, 6816'.50 W

(c)

A separation zone, one mile wide, is bounded by lines connecting the following geographical positions: (9) 49836'.50 N, 6816'.50 W (11) 49835'.50 N, 6834'.15 W (10) 49836'.50 N, 6833'.67 W (12) 49835'.50 N, 6816'.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.

II/13-1

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.)

Description of the traffic separation scheme (a)

A separation zone, two miles wide, is bounded by lines connecting the following geographical positions: (1) 49852'.33 N, 6844'.00 W (3) 50802'.98 N, 6842'.50 W (2) 50802'.43 N, 6839'.50 W (4) 49852'.33 N, 6847'.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, 6836'.73 W (7) 50801'.57 N, 6835'.03 W (6) 50801'.18 N, 6832'.78 W (8) 49852'.33 N, 6839'.17 W

(c)

A separation zone, one mile wide, is bounded by lines connecting the following geographical positions: (9) 49852'.33 N, 6852'.13 W (11) 50804'.07 N, 6848'.53 W (10) 50803'.80 N, 6847'.00,W (12) 49852'.33 N, 6853'.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.

II/14-1

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

(4)

. (9)

(12) 50'

. (5) . (8)

(7) . (2) .

. (1)

(3) .

. (4)

(10) .

40'

. (9) . (12)

(11) .

30'

20'

10'

6˚

50'

40'

30'

20'

10'

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

97109

II/12-2/13-2/14-2

40'

50˚

(8)

Inshore traffic zone

(6) .

50'

Land’s End

. . (5)

Inshore traffic zone

. . .

Penzance Inshore traffic zone

.

(12) (9)

. .

Seven Stones (2)

10'

(7) (6)

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

Description of the traffic separation scheme (a)

A separation zone, two miles wide, is bounded by lines connecting the following geographical positions: (1) 51851'.6 N, 5851'.6 W (3) 51840'.0 N, 5853'.4 W (2) 51851'.0 N, 5848'.3 W (4) 51840'.0 N, 5856'.9 W

(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'.2 N, 5843'.7 W (6) 51840'.0 N, 5848'.4 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'.4 N, 5856'.2 W (8) 51840'.0 N, 6801'.9 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)

.

40'

(6)

45'

OFF SMALLS

II/15

30'

97110

6˚

.

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

Description of the traffic separation scheme (a)

A separation zone, two miles wide, is centred upon the following geographical positions: (1) 53822'.8 N, 4852'. 0 W (3) 53832'.1 N, 4831'.6 W (2) 53831'.3 N, 4841'.7 W

(b)

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

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

• • •

5˚

50'

40'

30'

20'

10'

4˚

• •

• • • •

• • • •

• • • •

• • • •

• • • • • • • •

• • • •

• • • •

• • • •

• • • • • • • •

• • • •

• • • •

• • • •

• • • •

• • • •

10'

•

50'

97111

20'

• • • •

• • • •

• • • •

• •

Holy I.

OFF SKERRIES

II/16

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.)

Description of the traffic separation scheme (a)

A separation zone, two miles wide, is centred upon the following geographical positions: (1) 55815'.3 N, 5855'.4 W (3) 55824'.0 N, 6815'.0 W (2) 55822'.8 N, 6804'.6 W

(b)

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

Note:

Laden tankers of over 10,000 tons 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.

•

★ Sanda I.

•

.

15'

(1)

Fair Hd. or Benmore Hd.

• • •

North Channel

•

10' • • • •

5' •

Antrim

Garron Pt.

• • •

55˚

10'

6˚

50'

IN THE NORTH CHANNEL

II/17

40'

30'

• • • •

• • • •

• • • •

• • • •

• • • •

• • • •

• • • •

• • • •

• • • •

• • • •

• • • •

• • • •

• • • •

20'

20'

97112

• • • •

•

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

Description of the traffic separation scheme (a)

A separation zone, two miles wide, is centred upon the following geographical positions: (1) 52814'.0 N, 6800'.8 W (3) 52804'.7 N, 6811'.5 W (2) 52808'.5 N, 6803'.8 W

(b)

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

Inshore traffic zone The area bounded between the landward boundary of the traffic separation scheme and lines connecting Tuskar Rock Lighthouse (52812'.2 N, 6812'.4 W) and the following geographical positions is designated an inshore traffic zone: (4) 52815'.2 N, 6807'.0 W (northerly corner of the scheme) (5) 52807'.8 N, 6815'.6 W (westerly corner of the scheme)

30' • • • •

25' • • •

The Raven Pt.

•

Wexford

20'

Rosslare Pt. • • •

(4)

★

•

.

(1)

15'

.

•

zo n

e

Greenore Pt. ffic

•

tra

•

re

Tuskar Rock ★

Lt. Saltee

ho

•

Ins

Carnsore Pt.

10'

. (2)

(5) .

• •

Gt. Saltee

• •

(3)

.

5' • • • •

52˚ • • • • •

•

•

•

35'

•

•

•

•

30'

•

•

•

•

25'

•

•

•

•

20'

•

•

•

•

15'

•

•

•

•

10'

•

•

•

•

•

•

•

•

5'

6˚

•

•

•

•

55'

•

•

•

•

50'

•

•

•

•

45'

•

•

•

•

40'

97113

•

OFF TUSKAR ROCK

(Amended 1996)

II/18

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

Description of the traffic separation scheme (a)

A separation zone, two miles wide, is centred upon the following geographical positions: (1) 51820'.0 N, 9825'.8 W (2) 51818'.2 N, 9835'.2 W

(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'.3 N, 9836'.2 W) and the following geographical positions is designated an inshore traffic zone: (3) 51822'.9 N, 9827'.3 W (easterly corner of the scheme) (4) 51821'.1 N, 9836'.6 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

Insh

(4) .

•

one ffic z

tra

•

•

. (1)

20' •

(2)

. •

•

•

51˚ 15' •

•

•

50'

•

•

•

•

45'

•

•

•

•

40'

•

•

•

•

35'

•

•

•

•

•

•

30'

•

•

25'

OFF FASTNET ROCK

II/19

(Amended 1996)

•

•

•

•

20'

•

•

•

9˚ 15'

•

•

•

•

97114

•

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.)

Description of the traffic separation scheme (a)

A separation zone, five miles wide, is centred upon the following geographical positions: (1) 49854'.55 N, 2853'.66 W (2) 49859'.55 N, 2824'.41 W

(b)

A separation zone, two miles wide, is centred upon the following geographical positions: (3) 50802'.65 N, 2857'.01 W (4) 50807'.70 N, 2827'.81 W

(c)

A separation zone, one mile wide, is centred upon the following geographical positions: (5) 49846'.80 N, 2850'.41 W (6) 49851'.80 N, 2821'.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.

(Chartlet overleaf)

II/20-1

II/20-2 Poole

Bournemouth Isle of Wight

St Alban’s Head

Bill of Portland

30'

.

Start Pt

.

(see Note)

(3)

(2)

. (4) .

(1)

(3) .

. (2)

50˚

Note: 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 part D and part E respectively

(1) .

. (6) (5)

.

Quenard Point

★

Casquets ★

Alderney Inshore traffic zone Guernsey

3˚

30'

St. Martin’s Point

30'

★ Sark 2˚

OFF CASQUETS

30'

1˚

30'

97115

4˚

★

^

Les Hanois★ 30'

Cherbourg

OFF USHANT (Reference chart: French 6680 (INT 1708), 1986 edition. Note: This chart is based on European Datum.)

Description of the traffic separation scheme (a)

A separation zone, eight miles wide, is centred upon the following geographical positions: (1) 48829'.75 N, 5826'.50 W (3) 48839'.70 N, 5814'.00 W (2) 48835'.40 N, 5822'.00 W

(b)

A separation zone, six miles wide, is centred upon the following geographical positions: (4) 48835'.30 N, 5842'.50 W (6) 48849'.00 N, 5825'.40 W (5) 48843'.20 N, 5836'.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 ``Off Casquets'' or to Lyme Bay, a recommended direction of traffic flow (0518 true) extends from position 48853'.65 N, 5831'.10 W to position 49847'.70 N, 3848'.10 W.

Special provisions 1

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. f

Inshore traffic zone

h) 1

as an inshore traffic zone:

i

(f

(48834'.20 N, 005807'.40 W) (48828'.00 N, 005801'.40 W)

Shi ' R

(48826'.40 N, 005817'.30 W) (48825'.40 N, 005808'.10 W)

Note:

(Chartlet overleaf)

(Amended 1994)

II/21-1

19 h J

1998 S W i

Navigation within the inshore zone is regulated by national rules.

F id

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

5´

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)

I. de Batz

(5)

45´

(3) (4)

40´

(2)

35´

Le Four Inshore traffic zone

(1)

30´

Ushant I.

La Jument

25´

Brest

50´

40´

30´

20´

10´

5˚

50´

OFF USHANT

II/21-2

(Amended 1994)

40´

30´

20´

10´

4˚

50´

97233

20´

6˚

OFF BERLENGA (Reference chart: Marinha ± Instituto HidrograÂfico de Lisboa (Portugal) No. 22 (INT 1810), 1990 edition. Note: This chart is based on European Datum.)

Description of the traffic separation scheme (a)

A separation zone is bounded by a line connecting the following geographical positions: (1) 39820'.00 N, 9842'.20 W (3) 39830'.00 N, 9843'.50 W (2) 39830'.00 N, 9842'.20 W (4) 39820'.00 N, 9843'.50 W

(b)

A separation zone is bounded by a line connecting the following geographical positions: (5) 39820'.00 N, 9847'.40 W (7) 39830'.00 N, 9852'.60 W (6) 39830'.00 N, 9847'.40 W (8) 39820'.00 N, 9852'.60 W

(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, 9856'.50 W (10) 39830'.00 N, 9856'.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 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'

Inshore traffic zone

★ Farilhão

★ Berlenga

25'

Cabo Carvoeiro Peniche

.

.

.

. .

(9)

(8)

(5)

(4) (1)

20'

39˚ 15'

50'

45'

40'

35'

9˚ 30'

25'

20'

15'

97116

55'

OFF BERLENGA

(Correction)

II/22

OFF CAPE ROCA (Reference chart: Marinha ± Instituto HidrograÂfico de Lisboa (Portugal) No. 22 (INT 1810), 1990 edition. Note: This chart is based on European Datum.)

Description of the traffic separation scheme (a)

A separation (1) (2) (3)

zone is bounded 38843'.55 N, 38847'.70 N, 38852'.00 N,

by a line 9840'.90 9842'.30 9842'.30

connecting the following geographical positions: W (4) 38852'.00 N, 9843'.60 W W (5) 38847'.65 N, 9843'.60 W W (6) 38843'.30 N, 9842'.10 W

(b)

A separation (7) (8) (9)

zone is bounded 38842'.25 N, 38847'.15 N, 38852'.00 N,

by a line 9847'.10 9848'.70 9848'.70

connecting the following geographical positions: W (10) 38852'.00 N, 9851'.30 W W (11) 38846'.85 N, 9851'.30 W W (12) 38841'.75 N, 9849'.50 W

(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: (13) 38840'.70 N, 9854'.50 W (15) 38852'.00 N, 9856'.40 W (14) 38846'.30 N, 9856'.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) .

Inshore traffic zone

. (2)

Cabo da Roca 38˚

45'

. .

. .

(12)

.

(6) (1)

Lisboa

Cabo Raso

(7) 40'

(13)

Bugio

35'

50'

9˚ 45'

40'

35'

30'

25'

OFF CAPE ROCA

II/23

(Correction)

20'

15'

10'

5'

97117

55'

OFF CAPE S. VICENTE (Reference chart: Marinha ± Instituto HidrograÂfico de Lisboa (Portugal) No. 23 (INT 1811), 1987 edition. Note: This chart is based on European Datum.)

Description of the traffic separation scheme (a)

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

zone is bounded 36853'.60 N, 36855'.40 N, 36858'.80 N, 37801'.40 N,

by a line 8854'.20 8859'.70 9805'.10 9806'.00

connecting the following geographical positions: W (5) 37801'.10 N, 9807'.20 W W (6) 36858'.30 N, 9806'.20 W W (7) 36854'.60 N, 9800'.30 W W (8) 36852'.70 N, 8854'.60 W

(b)

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

zone is bounded 36849'.90 N, 36851'.90 N, 36856'.40 N, 37800'.30 N,

by a line 8856'.10 9802'.30 9809'.40 9810'.80

connecting the following geographical positions: W (13) 36859'.70 N, 9813'.20 W W (14) 36855'.40 N, 9811'.60 W W (15) 36850'.10 N, 9803'.30 W W (16) 36848'.10 N, 8857'.00 W

(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: (17) 36845'.30 N, 8858'.40 W (19) 36853'.60 N, 9814'.90 W (18) 36847'.40 N, 9805'.00 W (20) 36858'.90 N, 9816'.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 8854'.20 W is designated as an inshore traffic zone.

Arrifana 15'

10'

Lagos o ab C

5'

e nt ce Vi S.

(5) (4) . (13) .

★

.

. (12)

(20) .

. (6)

37˚

★ Pta de Sagres

Inshore traffic zone

. (3)

. (11) (14)

....

. (2)

.

55'

.

(19) .

(7)

. (1) .

. (10)

(8)

.

. (9)

(15)

(18)

50'

.

.

(16)

.

45'

(17)

15 '

10 '

5'

9˚

55'

50'

45 '

97118

20'

OFF CAPE S. VICENTE

(Amended December 1992)

II/24

AT BANCO DEL HOYO (Reference charts: British Admiralty 142 and 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.)

Description of the traffic separation scheme (a)

A separation zone, two miles wide, is centred upon the following geographical positions: (1) 35855'.79 N, 6805'.90 W (2) 35855'.79 N, 6811'.90 W

(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, 6805'.90 W (4) 35858'.49 N, 6811'.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, 6805'.90 W (6) 35852'.59 N, 6811'.90 W

. . .

Barbate Cabo Trafalgar ★

10 '

. . . .

Cabo de Plata

★

5'

.

Pta Camarinal

. . .

Pta Paloma

36˚

. (4)

(2)

. (3)

.

See “In the Strait of Gibraltar” . scheme for continuation

. (1)

.

. . . 55'

. . (5)

(6) .

Pta Al-Boasa

. . . 50'

.

Pta Malabata ★

. . .

Cabo Espartel ★ Tangier

.

. .

.

. 10'

. .

.

. 5'

. .

.

. 6˚

. .

.

.

. .

55'

AT BANCO DEL HOYO

II/25

.

. 50'

. .

.

. 45'

. .

. 40'

45'

97119

15'

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

Description of the traffic separation scheme (a)

A separation zone, two miles wide, is centred upon the following geographical positions: (1) 58843'.0 N, 5811'.0 E (2) 58832'.0 N, 5805'.0 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 • • • •

Lista

10'

•

Mandal

Katland★

• • • •

58˚

Lindesnes •

50' •

40' •

30'

•

40'

• • • ••• • • •

50'

5˚

•

•

10'

•

20'

•

30'

•

40'

•

50'

• • • ••• • • •

6˚

•

10'

•

20'

•

30'

•

40'

•

50'

• • • ••• • • •

7˚

10'

•

20'

30'

97120

•

OFF FEISTEIN

II/26

OFF FINISTERRE (Reference chart: Instituto HidrograÂfico de la Marina, Cadiz, Spain, No. 41, 1978 edition. Note: This chart is based on European Datum (Potsdam).)

Description of the traffic separation scheme (a)

A separation (1) (2) (3)

zone is bounded 42852'.90 N, 43810'.50 N, 43821'.00 N,

by a line 9844'.00 9844'.00 9836'.40

connecting the following geographical positions: W (4) 43821'.50 N, 9837'.70 W W (5) 43811'.00 N, 9845'.20 W W (6) 42852'.90 N, 9845'.20 W

(b)

A separation (7) (8) (9)

zone is bounded 42852'.90 N, 43812'.20 N, 43823'.00 N,

by a line 9849'.40 9849'.40 9841'.90

connecting the following geographical positions: W (10) 43825'.00 N, 9847'.00 W W (11) 43813'.70 N, 9854'.80 W W (12) 42852'.90 N, 9854'.80 W

(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, 9859'.00 W (15) 43826'.40 N, 9850'.90 W (14) 43814'.70 N, 9859'.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, 9813'.40 W to position (3) 43821'.00 N, 9836'.40 W (northern limit) and a line drawn from position 42852'.90 N, 9816'.20 W to position (1) 42852'.90 N, 9844'.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´

OFF FINISTERRE

II/27

(Amended 1993)

20´

15´

10´

5´

9˚

97234

45´

Section III MEDITERRANEAN SEA AND BLACK 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.

III

INDEX:

50˚

MEDITERRANEAN SEA AND BLACK SEA (Amended 1994) 1: In the Strait of Gibraltar 2: Off Cani Island 3: Off Cape Bon 4: Saronicos Gulf 5: In the Southern Approaches to the Kerch Strait 6: Between the Ports of Odessa and Ilichevsk 7: In the Approaches to the Ports of Odessa and Iichevsk 8: Strait of Istanbul – North Approach 9: Strait of Istanbul 10: Strait of Istanbul – South Approach and Sea of Marmara 11: Strait of Canakkale 12: Strait of Canakkale – South-west Approach

6 7 45˚ 5

9

8

INDEX

(Amended 1994)

10 11

40˚

12

2

4

3 1

35˚

30˚

5˚

0˚

5˚

10˚

15˚

20˚

25˚

30˚

35˚

40˚

IN THE STRAIT OF GIBRALTAR (Reference charts: British Admiralty 142 and 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.)

Description of the traffic separation scheme (a)

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 separation 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)

(Amended 1994)

III/1-1

19 h J

1998 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

.

. (4)

Pta del Acebuche

Tarifa Isla de Tarifa ★ ne c zo Inshore traffi .

.

36˚

. (1)

.

(6) .

.

.

★

5'

★ Pta Carnero

.

Pta Camarinal

.

★

.

★

.

Pta de Alcázar Ensenada de Ceuta

.

★

.

Tangier .

. 50'

.

.

.

. 45'

.

.

.

. 40'

.

.

.

.

.

.

35'

.

.

.

30'

IN THE STRAIT OF GIBRALTAR

III/1-2

50'

(Amended 1994)

.

.

. 25'

.

.

.

. 20'

.

.

. 5˚ 15'

45' 97269

55'

.

Ceuta

Pta Malabata ★

Cabo Espartel . . . .

55'

.

. Pta Al-Boasa

★

Pta Almina

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

.

Pta Leona

(2)

(7)

.

. (9)

.

.

(3) .

.

(5)

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

Description of the traffic separation scheme (a)

A separation zone, two miles wide, is centred upon the following geographical positions: (1) 37831'.8 N, 10802'.0 E (2) 37831'.8 N, 10812'.8 E

(b)

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

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

Description of the traffic separation scheme (a)

A separation zone, two miles wide, is centred upon the following geographical positions: (1) 37813'.2 N, 11801'.3 E (2) 37810'.2 N, 11811'.5 E

(b)

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

40'

. (2)

(1) .

30'

Cani Is.

20'

Bizerte (1) .

Pilau I. Plane I.

. (2)

10'

Cape Bon

37˚

10'

20'

30'

40'

50'

11˚

10'

20'

97121

10˚

OFF CANI ISLAND ± OFF CAPE BON

III/2/3

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

Description of the traffic separation scheme (a)

A separation zone, one and a half miles wide, is centred upon the following geographical positions: (1) 37840'.0 N, 23844'.0 E (2) 37850'.0 N, 23838'.0 E

(b)

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

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/4

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.)

Description of the traffic separation scheme (a)

A separation zone is bounded by a line connecting the following geographical positions: (1) 44849'.7 N, 36829'.0 E (3) 44849'.7 N, 36831'.0 E (2) 45802'.3 N, 36830'.0 E

(b)

A separation line connects the following geographical positions: (2) 45802'.3 N, 36830'.0 E (4) 45806'.8 N,

(c)

A traffic lane for northbound traffic is established between the separation zone/line and a line connecting the following geographical positions: (5) 44849'.7 N, 36833'.2 E (6) 45806'.8 N, 36830'.3 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'.8 N, 36829'.7 E (8) 44849'.7 N, 36826'.8 E

36830'.0 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'

IN THE SOUTHERN APPROACHES TO THE KERCH STRAIT

III/5

97123

25'

. (1)

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.)

Description of the traffic separation scheme (a)

A separation line connects the following geographical positions: (1) 46827'.3 N, 30848'.5 E (3) 46819'.1 N, (2) 46821'.9 N, 30847'.4 E

(b)

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

30844'.8 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)

A separation zone, two miles wide, is centred upon the following geographical positions: (1) 46808'.2 N, 31806'.1 E (2) 46813'.0 N, 30859'.6 E

(b)

An outside boundary of an inbound traffic lane connects the following geographical positions: (3) 46809'.6 N, 31808'.1 E (4) 46814'.7 N, 31801'.0 E

(c)

An outside boundary of an outbound traffic lane connects the following geographical positions: (5) 46806'.9 N, 31804'.1 E (6) 46812'.1 N, 30857'.1 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'.6 N, 30856'.1 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)

A separation zone, half a mile wide, is centred upon the following geographical positions: (8) 46818'.5 N, 30853'.5 E (9) 46827'.5 N, 30850'.4 E

(b)

An outside boundary of the inbound traffic lane connects the following geographical positions: (10) 46818'.9 N, 30854'.6 E (11) 46827'.7 N, 30851'.6 E

(c)

An outside boundary of the outbound traffic lane connects the following geographical positions: (12) 46827'.5 N, 30849'.2 E (13) 46818'.0 N, 30852'.5 E

Part IV:

Approaches to the Port of Ilichevsk (a)

A separation zone, half a mile wide, is centred upon the following geographical positions: (14) 46816'.7 N, 30851'.4 E (15) 46818'.0 N, 30845'.8 E

(b)

An outside boundary of the inbound traffic lane connects the following geographical positions: (16) 46817'.5 N, 30851'.8 E (17) 46818'.8 N, 30846'.4 E

(c)

An outside boundary of the outbound traffic lane connects the following geographical positions: (18) 46815'.9 N, 30851'.5 E (19) 46817'.2 N, 30845'.3 E

III/6-1/7-1

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/6-2/7-2

10'

97124

40'

STRAIT OF ISTANBUL ± NORTH APPROACH (Reference chart: Turkish chart 1811 (INT 3758), 1993 edition Note: This chart is based on European Datum.)

Description of the traffic separation scheme (a)

A separation zone is bounded by a line connecting the following geographical positions: (1) 41820'.50 N, 29809'.90 E (3) 41813'.60 N, 29807'.98 E (2) 41820'.00 N, 29812'.50 E

(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, 29816'.90 E (6) 41813'.36 N, 29808'.55 E (5) 41814'.10 N, 29810'.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, 29802'.00 E (9) 41813'.80 N, 29807'.50 E (8) 41814'.70 N, 29807'.20 E

21´

(1) (2) 20´

(7) 19´

18´

17´

41° 16´

(4)

15´

(8) (5)

Rumeli Lt

14´

(9)

(3) (6)

13´

f

Ist an

bu l

Anadolu Lt

St

ra it

h) 1

of

12´

06´

07´

08´

29° 09´

10´

11´

12´

13´

14´

15´

16´

17´

18´

i

05´

Shi ' R

04´

STRAIT OF ISTANBUL ± NORTH APPROACH

1998 S W i

03´

19 h J

02´

(Adopted 1994)

III/8

F id

01´

97235

(f

11´

STRAIT OF ISTANBUL (Reference charts: Turkish charts 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, 29800'.06 E (25) 41801'.10 N, 29800'.07 E (26) 41801'.50 N, 29800'.20 E (27) 41803'.10 N, 29802'.96 E (28) 41804'.50 N, 29803'.33 E (29) 41804'.97 N, 29803'.92 E (30) 41806'.05 N, 29803'.85 E (31) 41806'.35 N, 29804'.00 E

between the separation line and the following

A traffic lane for southbound traffic is established geographical positions: (9) 41813'.80 N, 29807'.50 E (39) 41812'.30 N, 29806'.63 E (40) 41812'.00 N, 29806'.00 E (41) 41810'.51 N, 29804'.50 E (42) 41809'.52 N, 29803'.29 E (43) 41809'.03 N, 29803'.27 E (44) 41807'.48 N, 29804'.62 E (45) 41806'.25 N, 29803'.50 E

between the separation line and the following

(c)

III/9-1

line connects the following geographical positions: 41813'.60 N, 29807'.98 E (17) 41806'.00 41812'.18 N, 29806'.83 E (18) 41804'.98 41810'.88 N, 29805'.08 E (19) 41804'.53 41809'.38 N, 29803'.53 E (20) 41803'.10 41808'.92 N, 29803'.53 E (21) 41801'.55 41807'.38 N, 29805'.00 E (22) 41801'.40 41807'.21 N, 29805'.00 E (23) 41800'.15 41806'.38 N, 29803'.81 E

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

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

(Adopted 1994)

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,

29803'.67 29803'.65 29803'.17 29802'.60 28859'.91 28859'.80 28859'.75

29805'.40 29805'.35 29803'.89 29803'.84 29805'.20 29806'.78 29807'.20 29808'.55

29803'.53 29803'.40 29802'.94 29802'.85 29802'.07 28859'.73 28859'.45 28859'.42

E E E E E E E

E E E E E E E E

E E E E E E E E

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) (48) (19) (49)

(28)

(27)

h) 1

f

(50) (20)

5´

(29)

(21)

(f

(26)

Shi ' R

(53)

(24)

(23)

41˚

Kadiköy Lt.Ho. 5´

10´

STRAIT OF ISTANBUL

(Adopted 1994)

19 h J

29˚

97236

Ahirkapi Lt.Ho.

i

(25)

1998 S W i

(52)

III/9-2

F id

(51) (22)

STRAIT OF ISTANBUL ± SOUTH APPROACH AND SEA OF MARMARA (Reference charts: Turkish chart 2923 (INT 3754), 1991 edition; 293, 1990 edition; 295 (INT 3752), 1988 edition Note: These charts are based on European Datum.)

Description of the traffic separation scheme (a)

A separation line connects the following geographical positions: (22) 41801'.40 N, 28859'.80 E (54) 40859'.53 N, (23) 41800'.15 N, 28859'.75 E (55) 40858'.80 N,

(b)

A separation zone is bounded by a line joining the following geographical positions: (55) 40858'.80 N, 28859'.44 E (57) 40857'.78 N, 28858'.11 E (56) 40857'.53 N, 28858'.63 E

(c)

A precautionary area is established bounded by a line joining the following geographical positions: (71) 40858'.21 N, 28857'.22 E (68) 40853'.78 N, 28857'.15 E (57) 40857'.78 N, 28858'.11 E (78) 40852'.90 N, 28855'.92 E (56) 40857'.53 N, 28858'.63 E (59) 40854'.30 N, 28855'.40 E (81A) 40856'.83 N, 29800'.06 E (65) 40855'.58 N, 28854'.82 E (81) 40855'.00 N, 29800'.06 E (71A) 40856'.83 N, 28854'.23 E (67) 40854'.70 N, 28858'.55 E

(d)

The focal point of the precautionary area is located at the following geographical position: (58) 40856'.10 N, 28857'.00 E

28859'.73 E 28859'.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, 28855'.40 E (63) 40845'.42 N, 27838'.09 E (60) 40852'.40 N, 28852'.10 E (64) 40853'.90 N, 28852'.10 E (61) 40844'.20 N, 27838'.09 E (65) 40855'.58 N, 28854'.82 E (62) 40826'.00 N, 26845'.25 E

(f)

A separation zone is bounded by a line connecting the following geographical positions: (68) 40853'.78 N, 28857'.15 E (66) 40851'.50 N, 29800'.31 E (67) 40854'.70 N, 28858'.55 E (69) 40851'.95 N, 28858'.00 E

(g)

A traffic lane for traffic bound for the Canakkale 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, 28859'.42 E (72) 40855'.89 N, 28852'.09 E (70) 40859'.50 N, 28859'.39 E (73) 40847'.40 N, 27838'.09 E (71) 40858'.21 N, 28857'.22 E (74) 40826'.50 N, 26845'.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, 26845'.25 E (77) 40850'.39 N, 28852'.07 E (76) 40842'.20 N, 27838'.09 E (78) 40852'.90 N, 28855'.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, 28855'.92 E (79) 40851'.50 N, 28856'.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, 29801'.73 E (24) 41800'.00 N, 29800'.06 E (81) 40855'.00 N, 29800'.06 E

III/10-1

(Adopted 1994)

05´

Mimarsinan Marmara Ereglisi

41˚

55´

50´

(73) (63) 45´

(61)

(Adopted 1994)

(76)

SEA Marmara Adasi

40´

OF

MARMARA 35´

30´

Kapidag Yarimadasi

(74) (62) (75)

25´

20´

45´

55´

27˚

05´

III/10-2 F id

10´

15´

20´

25´

30´

35´

40´

45´

50´

55´

28˚

05´

10´

15´

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

19 h J

1998 S W i

Shi ' R

i

(f

h) 1

f

20´

25´

30´

35´

97238

15´ 50´

05´

(22)

ISTANBUL

Mimarsinan

(53) (70)

Ambarli

41˚

(55)

(71) (57) (56)

(71A)

(23) (24) (54)

(81A)

(72) (65) (64)

!

(58) (67)

(81)

55´

(59) (68) (78)

(60)

(80) (79)

(69) (66)

35´

40´

45´

50´

55´

29˚

05´

97237

50´

(77)

III/10-3

(Adopted 1994)

F id

19 h J

1998 S W i

Shi ' R

i

(f

h) 1

f

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

STRAIT OF CANAKKALE (Reference chart: Turkish chart 212 (INT 3750), 1991 edition Note: This chart is based on European Datum.)

Description of the traffic separation scheme The Strait of Canakkale 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 Canakkale traffic lane whose co-ordinates are given below: (a)

A separation line connects the following geographical (62) 40826'.00 N, 26845'.25 E (82) 40824'.05 N, 26841'.65 E (83) 40822'.83 N, 26840'.21 E (84) 40820'.90 N, 26838'.55 E (85) 40818'.62 N, 26835'.88 E (86) 40813'.40 N, 26827'.80 E (87) 40812'.11 N, 26823'.50 E

(b)

A separation zone is bounded by a line connecting the following geographical positions: (93) 40802'.59 N, 26815'.45 E (125) 40801'.28 N, 26811'.41 E (120) 40801'.52 N, 26811'.18 E (126) 40801'.90 N, 26814'.32 E

(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, 26811'.70 E (101) 40813'.10 N, (95) 40801'.10 N, 26815'.01 E (102) 40816'.90 N, (96) 40801'.90 N, 26817'.22 E (103) 40818'.10 N, (97) 40807'.70 N, 26823'.48 E (104) 40820'.50 N, (98) 40808'.90 N, 26823'.70 E (105) 40823'.65 N, (99) 40809'.50 N, 26823'.95 E (75) 40825'.50 N, (100) 40811'.84 N, 26823'.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,

26822'.95 26823'.40 26823'.31 26823'.09 26818'.54 26815'.44

E E E E E E

zone/line in paragraphs 26828'.90 26834'.35 26836'.30 26839'.18 26842'.04 26845'.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, 26845'.25 E (113) 40812'.02 N, 26822'.50 E (106) 40824'.45 N, 26841'.20 E (114) 40811'.39 N, 26822'.19 E (107) 40823'.20 N, 26839'.25 E (115) 40808'.73 N, 26823'.10 E (108) 40821'.30 N, 26837'.82 E (116) 40808'.42 N, 26822'.91 E (109) 40819'.10 N, 26835'.45 E (117) 40805'.60 N, 26818'.95 E (110) 40814'.50 N, 26827'.88 E (118) 40802'.67 N, 26813'.24 E (111) 40813'.12 N, 26825'.55 E (119) 40802'.00 N, 26811'.03 E (112) 40812'.46 N, 26823'.31 E

(chartlet overleaf)

(Adopted 1994)

III/11-1

(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) CANAKKALE (90)

10´

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

05´

(92)

cik met eh

M

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

(96)

k m Ku

40˚

15´

20´

25´

26˚ 30´

40´

45´

III/11-2

(Adopted 1994)

F id

19 h J

1998 S W i

Shi ' R

i

(f

h) 1

STRAIT OF CANAKKALE

35´

f

10´

97239

al e

STRAIT OF CANAKKALE ± SOUTH-WEST APPROACH (Reference charts: Turkish charts 2134, 1992 edition; 213, 1993 edition Note: These charts are based on European Datum.)

Description of the traffic separation scheme (a)

A separation zone is bounded by a line connecting the following geographical (120) 40801'.52 N, 26811'.18 E (123) 39857'.20 N, (121) 40800'.20 N, 25859'.70 E (124) 39859'.70 N, (122) 39858'.80 N, 25857'.70 E (125) 40801'.28 N,

positions: 25857'.70 E 26800'.40 E 26811'.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, 26811'.03 E (127) 40801'.55 N, 25857'.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, 26811'.70 E (129) 39855'.00 N, 25857'.70 E 39858'.29 N, 26801'.60 E GELIBOLU YARIMADASI (118)

Mehmetcik

it of

(119) (127)

Stra (120)

(125)

Can

akka

le

(94)

Ku

(121)

m

ka

le

40˚

(124) (122) (128)

(123)

Karayer Adalari (129)

26˚

5´

97240

55´

10´

STRAIT OF CANAKKALE ± SOUTH-WEST APPROACH

(Adopted 1994)

III/12

Section IV INDIAN OCEAN AND ADJACENT 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 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.

IV

30˚ 10 6 4

5

25˚

9

7

20˚

(Amended December 1992)

INDEX:

15˚

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

3

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

40˚

45˚

8

5˚

50˚

55˚

60˚

65˚

70˚

75˚

80˚

85˚

97125

35˚

10˚

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)

A separation zone is bounded by a line connecting the following geographical positions: (1) 29846'.60 N, 32831'.80 E (3) 29838'.00 N, 32832'.90 E (2) 29837'.89 N, 32832'.10 E (4) 29846'.60 N, 32832'.25 E

(b)

A separation line connecting the following geographical positions: (5) 29837'.97 N, 32832'.50 E (6) 29835'.55 N,

(c)

A separation zone is bounded by a line connecting the following geographical positions: (7) 29835'.56 N, 32832'.60 E (9) 29828'.68 N, 32836'.50 E (8) 29829'.10 N, 32835'.60 E (10) 29835'.53 N, 32833'.25 E

(d)

A separation line connecting the following geographical positions: (11) 29828'.90 N, 32836'.05 E (12) 29825'.20 N,

(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, 32830'.80 E (23) 29837'.;58 N, 32830'.10 E (ii) The separation line and a line connecting the following geographical positions: (24) 29837'.58 N, 32830'.10 E (25) 29835'.68 N, 32829'.95 E (iii) The separation zone and a line connecting the following geographical positions: (26) 29835'.68 N, 32829'.95 E (27) 29830'.60 N, 32832'.35 E (iv) The separation line and a line connecting the following geographical positions: (28) 29830'.60 N, 32832'.35 E (29) 29827'.60 N, 32833'.90 E (v) The separation zone and a line connecting the following geographical positions: (30) 29827'.60 N, 32833'.90 E (31) 29808'.20 N, 32843'.80 E (33) 28815'.00 N, 33812'.60 E (32) 28845'.80 N, 32852'.70 E (34) 28809'.80 N, 33817'.00 E

(g)

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, 33820'.90 E (38) 29822'.80 N, 32841'.50 E (36) 28836'.00 N, 33804'.80 E (39) 29835'.45 N, 32835'.40 E (37) 29810'.00 N, 32848'.40 E (40) 29846'.60 N, 32833'.40 E

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

32832'.90 E

32837'.80 E

by a line connecting the following geographical positions: 32837'.30 E (18) 28811'.25 N, 33819'.70 E 32845'.80 E (19) 28836'.00 N, 33802'.40 E 32854'.90 E (20) 29809'.20 N, 32846'.50 E 33814'.40 E (21) 29824'.90 N, 32838'.20 E 33818'.40 E

(Amended 1996)

IV/1-1

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: 33821'.70 E (46) 27844'.20 N, 33850'.35 E 33844'.10 E (47) 27850'.20 N, 33844'.50 E 33850'.00 E (48) 27853'.00 N, 33841'.40 E 34805'.45 E (49) 27854'.60 N, 33838'.85 E 34806'.40 E (50) 28808'.55 N, 33822'.30 E

(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, 33820'.40 E (53) 27842'.45 N, 33849'.40 E (54) 27828'.65 N, 34803'.90 E (52) 27848'.70 N, 33843'.40 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, 34808'.60 E (58) 27853'.75 N, 33842'.65 E (56) 27845'.20 N, 33850'.95 E (59) 27856'.35 N, 33838'.40 E (57) 27851'.35 N, 33845'.35 E (60) 28809'.30 N, 33823'.60 E

Part C:

Junction scheme off Ain Sukhna (k)

A separation zone is bounded by a line connecting the following geographical positions: (61) 29832'.27 N, 32828'.80 E (63) 29835'.68 N, 32829'.95 E (62) 29830'.60 N, 32832'.35 E (64) 29835'.80 N, 32827'.50 E

(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, 32829'.35 E (66) 29827'.60 N, 32833'.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, 32830'.10 E (68) 29837'.11 N, 32827'.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, 33817'.00 E (71) 28809'.30 N, 33823'.60 E (70) 28806'.80 N, 33819'.40 E (72) 28812'.20 N, 33821'.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

(Amended 1996)

Suez Bay

(23) (24) (67)

(68)

See Note 1

(64) 35´

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

Ain Sukhna Oil Terminal

45´

(2) (3) (25) (5) (26) (6) (63) (7) (10)

(39)

(61)

See Note 1

(27) (28) (62)

(65)

29° 30´

Ain Sukhna Oil Terminal

(8) (11) (9)

(29) (30) (66)

EGYPT 25´

(13) (12) (21)

30´ 25´

32° 30´

35´

See details opposite (38)

15´

(31)

SINAI

(37) (14) (20)

29°

(15) (32)

45´

EGYPT

(19)

30´

(36)

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

(16)

30´

45´

33°

15´

97241

15´ 30´

IN THE GULF OF SUEZ (NORTH)

(Amended 1996)

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.

Note 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

(Amended 1996)

34°

15´

97242

See Note 1

IN THE STRAIT OF BAB EL MANDEB (Reference chart: British Admiralty 2588, 1984 edition. Note: This chart is based on World Geodetic System 72 Datum.)

Description of the traffic separation scheme (a)

A separation zone, one mile wide, is bounded by a line connecting the following geographical positions: (1) 12855'.54 N, 43812'.85 E (4) 12833'.37 N, 43828'.30 E (2) 12836'.82 N, 43820'.22 E (5) 12837'.50 N, 43821'.00 E (3) 12832'.53 N, 43827'.79 E (6) 12855'.86 N, 43813'.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, 43827'.04 E (7) 12855'.02 N, 43811'.37 E (8) 12835'.78 N, 43818'.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, 43815'.20 E (12) 12834'.69 N, 43829'.03 E (11) 12838'.50 N, 43822'.21 E

Note:

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

.

Sc. Callida

. . . .

Ghubbet al Haikah Ras Bab el Mandeb

Dumeira. I (11)★

.

.

. . . .

★

. (5)

Perim Island

. (2) (8)

.

. (12)

. . . .

. (4) (9)

. (3)

. . . .

Ras Si Ane Ile Grande Ile de l’Est

. . . . 5'

. . . . 10'

. . . . 15'

. . . . 20'

. . . . 25'

. . . . 30'

. . . . 35'

. . . . 40'

40'

35'

30'

25' 45'

IN THE STRAIT OF BAB EL MANDEB

19 h J

. . . . 43˚

45'

97126

.

50'

f

. . . .

h) 1

Ras Sintian

(f

Ras Dahànnaba

55'

i

. . . .

Shi ' R

.

1998 S W i

(10) (6) . (1) . (7) .

13˚

IV/2

F id

. . . .

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

Description of the traffic separation scheme (a)

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

zone is bounded 26834'.80 N, 26836'.50 N, 26836'.50 N, 26829'.65 N,

by a line connecting the following geographical positions: 56821'.05 E (5) 26828'.60 N, 56837'.55 E 56828'.05 E (6) 26834'.50 N, 56833'.60 E 56834'.90 E (7) 26834'.50 N, 56828'.55 E 56839'.45 E (8) 26832'.00 N, 56822'.40 E

(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, 56823'.25 E (11) 26832'.50 N, 56832'.35 E (10) 26832'.50 N, 56828'.95 E (12) 26827'.60 N, 56835'.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, 56841'.35 E (15) 26838'.50 N, 56827'.70 E (14) 26838'.50 N, 56836'.15 E (16) 26836'.70 N, 56820'.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, 56812'.92 E 26830'.20 N, 56823'.25 E (9) 26832'.50 N, 56828'.95 E (10) 26832'.50 N, 56832'.35 E (11) 26827'.60 N, 56835'.65 E (12) and 26819'.05 N, 56831'.25 E is designated as an inshore traffic zone.

IV/3-1

(Amended 1994 and 1995)

Jazh Hormuz

27˚

Qeshm

HM

I.

ES

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'

57˚

97276

56˚

26˚ 10'

IN THE STRAIT OF HORMUZ

(Amended 1994)

IV/3-2

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'.7 N, 55830'.0 E (3) 26823'.0 N, 54830'.0 E (2) 26818'.7 N, 55807'.7 E and a line connecting the following geographical positions: (4) 26820'.6 N, 55830'.0 E (6) 26821'.0 N, 54830'.0 E (5) 26816'.6 N, 55808'.0 E

(b)

A traffic lane for eastbound traffic is established between a line connecting the following geographical positions: (7) 26813'.0 N, 54830'.0 E (9) 26811'.8 N, 55830'.0 E (8) 26808'.0 N, 55817'.5 E and a line connecting the following geographical positions: (10) 26810'.0 N, 54830'.0 E (12) 26808'.8 N, 55830'.0 E (11) 26805'.0 N, 55817'.5 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 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'

TUNB±FARUR

IV/4

20'

30'

40'

50'

97127

10'

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)

A separation (1) (2) (3)

zone is bounded 27806'.83 N, 27806'.10 N, 26858'.00 N,

by a line connecting the following geographical positions: 50842'.00 E (4) 26857'.50 N, 50814'.60 E 50823'.30 E (5) 27805'.27 N, 50823'.50 E 50814'.00 E (6) 27806'.13 N, 50842'.08 E

(b)

A separation line connects the following geographical positions: (7) 26857'.75 N, 50814'.20 E (8) 26856'.20 N,

(c)

A separation (9) (10) (11)

zone is bounded 26856'.47 N, 26856'.00 N, 26849'.30 N,

(d)

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

line connects the following geographical positions: 26849'.30 N, 50810'.43 E (19) 26843'.00 26848'.32 N, 50810'.25 E (20) 26841'.93 26845'.20 N, 50811'.15 E (21) 26841'.02 26844'.43 N, 50811'.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, 50842'.00 E (27) 26848'.03 N, 50809'.87 E (24) 27806'.47 N, 50823'.00 E (28) 26842'.03 N, 50811'.70 E (25) 26856'.35 N, 50811'.48 E (29) 26840'.87 N, 50811'.73 E (26) 26849'.53 N, 50809'.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, 50812'.27 E (37) 26849'.27 N, (31) 26841'.00 N, 50812'.30 E (38) 26850'.90 N, (32) 26841'.95 N, 50812'.40 E (39) 26855'.12 N, (33) 26842'.42 N, 50812'.37 E (40) 26855'.53 N, (34) 26843'.12 N, 50812'.12 E (41) 27804'.85 N, (35) 26844'.28 N, 50811'.70 E (42) 27805'.57 N, (36) 26847'.38 N, 50810'.95 E

50812'.60 E

by a line connecting the following geographical positions: 50812'.30 E (12) 26851'.15 N, 50811'.28 E 50811'.85 E (13) 26855'.55 N, 50812'.38 E 50810'.43 E (14) 26855'.93 N, 50812'.87 E N, N, N, N,

50811'.88 50812'.23 50812'.13 50812'.10

E E E E

the separation zones/lines 50810'.70 50811'.60 50813'.03 50813'.13 50823'.87 50842'.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, 50812'.80 E (44) 26859'.00 N, 50811'.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, 50809'.20 E (47) 27811'.50 N, 50836'.00 E (46) 27811'.50 N, 50811'.75 E

(Chartlet overleaf)

IV/5-1

. (47)

. (46) 10'

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

(24) .

. (2) . (5) .

5'

(41) (12)

.

. (45)

27˚

. (38)

50'

.

(26) . (15) . .

(44) . (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/5-2

97128

10'

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

Description of the traffic separation scheme (a)

A separation zone, three nautical miles wide, is centred upon the following geographical positions: (1) 22839'.00 N, 59856'.70 E (3) 22825'.40 N, 60802'.00 E (2) 22833'.30 N, 60802'.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, 59854'.00 E (6) 22825'.40 N, 59858'.20 E (5) 22832'.00 N, 59858'.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, 60808'.20 E (9) 22843'.00 N, 60801'.00 E (8) 22835'.20 N, 60808'.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, 59854'.00 E to Ras al Hadd position (10) 22832'.00 N, 59847'.93 E and a line drawn from position (6) 22825'.40 N, 59858'.20 E to Ras al Junaiz position (11) 22825'.40 N, 59850'.00 E is designated as an inshore traffic zone.

23˚

GULF OF OMAN 50'

.

(9) 40'

(1) .

Ra

(4) .

lH

.

d

re ho Ins

ad

★.

ffic tra

(10)

(8)

. (2)

(5) . 30'

f

’s a

.

.

.

(6)

(3)

(7)

h) 1

ne zo

.

(11)

Shi ' R

i

(f

20'

10'

60˚

10'

20'

30'

OFF RAS AL HADD

(Amended 1994)

19 h J

50'

IV/6

F id

40'

97277

30'

1998 S W i

22˚

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

Description of the traffic separation scheme (a)

A separation zone, two miles wide, is centred upon the following geographical positions: (1) 5851'.20 N, 80832'.38 E (2) 5851'.20 N, 80838'.54 E

(b)

A separation zone, three miles wide, is centred upon the following geographical positions: (3) 5845'.70 N, 80832'.38 E (4) 5845'.70 N, 80838'.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.

IV/7-1

★

55'

Dondra Head

Inshore traffic zone

(1) .

. (2)

50'

(3) .

. (4) 5˚

45'

80˚ 35'

97129

40'

OFF DONDRA HEAD

IV/7-2

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

Description of the traffic separation scheme (a)

A separation zone, 0.75 nautical miles wide, is bounded by a line connecting the following geographical positions: (1) 25807'.00 N, 53824'.90 E (4) 24856'.30 N, 53800'.10 E (2) 25802'.77 N, 53819'.36 E (5) 25802'.10 N, 53819'.78 E (3) 24856'.90 N, 52859'.45 E (6) 25806'.40 N, 53825'.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, 53824'.01 E (9) 24857'.90 N, 52858'.40 E (8) 25803'.89 N, 53818'.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, 53801'.15 E (12) 25805'.44 N, 53826'.30 E (11) 25800'.97 N, 53820'.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/8

20'

25'

30'

97130

50'

Jazt. Zarakkuh

BETWEEN THE ZULUF AND MARJAN OILFIELDS (Reference chart: British Admiralty 3774, 1986 edition. Note: This chart is based on Nahrwan Datum, Clarke 1880 Spheroid.)

Description of the traffic separation scheme (a)

A separation zone of 0.54 miles (1,000 metres) wide is centred upon the following geographical positions: (1) 28829'.98 N, 49830'.02 E (3) 28819'.61 N, 49822'.73 E (2) 28826'.18 N, 49829'.89 E (4) 28814'.46 N, 49822'.81 E

(b)

A traffic lane for southbound traffic is established between the separation zone and a line connecting the following geographical positions: (5) 28814'.46 N, 49821'.37 E (8) 28823'.40 N, 49824'.92 E (6) 28816'.83 N, 49821'.32 E (9) 28826'.69 N, 49828'.41 E (7) 28820'.13 N, 49821'.30 E (10) 28830'.00 N, 49828'.52 E

(c)

A traffic lane for northbound traffic is established between the separation zone and a line connecting the following geographical positions: (11) 28814'.46 N, 49824'.20 E (14) 28825'.66 N, 49831'.27 E (12) 28819'.14 N, 49824'.14 E (15) 28830'.00 N, 49831'.32 E (13) 28822'.37 N, 49827'.74 E

(Chartlet overleaf)

IV/9-1

(10) .

(1) .

. (15)

30'

Zuluf Oilfield (9) .

.

(2)

.

(14)

(8) .

Marjan Oilfield . (13)

(7) . (3)

. . (12)

(6) .

28˚ 15'

(5) .

.

. (11)

(4)

30'

BETWEEN THE ZULUF AND MARJAN OILFIELDS

IV/9-2

97131

49˚ 20'

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

Description of the traffic separation scheme (a)

A separation zone is bounded by a line connecting the following geographical positions: (1) 28801'.00 N, 34827'.38 E (3) 27857'.00 N, 34827'.75 E (2) 27857'.00 N, 34826'.45 E (4) 28801'.00 N, 34828'.69 E

(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, 34826'.81 E (6) 27857'.00 N, 34825'.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, 34828'.22 E (8) 28801'.00 N, 34829'.15 E Aids to navigation for entrance to the Gulf of Aqaba Co-ordinates

Southbound channel

Northbound channel

Station

Lat. (N)

Light characteristics

Long. (E)

Colour

Rhythm

Range (N M) (T=0.74)

Racon/ Radio mon.

Tower ± Daymark

Chisholm Point

27857'.00

34830'.20

White Fl(2+1).20 s

9

Racon Mo. (C) +Rad. mon.

10 m GRP ± Pigmented white

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 green Mo. (Y) +Rad. mon Racon Mo. (G) + Rad. mon.

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

_____ * The traffic separation scheme ``In the entrance to the Gulf of Aqaba'' will be implemented at 0000 UTC on 1 October 1993.

(Adopted December 1992)

IV/10-1

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/10-2

(Adopted December 1992)

30'

57'

97132

25'

. (6)

Section V SOUTH-EAST ASIA

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.

V

INDEX: SOUTH-EAST ASIA 1: 2: 3: 4: 5:

Summary chartlets At One Fathom Bank In the Singapore Strait At Horsburgh Light area In the East Lamma and Tathong Channels

25˚

Tropic of Cancer 5 1B 20˚

15˚

10˚

1A

5˚

2 3

4 0˚

5˚ 110˚

120˚

130˚

97123

100˚

3˚

At One Fathom Bank 30'

Malacca (See Rules for vessels navigating through the Straits of Malacca and Singapore)

2˚

In the Singapore Strait

Singapore

At Horsburgh Light area

30'

Sumatera 1˚

Deep-water routes forming part of the eastbound lane of the traffic separation scheme “In the Singapore Strait”

30'

0˚ 30'

102˚

30'

103˚

30'

104˚

30'

105˚

97134

101˚

SUMMARY CHARTLET A

V/1-1

23˚

HONG KONG Tathong Channel 22˚

East Lamma Channel

21˚

113˚

114˚

SUMMARY CHARTLET B

V/1-2

115˚

116˚

97135

112˚

AT ONE FATHOM BANK (Reference chart: Japanese 622B, 1982 edition. Note: This chart is based on World Geodetic System 72 Datum.)

Description of the traffic separation scheme (a)

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

zone is 3800'.7 2853'.7 2849'.5 2847'.1

bounded by a line connecting the following geographical positions: N, 100847'.3 E (5) 2846'.7 N, 101803'.6 E N, 100855'.7 E (6) 2849'.0 N, 100859'.4 E N, 100859'.4 E (7) 2853'.4 N, 100855'.3 E N, 101803'.9 E (8) 3800'.3 N, 100847'.0 E

(b)

A traffic lane for north-westbound traffic is established between the separation zone and a line connecting the following geographical positions: (9) 3802'.7 N, 100848'.7 E (11) 2849'.4 N, 101805'.3 E (10) 2852'.5 N, 100859'.9 E

(c)

A traffic lane for south-eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (12) 2854'.7 N, 100843'.0 E (13) 2844'.4 N, 101802'.1 E

5'

. (9) (1)

(8) .

.

3˚

(12)

.

55'

(7)

. . (2)

★ One Fathom Bank .

(10)

. (3) .

.

(6)

(5)

. 50'

55'

101˚

. . (4) 45'

(13) 5'

97136

45'

50'

(11)

10'

AT ONE FATHOM BANK

V/2

IN THE SINGAPORE STRAIT (Reference charts: Japanese 621 and 622A, 1982 edition; 747 and 750, 1985 edition; 749 and 751, 1981 edition. Note: These charts are based on World Geodetic System 72 Datum.)

Description of the traffic separation scheme (a)

A separation (1) (2) (3) (4) (5) (6)

zone is bounded by a line connecting the following geographical positions: 1823'.20 N, 103812'.30 E (7) 1807'.50 N, 103843'.62 E 1813'.20 N, 103823'.30 E (8) 1810'.35 N, 103839'.75 E 1807'.80 N, 103831'.60 E (9) 1810'.35 N, 103833'.70 E 1803'.60 N, 103838'.85 E (10) 1813'.80 N, 103823'.90 E 1805'.90 N, 103843'.28 E (11) 1824'.20 N, 103813'.50 E 1808'.60 N, 103845'.33 E

(b)

A separation (12) (13) (14)

line connects the following geographical positions: 1808'.60 N, 103845'.33 E (15) 1813'.43 N, 1810'.25 N, 103847'.80 E (16) 1814'.88 N, 1811'.30 N, 103850'.40 E

(c)

A separation zone is bounded by a line connecting the following geographical positions: (17) 1814'.88 N, 103858'.90 E (19) 1815'.42 N, 104803'.35 E (18) 1815'.67 N, 104803'.30 E

(d)

A traffic lane for westbound traffic is established between the separation zones/line and a line connecting the following geographical positions: (20) 1825'.50 N, 103814'.90 E (25) 1810'.45 N, 103847'.40 E (21) 1815'.20 N, 103825'.20 E (26) 1811'.95 N, 103851'.10 E (22) 1814'.22 N, 103829'.90 E (27) 1814'.00 N, 103854'.90 E (23) 1811'.50 N, 103840'.45 E (28) 1816'.02 N, 103859'.90 E (24) 1808'.65 N, 103844'.30 E (29) 1816'.60 N, 104803'.22 E

(e)

A traffic lane for eastbound traffic is established between the separation zones/line and a line connecting the following geographical positions: (30) 1822'.00 N, 103811'.00 E (35) 1809'.47 N, 103848'.60 E (31) 1811'.55 N, 103822'.70 E (36) 1811'.45 N, 103852'.75 E (32) 1801'.60 N, 103839'.55 E (37) 1813'.50 N, 103857'.57 E (33) 1805'.00 N, 103843'.57 E (38) 1814'.05 N, 104803'.48 E (34) 1807'.80 N, 103846'.15 E

(f)

A deep-water route is established within the eastbound lane described in paragraph (e). The deep-water route is bounded by a line connecting the following geographical positions: (i) 1803'.60 N, 103838'.85 E (v) 1809'.95 N, 103848'.18 E (ii) 1805'.90 N, 103843'.28 E (vi) 1808'.90 N, 103846'.72 E (iii) 1808'.60 N, 103845'.33 E (vii) 1804'.95 N, 103842'.77 E (iv) 1810'.25 N, 103847'.80 E (viii) 1802'.97 N, 103839'.00 E

103854'.90 E 103858'.90 E

Note: Reference is made to Rule 1 of the Rules for vessels navigating through the Straits of Malacca and Singapore. (g)

A deep-water route is established within the eastbound lane described in paragraph (e). The deep-water route is bounded by a line connecting the following geographical positions: (ix) 1810'.25 N, 103847'.80 E (xii) 1811'.80 N, 103852'.53 E (x) 1811'.30 N, 103850'.40 E (xiii) 1809'.95 N, 103848'.18 E (xi) 1812'.12 N, 103852'.10 E

(h)

A precautionary area is established in the Singapore Strait south of Tanjong Stapa bounded by a line connecting the following geographical positions: (38) 1814'.05 N, 104803'.48 E (29) 1816'.60 N, 104803'.22 E and the following geographical positions of the traffic separation scheme ``At Horsburgh Light area'': (9) 1818'.63 N, 104814'.90 E (see page V/4) (10) 1815'.40 N, 104814'.90 E (see page V/4)

V/3-1

(Correction)

30'

Pu. Pisang

★

(20)

.

(11) . (1)

.

(30)

.

Pu. Kukup

1˚ 20'

. (21)

Tanjong Piai (22)

.

. (10) . (2)

. (31) Pu. Iju Ketjil

★

>>>>> 10'

Pu. Karimun Ketjil

. (3)

20'

97137

10'

103˚ 30'

IN THE SINGAPORE STRAIT (Chart 1 of 6) 2 6

V/3-2

Tanjong Piai (21)

.

1˚

15'

(22)

.

(10)

.

. (2)

(31)

.

(9)

. 10'

Pu. Karimun Ketjil . (3)

>>>>>

5'

30'

IN THE SINGAPORE STRAIT (Chart 2 of 6) 3 1

V/3-3

35'

97138

103˚ 25'

15'

★

Pu. Sebarok

Pu. Semakau . (23) Pu. Pawai

★ (25)

. (8)

.

Pu. Senang

(xiii) .

Raffles ★

★

.(13)(iv)(ix) 1˚ . (v) 10' (35)

(24)

.

(7)

.

(12) (iii). (6)

DW

.

(vi)

>>>>>

. (34)

★ Helen Mars Reef

Takong Kl.★. (5) (ii)

. (vii)

.

Pemping Br. 5'

(33)

DW

.

(i) (4)

.

(viii)

Pu. Kepala Dyernih

(32)

.

40'

103˚ 45'

97139

35'

IN THE SINGAPORE STRAIT (Chart 3 of 6) 4 2

V/3-4

20'

Singapore

1˚ 15'

(27)

.

Pu. Bukom

.

(15)

St John I. Pu. Sebarok (26)

.

★ . (14) (x)

Pu. Pawai (25) .

Pu. Senang

.

(xi) . (xii)

>>>>>

. (36)

★

DW

(13) . (ix) (iv)

Pu. Anak Sambo

. (v)

DW

Raffles ★

10'

(xiii)

.

Pu. Sambo

★

(35) (24)

.

.

(12) . (iii) (6) DW

(vi) .

Pu. Belakang Padang Tg. Pinggir

.

(34)

Helen Mars Reef

★

(7)

★. (5) (ii)

103˚ 50'

55'

IN THE SINGAPORE STRAIT (Chart 4 of 6) 5 3

V/3-5

97140

5' 45'

20'

(29)

.

(28)

.

. (18) . (19)

Precautionary area 1˚

(16)

15'

.

(17)

.

.

(27)

.

. (15)

>>>>>

(38)

(37)

Pu. Nongsa Tg. Batubelah Tg. Sengkuang

10'

Pulau Batam

104˚

5'

97141

55'

IN THE SINGAPORE STRAIT (Chart 5 of 6) 6 4

V/3-6

Johor Tanjong Stapa ★ 20'

. (9)

. .

(29)

(1) (6)

.

Precautionary area

. (18) . (19)

. (10)

(see page V/4)

1˚

15'

. (38)

Tg. Batubelah

Pulau Batam 10'

15'

IN THE SINGAPORE STRAIT (Chart 6 of 6) 1 5

V/3-7

97142

104˚ 5'

AT HORSBURGH LIGHT AREA (Reference charts: Japanese 621, 1982 edition; 749, 1981 edition. Note: These charts are based on World Geodetic System 72 Datum.)

Description of the traffic separation scheme (a)

A separation (1) (2) (3)

zone is bounded by a line connecting the following geographical positions: 1817'.32 N, 104814'.90 E (4) 1824'.30 N, 104827'.15 E 1818'.00 N, 104819'.60 E (5) 1817'.80 N, 104819'.75 E 1824'.55 N, 104826'.95 E (6) 1817'.10 N, 104814'.90 E

(b)

A traffic lane for south-westbound traffic is established between the separation zone and a line connecting the following geographical positions: (7) 1825'.40 N, 104826'.22 E (9) 1818'.63 N, 104814'.90 E (8) 1819'.40 N, 104819'.40 E

(c)

A traffic lane for north-eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (10) 1815'.40 N, 104814'.90 E (12) 1823'.40 N, 104827'.85 E (11) 1816'.30 N, 104819'.75 E (7)

.

25'

(3) .

. (4)

Johor . (12)

Tg Datok

1˚

20'

★ Horsburgh Light

. (8) (9) . (2)

.

. (5)

. (1) .

(6)

Singapore Strait

. (11)

(10)

. 15'

Tg Sading

Pulau Bintan

Tg Tondang

10'

104˚ 20'

25'

97143

15'

30'

AT HORSBURGH LIGHT AREA

V/4

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)

A separation line connects the following geographical positions: (5) 22813'.25 N, 114817'.47 E (7) 22816'.33 N, (6) 22814'.12 N, 114816'.42 E (8) 22817'.05 N,

(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 straight lines 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 straight lines 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/5-1

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)

(Amended 1994)

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:

(Amended 1994)

V/5-2

F id

19 h J

(Chartlet overleaf)

1998 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/5-3 (13) (8) . (18) .

Clear Water Bay Peninsula

.

(17) .

HONG

17'

. (7) . (12)

16'

KONG

Insh

Tit Cham Chau

ISLAND

ore one fic z

traf

(Amended 1994)

Tung Lung Chau

22˚

15'

. (11) D’Aguilar Peninsula

(16)

.

(6) .

. (9)

(10)

14'

.

. (1) (4)

Inshore traffic zone

. (3) (5)

. (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

sh

or

e

In

sh

or

tra

ffic

e

tra

ffic

zo

ne

zo

ne 13´

(16) (20)

(12)

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´

f

09´

Shi ' R

i

(f

h) 1

IN THE EAST LAMMA CHANNEL

1998 S W i

08´

19 h J

07´

(Amended 1994)

V/5-4

F id

06´

97243

09´

(5)

Section VI AUSTRALASIA

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.

VI

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).)

Description of the traffic separation scheme (a)

A separation zone is bounded by a line connecting the following geographical positions: (1) 39811'.0 S, 146845'.0 E (3) 39815'.0 S, 146815'.0 E (2) 39815'.0 S, 146833'.0 E (4) 39812'.0 S, 146825'.0 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'.0 S, 146845'.0 E (7) 39810'.8 S, 146819'.2 E (6) 39809'.0 S, 146826'.0 E (8) 39810'.8 S, 146815'.0 E

(c)

A traffic lane for eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (9) 39819'.0 S, 146815'.0 E (10) 39819'.0 S, 146845'.0 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'.0 S, 146845'.0 E to position 39804'.1 S, 146828'.7 E (Cape Wellington) (South Head) (north-eastern limit) and a line drawn from position 39810'.8 S, 146815'.0 E to position 39804'.8 S, 146819'.2 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'

97145

10'

147˚

SOUTH OF WILSON PROMONTORY IN THE BASS STRAIT

(Amended December 1992)

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).)

Description of the traffic separation scheme (a)

A separation zone 1.5 miles wide is centred on the following geographical positions: (1) 38841'.5 S, 148820'.2 E (3) 38846'.3 S, 148809'.0 E (2) 38844'.5 S, 148814'.9 E

(b)

A traffic lane for westbound traffic is established between the separation zone and a line connecting the following geographical positions: (4) 38838'.5 S, 148817'.5 E (6) 38842'.8 S, 148807'.3 E (5) 38841'.0 S, 148813'.2 E

(c)

A traffic lane for eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (7) 38849'.8 S, 148810'.8 E (9) 38844'.6 S, 148823'.0 E (8) 38848'.0 S, 148816'.7 E

.

Area to be avoided

^

(9)

38˚

. (8) Tuna Snapper

Tuna ‘B’

. (1)

. (7)

Marlin

Barracouta ‘A’

Flounder ‘A’

Note: Description of the area to be avoided “In the Bass Strait” is given in part D of this publication Fortescue ‘A’

20'

Halibut ‘A’ Mackerel

Cobia

Bream

. (6)

. (5) Perch

. (2)

Kingfish ‘A’ West Kingfish (4)

(3)

Kingfish ‘B’ . (4)

.

.

. (1)

(5)

(6) .

. (3) .

40'

. (9)

(2)

. (8) (7) .

it

tra

S ass

B

39˚ 40'

148˚

IN THE BASS STRAIT

VI/2

20'

97146

20'

Section VII NORTH AMERICA, PACIFIC COAST

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.

VII

INDEX

Valdez

60˚

1

55˚

Queen Charlotte Islands

50˚

Vancouver Pacific Ocean

3 2

Seattle

45˚

40˚

4

San Francisco

INDEX: NORTH AMERICA, PACIFIC COAST 1: 2: 3: 4: 5: 6:

In Prince William Sound, Alaska In Puget Sound and its approaches In the Strait of Juan de Fuca and its approaches Off San Francisco In the Santa Barbara Channel In the approaches to Los Angeles – Long Beach (A continuation of the Santa Barbara Channel scheme)

35˚ 5 6

30˚

130˚

120˚

97147

140˚

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/1-1

(Amended 1996)

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) .

. (17) . (20) . (16) (13) (9) . (24) . (12) . .

. (34) 40'

(18) . (19) . (23) .

Pillar Pt .

.

. .

(15) (11) (10) (14)

20'

37˚

40'

97148

123˚

OFF SAN FRANCISCO

VII/1-2

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)

A separation (1) (2) (3)

zone is bounded 34820'.90 N, 34804'.00 N, 33844'.90 N,

by a line connecting the following geographical positions: 120830'.10 W (4) 33843'.20 N, 118836'.90 W 119815'.90 W (5) 34802'.20 N, 119817'.40 W 118835'.70 W (6) 34818'.90 N, 120830'.90 W

(b)

A traffic lane for north-westbound traffic is established between the separation zone and a line connecting the following geographical positions: (7) 34821'.80 N, 120829'.90 W (9) 33845'.80 N, 118835'.10 W (8) 34804'.80 N, 119815'.10 W

(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)

A separation zone is bounded by a line connecting the following geographical positions: (1) 34820'.90 N, 120830'.10 W (13) 34825'.70 N, 120851'.75 W (6) 34818'.90 N, 120830'.90 W (14) 34823'.75 N, 120852'.45 W

(b)

A traffic lane for westbound traffic is established between the separation zone and a line connecting the following geographical positions: (7) 34821'.80 N, 120829'.90 W (15) 34826'.60 N, 120851'.45 W

(c)

A traffic lane for eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (12) 34818'.00 N, 120831'.10 W (16) 34822'.80 N, 120852'.70 W

VII/2-1

Pt Arguello ★

(15) . (13) . (14) . (16) .

•

Pt Conception ★

30'

★ Santa Barbara

Government Pt

(7)

. . (1)

•

★ Santa Barbara Pt

SANTA

20'

. . (6)

BARBARA

(12)

Ventura •

CHANNEL

10'

Pt Hueneme ★ Port Hueneme (8)

★

..

Santa Monica

. (2)

Santa Cruz I.

San Miguel I.

Anacapa Island

Santa Rosa I.

. (5) (11)

•

★

Pt Dume ★

34˚ •

50'

.

. (9)

★

. (3) Pt Vicente . (4) (10) See “In the approaches to Los Angeles – Long Beach” scheme for continuation

40'

•

30'

★

Santa Barbara I.

•

Santa Catalina I. •

50'

•

40'

•

30'

•

20'

•

10'

•

120˚

•

50'

•

40'

•

30'

•

20'

IN THE SANTA BARBARA CHANNEL

•

10'

•

119˚

•

50'

•

40'

•

30'

97149

•

VII/2-2

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 ``In the approaches to Los Angeles ± Long Beach'' consists of two parts:

Part I

Western approach (a)

A separation (1) (2) (3)

zone is bounded by a line 33839'.7 N, 118817'.5 33838'.7 N, 118817'.5 33838'.7 N, 118827'.6

connecting the following geographical positions: W (4) 33843'.2 N, 118836'.9 W W (5) 33844'.9 N, 118835'.7 W W (6) 33839'.7 N, 118824'.9 W

(b)

A traffic lane for northbound coastwise traffic is established between the separation zone and a line connecting the following geographical positions: (7) 33840'.7 N, 118817'.5 W (9) 33845'.8 N, 118835'.1 W (8) 33840'.7 N, 118824'.6 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'.7 N, 118817'.5 W (12) 33842'.3 N, 118837'.5 W (11) 33837'.7 N, 118828'.0 W

Part II:

Southern approach (a)

A separation zone, two miles wide, is centred upon the following geographical positions: (13) 33837'.7 N, 118808'.9 W (14) 33819'.7 N, 118803'.4 W

(b)

A traffic lane for southbound traffic is established between the separation zone and a line connecting the following geographical positions: (15) 33837'.7 N, 118811'.3 W (16) 33819'.1 N, 118806'.3 W

(c)

A traffic lane for northbound traffic is established between the separation zone and a line connecting the following geographical positions: (17) 33837'.7 N, 118806'.5 W (18) 33820'.3 N, 118800'.5 W

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'.3 N, 118817'.6 W, with the following geographical positions: (10) 33837'.7 N, 118817'.5 W (19) 33843'.4 N, 118810'.8 W (17) 33837'.7 N, 118806'.5 W

VII/3-1

55'

50'

(9)

Long Beach .

(5) .

45'

Pt Vicente ★

(19)

.

San Pedro

(4) .

★

. (12)

(8)

Pt Fermin

.

. (6) .

(3)

. (7) Precautionary . (1) area . (2)

(15)

(13)

.

.

.

.

40'

. (17)

(10)

(11)

35'

Western approach

33˚ 30'

Southern approach

25'

Santa Catalina I. . .

.

(18)

20'

(14)

(16)

15'

30'

25'

20'

15'

10'

5'

97150

35'

118˚

IN THE APPROACHES TO LOS ANGELES ± LONG BEACH

VII/3-2

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'.5 N, 124858'.5 W (3) 48828'.9 N, 124854'.1 W (2) 48830'.2 N, 124854'.0 W (4) 48828'.8 N, 124858'.6 W (b) A traffic lane for westbound traffic is established between the separation zone and a line connecting the following geographical positions: (5) 48831'.9 N, 124853'.3 W (6) 48832'.4 N, 124857'.8 W (c)

A traffic lane for eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (7) 48827'.3 N, 124858'.3 W (8) 48827'.5 N, 124853'.8 W

South-western approach (a) (b)

(c)

A separation zone is bounded by a line connecting the following geographical positions: (9) 48823'.2 N, 124855'.5 W (11) 48823'.7 N, 124850'.1 W (10) 48825'.0 N, 124852'.0 W (12) 48821'.4 N, 124852'.9 W A traffic lane for north-eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (13) 48820'.6 N, 124851'.0 W (14) 48823'.2 N, 124848'.8 W A traffic lane for south-westbound traffic is established between the separation zone and a line connecting the following geographical positions: (15) 48826'.1 N, 124853'.0 W (16) 48824'.4 N, 124856'.7 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 to the point of origin at (5)

(5) (17) (18) (19) (14)

48831'.9 48830'.7 48827'.1 48827'.1 48823'.2

N, N, N, N, N,

(20) 48829'.2 N,

124853'.3 124843'.5 124843'.8 124845'.4 124848'.8

W W W W W

124843'.6 W

Part II:

In the Strait of Juan de Fuca there are three traffic separation schemes and a precautionary area: Western lanes (a) A separation (21) (22) (23)

zone is bounded by a line 48828'.8 N, 124843'.6 48813'.4 N, 123856'.9 48813'.4 N, 123831'.7

connecting the following geographical positions: W (24) 48814'.7 N, 123831'.8 W W (25) 48817'.8 N, 124800'.6 W W (26) 48829'.6 N, 124843'.6 W

(b)

A traffic lane for north-westbound traffic is established between the separation zone and a line connecting the following geographical positions: (27) 48815'.6 N, 123831'.0 W (17) 48830'.7 N, 124843'.5 W (28) 48818'.8 N, 124800'.2 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'.1 N, 124843'.8 W (30) 48812'.4 N, 123857'.2 W (29) 48827'.1 N, 124841'.8 W (31) 48812'.4 N, 123830'.2 W

VII/4-1

Southern lanes (a)

A separation zone is bounded by a line connecting the following geographical positions: (32) 48810'.4 N, 123826'.5 W (34) 48812'.5 N, 123827'.3 W (33) 48812'.3 N, 123827'.9 W (35) 48810'.6 N, 123825'.8 W

(b)

A traffic lane for northbound traffic is established between the separation zone and a line connecting the following geographical positions: (36) 48810'.9 N, 123825'.0 W (37) 48813'.6 N, 123826'.1 W

(c)

A traffic lane for southbound traffic is established between the separation zone and a line connecting the following geographical positions: (31) 48812'.4 N, 123830'.2 W (38) 48810'.1 N, 123827'.3 W

Northern lanes (a)

A separation zone is bounded by a line connecting the following geographical positions: (39) 48820'.7 N, 123825'.1 W (41) 48815'.8 N, 123827'.1 W (40) 48816'.2 N, 123828'.5 W (42) 48820'.5 N, 123824'.4 W

(b)

A traffic lane for southbound traffic is established between the separation zone and a line connecting the following geographical positions: (43) 48820'.9 N, 123826'.1 W (27) 48815'.6 N, 123831'.0 W

(c)

A traffic lane for northbound traffic is established between the separation zone and a line connecting the following geographical positions: (37) 48813'.6 N, 123826'.1 W (44) 48820'.2 N, 123823'.4 W

Precautionary area A precautionary area of radius two miles is centred upon geographical position: (45) 48814'.2 N, 123828'.9 W

(Chartlet overleaf)

VII/4-2

VII/4-3 Bonilla Point

(6)

.

.

(17)

(1)

.

.

. (2)

.

(7)

. (21) . (20) (19) .

. (15) . (10)

.

.

(9)

. (12) . (13)

.

Stra it of

.

(18) (29)

(11)

.

30'

(26) .

!

. (3) . (8)

. (4)

(16)

Vancouver Island

(5)

.

(14)

Jua nd eF uca

Victoria

Tatoosh Island

★

Cape Flattery

(39) (43) . . . (42) .

.

(44)

(28)

48˚ 20'

. (25)

(27)

. . (40) . (41) (24) . (45) . ! . (37) (23) . (34) . (33). .

. (22) .

(31)

(30)

. (36) . . (35) (38) . (32)

Washington

10'

Port Angeles 40'

20'

124˚

IN THE STRAIT OF JUAN DE FUCA AND ITS APPROACHES

40'

20'

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 ``In 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: In Rosario Strait (a)

A separation (1) (2) (3)

zone is bounded 48847'.10 N, 48846'.50 N, 48845'.97 N,

by a line connecting the following geographical positions: 122851'.37 W (4) 48845'.72 N, 122848'.27 W 122849'.98 W (5) 48846'.27 N, 122850'.08 W 122848'.12 W (6) 48846'.90 N, 122851'.40 W

(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)

A separation zone is bounded by a line connecting the following geographical positions: (13) 48844'.27 N, 122845'.53 W (15) 48841'.60 N, 122843'.82 W (14) 48841'.72 N, 122843'.50 W (16) 48844'.17 N, 122845'.87 W

(f)

A traffic lane for northbound traffic is established between the separation zone and a line connecting the following geographical positions: (17) 48844'.62 N, 122844'.96 W (18) 48841'.80 N, 122842'.70 W

(g)

A traffic lane for southbound traffic is established between the separation zone and a line connecting the following geographical positions: (19) 48844'.08 N, 122846'.65 W (20) 48841'.25 N, 122844'.37 W

(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.

W W W W

_____ * The traffic separation scheme ``In Puget Sound and its approaches'' was implemented at 0000 UTC on 10 June 1993.

(Adopted December 1992)

VII/5-1

Part II:

In the 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)

A separation (29) (30) (31)

zone is bounded 48825'.37 N, 48824'.13 N, 48820'.32 N,

by a line connecting the following geographical positions: 122846'.35 W (32) 48820'.53 N, 122857'.22 W 122847'.97 W (33) 48824'.32 N, 122848'.22 W 122857'.02 W (34) 48825'.53 N, 122846'.63 W

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 (38) 48819'.20 N, 123800'.35 W (36) 48816'.57 N, 123806'.58 W (37) 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)

A separation (53) (54) (55)

zone is bounded 48825'.43 N, 48822'.88 N, 48820'.93 N,

by a line connecting the following geographical positions: 123803'.88 W (56) 48820'.82 N, 122859'.62 W 123800'.82 W (57) 48822'.72 N, 123801'.12 W 122859'.30 W (58) 48825'.32 N, 123804'.30 W

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/5-2

(Adopted December 1992)

North/South approach (between precautionary areas ``RB'' and ``SA'') (i)

A separation zone is bounded by a line connecting the following geographical (73) 48825'.25 N, 122844'.60 W (76) 48813'.38 N, (74) 48824'.15 N, 122844'.08 W (77) 48824'.17 N, (75) 48813'.33 N, 122848'.78 W (78) 48825'.18 N,

positions: 122849'.15 W 122844'.48 W 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 (88) 48812'.48 N, 123806'.58 W (86) 48811'.73 N, 122852'.70 W (87) 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:

In Puget Sound The traffic separation scheme ``In Puget Sound'' consists of a series of traffic lanes with separation zones connecting with precautionary areas. (a)

A separation zone is bounded by a line connecting the following geographical (94) 48811'.08 N, 122846'.88 W (97) 48802'.43 N, (95) 48806'.85 N, 122839'.52 W (98) 48806'.72 N, (96) 48802'.48 N, 122838'.17 W (99) 48810'.82 N,

positions: 122838'.52 W 122839'.83 W 122846'.98 W

connecting with precautionary area ``SC'', the waters contained within a circle of radius 0.62 mile 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 mile centred at geographical position 47855'.40 N, 122829'.55 W, (106) 47854'.85 N, 122829'.18 W (108) 47846'.47 N, 122826'.62 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 mile 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 mile 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

(Adopted December 1992)

VII/5-3

connecting with precautionary area ``T'', the waters contained within a circle of radius 0.62 mile 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 mile centred at geographical position 47819'.48 N, 122827'.38 W. (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

VII/5-4

(Adopted December 1992)

. (7) 50'

48'

. (12) (1)

.

(11)

Patos Island

.

. (8)

(6) .

(2)

.

(9)

.

.

(Adopted December 1992)

(5)

. Sucia Island

46'

. (3)

(4)

. (10)

★

48˚

Precautionary area CA

Matia Island .

45'

. (17)

(16) . (13)

.

44'

(19)

Lummi Island

Orcas Island . . . (14)

(20) .

42'

(18)

(15)

Precautionary area C

★ 123˚

55'

50'

45'

VII/5-5

IN PUGET SOUND AND ITS APPROACHES: ROSARIO STRAIT ± NORTH

40'

. . . (14) (18)

(20) .

(15)

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

. (23)

★ . (44) (34) . (79) . (39) . (82) (78) . (73) . . (29) see (45) .

25'

Part II (33)

.

50'

122˚ 45'

40'

IN PUGET SOUND AND ITS APPROACHES: ROSARIO STRAIT ± SOUTH

VII/5-6

(Adopted December 1992)

97153

55'

Lopez Island

Vancouver Island

(44) .

(39) (78) . (79) (34) . . (82) .. . . (29) (73) (45) . (74) . . . . . (80) (33) . (83) (30) . (77) (40)

. (63) (58) (53) .. (68) .

Victoria

(54) . (64) (69)

Fidalgo Island

Precautionary ★ area RB

25'

.. . (57)

(55) (65) (56) . . . .(46) . (32) (70) . . (31) . (41) ★ (47) . (66) . Precautionary (38) .

(Adopted December 1992)

Strait of Juan de Fuca

.

.

(37) . . . (59) (43) (71)(62)

20'

area RA

(50) (48) . (36) .. (35)

.

Whidbey Island

(42)

48˚ 15'

(90) (88) (87) (92)

(76) . . (75) (60) (67) . . (84) . . (81) . (72) . (61) (89) . . (86) . (126) ★ . (85) (94) . . (99) . (93)

. . . . . (49) (91)

Port Angeles precautionary area

(51) .

(138) .

10'

Precautionary area SA

(52) .

25'

Port Townsend

Protection Island 20'

15'

10'

5'

123˚

55'

see Part III 50'

VII/5-7

IN PUGET SOUND AND ITS APPROACHES: APPROACHES TO PUGET SOUND

45'

40'

97154

Port Angeles

Puget Sound

see Part II

Precautionary area SA

★

. (126) Whidbey Island

(94) . (99) . (138) . (139)

Pu

.

Port Townsend

10'

ge

tS

ou

nd

. (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'

IN PUGET SOUND AND ITS APPROACHES: PUGET SOUND ± NORTH

VII/5-8

(Adopted December 1992)

20'

97155

50'

(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)

..

★

20'

(121)

.

(137)

Tacoma 35'

30'

122˚ 25'

20'

15'

97156

40'

IN PUGET SOUND AND ITS APPROACHES: PUGET SOUND ± SOUTH

(Adopted December 1992)

VII/5-9

IN PRINCE WILLIAM SOUND, ALASKA (Reference chart: United States 16700, 1992 edition. Note: This chart is based on North American 1983 Geodetic Datum.)

Description of the traffic separation scheme (a)

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

zone is bounded 60858'.68 N, 60849'.75 N, 60834'.67 N, 60817'.03 N,

by a line connecting the following geographical positions: 146847'.95 W (5) 60816'.28 N, 146846'.58 W 147802'.22 W (6) 60834'.85 N, 147803'.35 W 147805'.38 W (7) 60849'.35 N, 147800'.25 W 146849'.42 W (8) 60858'.40 N, 146847'.15 W

(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

_____ * The traffic separation scheme ``In Prince William Sound, Alaska'' was implemented at 0000 UTC on 10 June 1993.

VII/6-1

(Adopted December 1992)

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'

20'

10'

97157

20'

IN PRINCE WILLIAM SOUND, ALASKA

(Adopted December 1992)

VII/6-2

Section VIII SOUTH AMERICA, PACIFIC COAST

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.

VIII

10˚

0˚

10˚

INDEX

6 7

20˚

1

30˚

2 3

4 5

40˚

INDEX: SOUTH AMERICA, PACIFIC COAST 1: 2: 3: 4: 5: 6: 7: 8:

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 Arica In the approaches to Iquique In the approaches to Punta Arenas

50˚

8

60˚

50˚

40˚

97158

70˚

IN THE APPROACHES TO ANTOFAGASTA (Reference chart: Chilean Hydrographic Office 212, 1982 edition. Note: This chart is based on Provisional South American 1956 Datum.)

Description of the traffic separation scheme (a)

A separation zone, one mile wide, is centred upon the following geographical positions: (1) 23838'.53 S, 70825'.52 W (2) 23838'.53 S, 70829'.60 W

(b)

A traffic lane for westbound traffic is established between the separation zone and a line connecting the following geographical positions: (3) 23837'.03 S, 70825'.52 W (4) 23836'.03 S, 70829'.60 W

(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, 70825'.52 W (6) 23841'.03 S, 70829'.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/1

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.)

Description of the traffic separation scheme (a)

A separation zone, half a mile wide, is centred upon the following geographical positions: (1) 32844'.43 S, 71832'.00 W (2) 32844'.43 S, 71836'.43 W

(b)

A traffic lane for westbound traffic is established between the separation zone and a line connecting the following geographical positions: (3) 32843'.43 S, 71832'.00 W (4) 32842'.93 S, 71836'.43 W

(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, 71832'.00 W (6) 32845'.93 S, 71836'.43 W

Farallones de Quintero 42'

(4) .

43'

. (3) 44'

(2) .

. (1) 32˚

★

45'

. (5) (6) .

Penla. Los Molles

★

46'

47'

Quintero

35'

34'

33'

32'

31'

71˚ 30'

IN THE APPROACHES TO QUINTERO BAY

VIII/2

29'

97160

48' 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.)

Description of the traffic separation scheme (a)

A separation zone, half a mile wide, is centred upon the following geographical positions: (1) 32857'.62 S, 71837'.27 W (2) 33800'.53 S, 71836'.52 W

(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, 71838'.70 W (4) 33800'.70 S, 71837'.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, 71835'.82 W (6) 33800'.35 S, 71835'.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/3

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.)

Description of the traffic separation scheme (a)

A separation zone, a quarter of a mile wide, is centred upon the following geographical positions: (1) 36833'.85 S, 73801'.95 W (3) 36838'.27 S, 73801'.55 W (2) 36835'.87 S, 73801'.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/4

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.)

Description of the traffic separation scheme (a)

A separation zone is bounded by a line connecting the following geographical positions: (1) 36840'.78 S, 73813'.44 W (3) 36843'.68 S, 73810'.02 W (2) 36843'.78 S, 73810'.14 W (4) 36840'.47 S, 73812'.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, 73814'.73 W (6) 36844'.05 S, 73810'.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, 73811'.86 W (8) 36843'.40 S, 73809'.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'

97163

15'

7'

IN THE APPROACHES TO SAN VICENTE BAY

VIII/5

IN THE APPROACHES TO ARICA (Reference chart: Chilean Hydrographic Office 101, 1989 edition. Note: This chart is based on South American 1969 Datum.)

Description of the traffic separation scheme (a)

A separation zone, half a mile wide, is centred upon the following geographical positions: (1) 18827'.74 S, 70821'.07 W (2) 18827'.74 S, 70825'.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, 70821'.07 W (4) 18825'.49 S, 70825'.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, 70821'.07 W (6) 18829'.99 S, 70825'.49 W

23'

24'

Rio

a

Llut

25'

(4)

.

26'

. (3)

(2) .

27'

. (1) 18˚ 28'

. (5) Arica 29'

30'

. (6)

24'

23'

22'

21'

70˚ 20'

IN THE APPROACHES TO ARICA

VIII/6

19'

18'

97164

25'

IN THE APPROACHES TO IQUIQUE (Reference chart: Chilean Hydrographic Office 104, 1988 edition. Note: This chart is based on South American 1969 Datum.)

Description of the traffic separation scheme (a)

A separation zone, 0.4 miles wide, is centred upon the following geographical positions: (1) 20811'.47 S, 70810'.08 W (2) 20811'.47 S, 70812'.08 W

(b)

A traffic lane for westbound traffic is established between the separation zone and a line connecting the following geographical positions: (3) 20810'.92 S, 70810'.08 W (4) 20810'.27 S, 70812'.08 W

(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, 70810'.08 W (6) 20812'.67 S, 70812'.08 W

(4) .

. (3) 11'

(2) .

. (1)

Bahia de Iquique

20˚ 12'

. (5)

Iquique (6) .

13'

14'

11'

70˚ 10'

9'

97165

12'

8'

IN THE APPROACHES TO IQUIQUE

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.)

Description of the traffic separation scheme (a)

A separation zone, half a mile wide, is centred upon the following geographical positions: (1) 53812'.03 S, 70852'.30 W (2) 53813'.47 S, 70849'.97 W

(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, 70853'.20 W (4) 53814'.35 S, 70851'.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, 70851'.40 W (6) 53812'.60 S, 70848'.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

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.

IX

55˚ INDEX: WESTERN NORTH ATLANTIC, GULF OF MEXICO AND CARIBBEAN SEA 1: In the approaches to Chedabucto Bay 2: In the approaches to Portland, Maine 3: In the approach to Boston, Massachusetts 4: In the approaches to Narragansett Bay, Rhode Island and Buzzards Bay, Massachusetts 5: Off New York 6: Off Delaware Bay 7: In the approaches to Chesapeake Bay 8: In the Bay of Fundy and approaches 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 Salina Cruz Boston 18: In the approaches to the port of Veracruz

New York

50˚

Newfoundland 45˚

1 8

Nova Scotia

2 3 4

5

5

40˚

Washington 6 7

35˚

Charleston New Orleans 30˚

Galveston

Flo

9

r ida

Bahama Is. 25˚ 11

12 13 14

10

15

Cuba

16

20˚

18

Mexico

17

15˚

10˚ 90˚

85˚

80˚

75˚

(Amended 1996)

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 ``In the approaches to Chedabucto Bay'' consists of three parts:

Part I: (a)

A separation zone is bounded by a line connecting the following geographical positions: (1) 45824'.00 N, 60836'.70 W (3) 45823'.70 N, 60828'.20 W (2) 45824'.20 N, 60827'.17 W (4) 45823'.82 N, 60836'.48 W

(b)

A traffic lane for westbound traffic is established between the separation zone and a line connecting the following geographical positions: (5) 45826'.00 N, 60823'.20 W (6) 45825'.43 N, 60841'.70 W

(c)

A traffic lane for eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (7) 45822'.30 N, 60834'.50 W (8) 45822'.15 N, 60831'.60 W

Part II: (a)

A separation zone is bounded by a line connecting the following geographical positions: (9) 45822'.57 N, 60840'.00 W (11) 45819'.30 N, 60837'.80 W (10) 45819'.88 N, 60836'.50 W (12) 45822'.68 N, 60842'.17 W

(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, 60833'.30 W (14) 45822'.30 N, 60834'.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, 60846'.50 W (17) 45814'.47 N, 60848'.38 W (16) 45821'.28 N, 60844'.40 W

IX/1-1

Part III: (a)

A separation line connects the following geographical positions: (18) 45823'.90 N, 60841'.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, 60841'.70 W (21) 45824'.90 N, 60858'.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, 60846'.50 W (23) 45822'.90 N, 60858'.80 W

Isle Madame

60858'.80 W

Michaud Pt.

30'

. (5)

(6) (20)

.

(21) .

25'

. (18)

(19) .

.

(23) .

(12) .

(15) (22)

(1) .

.

.

(4)

. (9)

(7) (14) .

. (2) (3)

. (8) .

. (16)

(13)

★

.

20'

. (10)

(11)

15'

(17) .

45˚

10' 55'

50'

45'

40'

35'

30'

25'

97167

61˚

IN THE APPROACHES TO CHEDABUCTO BAY

IX/1-2

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 ``In 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, 70805'.53 W, the areas within separation zones and traffic lanes excluded.

Part II:

Eastern approach (a)

A separation zone, one mile wide, is centred upon the following geographical positions: (1) 43830'.18 N, 69859'.17 W (2) 43824'.28 N, 69832'.70 W

(b)

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

Part III:

Southern approach (a)

A separation zone, one mile wide, is centred upon the following geographical positions: (3) 43827'.00 N, 70803'.48 W (4) 43807'.82 N, 69854'.95 W

(b)

A traffic lane, one and a half miles wide, is established on each side of the separation zone. Portland Cape Elizabeth

^ Precautionary area (1) . .

30'

(3)

. (2)

43˚

20'

10'

. (4)

10'

70˚

50'

40'

IN THE APPROACHES TO PORTLAND, MAINE

IX/2

30'

97168

20'

IN THE APPROACH TO BOSTON, MASSACHUSETTS (Reference chart: United States 13009, 1985 edition. Note: This chart is based on North American 1927 Geodetic Datum.)

Description of the traffic separation scheme (a)

A separation zone, one mile wide, is centred upon the following geographical positions: (1) 42821'.00 N, 70840'.70 W (3) 40849'.50 N, 69800'.00 W (2) 42808'.50 N, 69853'.60 W

(b)

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

Precautionary areas (a)

A precautionary area of radius five miles is centred upon geographical position 42822'.70 N, 70848'.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, 69800'.00 W, intersected by the traffic separation schemes ``In the approach to Boston, Massachusetts'' and ``Eastern approach, off Nantucket'' (Part II of the traffic separation scheme ``Off New York'') at the following geographical positions: (i) 40850'.33 N, 68857'.00 W (ii) 40823'.75 N, 69814'.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, 69815'.16 W (iv) 40848'.00 N, 69803'.33 W

Precautionary area

^

Boston

(1) .

20'

(2)

.

42˚

Cape Cod

40'

Martha’s Vineyard 20'

Nantucket Island

41˚

(iv) .

(i) . . (3) 40'

. (iii)

. . .

See part II of description of the traffic separation scheme “Off New York”

. .

Precautionary area

. (ii)

.

20'

20'

70˚

40'

20'

69˚

40'

97169

40'

IN THE APPROACH TO BOSTON, MASSACHUSETTS

IX/3

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 ``In the approaches to Narragansett Bay, Rhode Island, and Buzzards Bay, Massachusetts'' consists of two parts:

Part I:

Narragansett Bay approach (a)

A separation zone, two miles wide, is centred upon the following geographical positions: (1) 41822'.7 N, 71823'.3 W (2) 41811'.1 N, 71823'.3 W

(b)

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

Part II:

Buzzards Bay approach (a)

A separation zone, one mile wide, is centred upon the following geographical positions: (3) 41810'.2 N, 71819'.1 W (4) 41821'.8 N, 71807'.1 W

(b)

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

Precautionary areas

A precautionary area of radius 5.4 miles is centred upon geographical position 41806'.0 N, 71823'.3 W. A precautionary area of radius 3.55 miles is centred upon geographical position 41825'.6 N, 71823'.3 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'.7 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.

IX/4-1

Newport

30'

Buzzards Bay Precautionary area

★ Brenton Reef

25'

Restricted area

. (1)

.

(4)

Martha’s Vineyard

Rhode Island Sound Block Island

20'

15'

No Man’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/4-2

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 ``Off New York'' consists of five parts:

Part I:

Precautionary areas (a)

A precautionary area of radius seven miles is centred upon Ambrose Light in geographical position 40827'.50 N, 73849'.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 ``In the approach to Boston, Massachusetts''. Details of the precautionary area are contained in paragraph (b) of the precautionary areas in the amended traffic separation scheme ``In the approach to Boston, Massachusetts''.

Part II:

Eastern approach, off Nantucket (a)

A separation zone is bounded by a line connecting the following geographical positions: (1) 40828'.75 N, 69814'.83 W (3) 40830'.62 N, 70814'.00 W (2) 40827'.62 N, 70813'.77 W (4) 40831'.75 N, 69814'.97 W

(b)

A traffic lane for westbound traffic is established between the separation zone and a line connecting the following geographical positions: (5) 40836'.75 N, 69815'.17 W (6) 40835'.62 N, 70814'.15 W

(c)

A traffic lane for eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (7) 40822'.62 N, 70813'.60 W (8) 40823'.75 N, 69814'.63 W

Part III:

Eastern approach, off Ambrose Light (a)

A separation (9) (10) (11)

zone is bounded 40824'.33 N, 40824'.20 N, 40826'.00 N,

by a line connecting the following geographical positions: 73804'.97 W (12) 40827'.00 N, 73840'.75 W 73811'.50 W (13) 40827'.20 N, 73811'.50 W 73840'.93 W (14) 40827'.33 N, 73804'.95 W

(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, 73804'.95 W (17) 40828'.00 N, 73840'.73 W (16) 40832'.20 N, 73811'.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, 73841'.32 W (20) 40819'.33 N, 73804'.97 W (19) 40819'.20 N, 73811'.50 W

Part IV:

South-eastern approach (a)

A separation (21) (22) (23)

(b)

A traffic lane for north-westbound traffic is established between the separation zone and a line connecting the following geographical positions: (27) 40808'.98 N, 73810'.87 W (29) 40824'.02 N, 73841'.97 W (28) 40812'.42 N, 73815'.67 W

(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, 73844'.55 W (32) 39859'.43 N, 73822'.35 W (31) 40802'.80 N, 73827'.15 W

IX/5-1

zone is bounded 40803'.10 N, 40806'.50 N, 40822'.45 N,

by a line connecting the following geographical positions: 73817'.93 W (24) 40823'.20 N, 73842'.70 W 73822'.73 W (25) 40808'.72 N, 73820'.10 W 73843'.55 W (26) 40805'.32 N, 73815'.28 W

Part V:

Southern approach (a)

A separation zone is bounded by a line connecting the following geographical positions: (33) 39845'.70 N, 73848'.00 W (35) 40820'.87 N, 73847'.07 W (34) 40820'.63 N, 73848'.33 W (36) 39845'.70 N, 73844'.00 W

(b)

A traffic lane for northbound traffic is established between the separation zone and a line connecting the following geographical positions: (37) 39845'.70 N, 73837'.70 W (38) 40821'.25 N, 73845'.85 W

(c)

A traffic lane for southbound traffic is established between the separation zone and a line connecting the following geographical positions: (39) 40820'.53 N, 73849'.65 W (40) 39845'.70 N, 73854'.40 W

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.

IX/5-2

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/5-3

74˚

30'

73˚

30'

72˚

97171

30'

Monomoy Pt Martha’s Vineyard Pt Judith Nantucket Island

No Man’s Land

!

See description of traffic separation scheme ‘‘In the approaches to Narragansett Bay, Rhode Island, and Buzzards Bay, Massachusetts’’

See description of area to be avoided ‘‘In the region of Nantucket Shoals’’ in part D

. (5)

(6) . (3) . (2)

41˚

Nantucket LV

.

★

. (4) . (1) . (8)

(7) .

Precautionary area

Block Island

30'

40˚

30'

71˚

30'

70˚

30'

OFF NEW YORK 2

IX/5-4

97172

39˚ 30'

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:

Eastern approach (a)

A separation zone is bounded by a line connecting the following geographical positions: (1) 38846'.30 N, 74834'.45 W (3) 38847'.45 N, 74855'.40 W (2) 38846'.33 N, 74855'.75 W (4) 38847'.35 N, 74834'.50 W

(b)

A traffic lane for westbound traffic is established between the separation zone and a line connecting the following geographical positions: (5) 38848'.32 N, 74855'.30 W (6) 38849'.80 N, 74834'.60 W

(c)

A traffic lane for eastbound traffic is established between the separation zone and a line connecting the following geographical positions: (7) 38845'.45 N, 74856'.20 W (8) 38844'.45 N, 74834'.35 W

Part II:

South-eastern approach (a)

A separation zone is bounded by a line connecting the following geographical positions: (9) 38827'.00 N, 74842'.30 W (11) 38844'.20 N, 74857'.20 W (10) 38843'.40 N, 74858'.00 W (12) 38827'.60 N, 74841'.30 W

(b)

A traffic lane for north-westbound traffic is established between the separation zone and a line connecting the following geographical positions: (13) 38828'.80 N, 74839'.30 W (14) 38845'.10 N, 74856'.60 W

(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, 74858'.90 W (16) 38827'.00 N, 74845'.40 W

Precautionary area

A precautionary area is established as follows: from 38842'.80 N, 74858'.90 W; thence northerly by an arc of 8 nautical miles centred at 38848'.90 N, 75805'.60 W to 38848'.32 N, 74855'.30 W; thence westerly to 38847'.50 N, 75801'.80 W; thence northerly to 38850'.75 N, 75803'.40 W; thence north-easterly to 38851'.27 N, 75802'.83 W; thence northerly to 38854'.80 N, 75801'.60 W; thence westerly by an arc of 6.7 nautical miles centred at 38848'.90 N, 75805'.60 W to 38855'.53 N, 75805'.87 W; thence south-westerly to 38854'.00 N, 75808'.00 W; thence southerly to 38846'.60 N, 75803'.55 W; thence south-easterly to 38842'.80 N, 74858'.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, 75803'.40 W (4) 38850'.20 N, 74849'.73 W (2) 38847'.50 N, 75801'.80 W (5) 39800'.00 N, 74840'.23 W (3) 38848'.32 N, 74855'.30 W and is bounded on the east and north by a line connecting (6) 39800'.00 N, 74841'.00 W (7) 38850'.48 N, 74850'.30 W (8) 38848'.80 N, 74855'.25 W

the following geographical positions: (9) 38848'.33 N, 74859'.30 W (10) 38849'.10 N, 75801'.65 W (11) 38851'.27 N, 75802'.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/6-1

(Amended 1996)

(6) .

39˚

. (5)

Cape May

55'

! Delaware Bay

. (11)

Five Fathom Bank (7) .

(1) .

Harbour of Refuge

.

★

(10)

.

(4)

(6)

.

(8) . (3). (5) (3) .

(9)

.

(2)

.

Precautionary area

(4)

.

.

(2)

. (1)

. (14) . (7)

.

(11) .

45'

(8)

(10) . (15) .

Rehoboth Bay

Indian River Bay

50'

40'

Indian River Inlet 35'

38˚ 30'

. (13)

.

(16) .

.

(12)

(9) 25' 5'

75˚

55'

50'

45'

40'

97173

10'

35'

OFF DELAWARE BAY

(Amended 1996)

IX/6-2

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 ``In 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, 75857'45 W.

Part II:

Eastern approach (a)

A separation line connects the following geographical positions: (1) 36858'.67 N, 75848'.65 W (2) 36856'.80 N,

(b)

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

75855'.10 W

Part III:

Southern approach (a)

A separation line connects the following geographical positions: (3) 36850'.33 N, 75846'.29 W (5) 36855'.96 N, (4) 36852'.90 N, 75851'.52 W

75854'.97 W

(b)

A separation line connects the following geographical positions: (6) 36855'.11 N, 75855'.23 W (8) 36849'.70 N, (7) 36852'.35 N, 75852'.12 W

75846'.80 W

(c)

A separation line connects the following geographical positions: (9) 36849'.52 N, 75846'.94 W (11) 36854'.97 N, (10) 36852'.18 N, 75852'.29 W

75855'.43 W

(d)

A separation line connects the following geographical positions: (12) 36854'.44 N, 75856'.09 W (14) 36848'.87 N, (13) 36851'.59 N, 75852'.92 W

75847'.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). All other ships using the southern approach traffic separation scheme should use the appropriate inbound or outbound traffic lane.

IX/7-1

. (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/7-2

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.)

Description of the traffic separation scheme (a)

A separation (1) (2) (3)

zone is bounded 45802'.95 N, 44827'.92 N, 44814'.95 N,

by a line connecting the following geographical positions: 66809'.95 W (4) 44811'.83 N, 66849'.55 W 66827'.40 W (5) 44826'.33 N, 66823'.90 W 66852'.70 W (6) 45802'.17 N, 66806'.83 W

(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, 66804'.33 W (7) 44809'.50 N, 66847'.05 W (8) 44825'.10 N, 66821'.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, 66812'.40 W (12) 44817'.35 N, 66855'.17 W (11) 44829'.20 N, 66830'.25 W St. John

New Brunswick

10'

(10)

. (1) . (6) . . (9) 45˚

Bay of Fundy

50'

Grand Manan I.

40'

(11) .

30'

(2)

.

(8)

St .M ar y’s Ba y

. (5) .

(12)

.

(3) .

20'

. (4)

Nova Scotia

.

10'

(7)

44˚ 40'

30'

20'

10'

66˚

50'

IN THE BAY OF FUNDY AND APPROACHES

IX/8

40'

30'

97175

50'

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.)

Description of the traffic separation scheme (a)

A traffic separation zone is bounded by a line connecting the following geographical positions: (1) 29817'.15 N, 94835'.80 W (3) 29809'.05 N, 94826'.36 W (2) 29809'.20 N, 94826'.23 W (4) 29817'.04 N, 94835'.93 W

(b)

A traffic lane for north-westbound traffic is established between the separation zone and a line connecting the following geographical positions: (5) 29818'.00 N, 94834'.90 W (6) 29811'.20 N, 94824'.00 W

(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, 94837'.00 W (8) 29807'.70 N, 94827'.80 W

Precautionary areas (a)

(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 94837'.00 W 94834'.90 W 94837'.10 W

(10) 29819'.80 N, (11) 29818'.10 N,

94838'.10 W 94839'.20 W

An offshore precautionary area is established, bounded by a line connecting the following geographical positions: (6) 29811'.20 N, 94824'.00 W (13) 29806'.40 N, 94823'.90 W (8) 29807'.70 N, 94827'.80 W (14) 29809'.10 N, 94820'.60 W (12) 29806'.40 N, 94826'.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) Precautionary area . (5) (4) . . (1) . (7)

. (6) 10'

(3) . . (2) (8)

. (14)

. . (12)

.

Precautionary area

(13)

29˚

94˚ 30'

20'

10'

97176

40'

IN THE APPROACHES TO GALVESTON BAY

(Correction)

IX/9

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.)

Description of the traffic separation scheme (a)

A separation zone, two miles wide, is centred upon the following geographical positions: (1) 21843'.90 N, 85807'.20 W (2) 22801'.00 N, 85807'.20 W

(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, 85811'.50 W (4) 22801'.00 N, 85811'.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, 85803'.00 W (6) 22801'.00 N, 85803'.00 W

Inshore traffic zone The area within the lines bounded by the following geographical positions: Punta del Holandes 21848'.60 N, 84848'.20 W, (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, 84834'.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.)

Description of the traffic separation scheme (a)

A separation zone, one mile wide, is centred upon the following geographical positions: (1) 22827'.90 N, 84842'.10 W (2) 22819'.70 N, 84849'.90 W

(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, 84851'.90 W (4) 22829'.80 N, 84844'.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, 84847'.80 W (6) 22826'.40 N, 84840'.20 W

Inshore traffic zone The area within the lines bounded by the following geographical positions: Punta Plumaies 22802'.80 N, 84829'.30 W, (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, 84825'.00 W is designated as an inshore traffic zone.

IX/10-1/11-1

(Amended 1994)

30´

(4) (1) (6)

(3) (2)

La Tabla (5)

15´

Inshore traffic zone

(2)

(6)

Pt

(4)

m lu

a. P

22˚

ai

Inshore traffic zone

es

Cabo San Antonio

Punta del Holandes 45´ (5) (1)

85˚

45´

97244

(3)

30´

OFF CABO SAN ANTONIO ± OFF LA TABLA

(Amended 1994)

IX/10-2/11-2

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.)

Description of the traffic separation scheme (a)

A separation zone, one mile wide, is centred upon the following geographical positions: (1) 23823'.50 N, 81808'.00 W (3) 23823'.00 N, 80828'.00 W (2) 23825'.00 N, 80853'.80 W

(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, 81808'.30 W (6) 23825'.50 N, 80827'.60 W (5) 23827'.50 N, 80854'.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, 81807'.80 W (9) 23820'.50 N, 80828'.00 W (8) 23822'.50 N, 80854'.00 W

Inshore traffic zone The area within the lines bounded by the following geographical positions: Punta de Molas 23811'.50 N, 81807'.15 W, (7), (8) and (9) of the traffic separation scheme Off Costa de Matanzas, and Faro Cayo BahõÂ a de CaÂdiz 23812'.30 N, 80828'.90 W is designated as an inshore traffic zone. 30'

Nicolas Channel

(5) .

(4)

.

.

(6)

.

(2) (1)

.

.

.

(3)

(8) (7) .

.

(9)

Inshore traffic zone ★ ★

15'

★ Cayo

Bahia de Cadiz

Costa de Matanzas 45'

OFF COSTA DE MATANZAS

IX/12

(Amended 1994)

30'

97280

23˚ 81˚

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.)

Description of the traffic separation scheme (a)

A separation zone, half a mile wide, is centred upon the following geographical positions: (1) 22848'.40 N, 78845'.00 W (3) 22818'.90 N, 77839'.40 W (2) 22835'.20 N, 78806'.40 W (4) 22809'.00 N, 77827'.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, 78843'.30 W (7) 22820'.80 N, 77838'.10 W (6) 22837'.30 N, 78805'.40 W (8) 22810'.70 N, 77826'.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, 78847'.00 W (11) 22817'.20 N, 77841'.00 W (10) 22833'.20 N, 78807'.70 W (12) 22807'.30 N, 77829'.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, 78853'.30 W, (9), (10), (11) and (12) of the traffic separation scheme for the Old Bahama Channel, and Point Mangle 21859'.80 N, 77837'.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

Cayo Romano

re

tra

ffic

(7)

zo

Lobos Cay 20´

ne

(3)

f

(11)

10´

h) 1

(8) (4) (12)

i

(f

CUBA

10´

78˚

50´

40´

30´

Shi ' R

20´

1998 S W i

30´

IN THE OLD BAHAMA CHANNEL

19 h J

40´

(Amended 1994)

IX/13

F id

50´

22˚ 97245

Punta Mangle

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.)

Description of the traffic separation scheme (a)

A separation zone, one mile wide, is centred upon the following geographical positions: (1) 21851'.20 N, 77806'.80 W (3) 21844'.20 N, 76854'.00 W (2) 21847'.80 N, 77802'.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: (4) 21853'.10 N, 77804'.90 W (6) 21846'.50 N, 76853'.00 W (5) 21849'.80 N, 77801'.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, 77808'.80 W (9) 21842'.00 N, 76855'.00 W (8) 21845'.70 N, 77804'.20 W

Inshore traffic zone The area within the lines bounded by the following geographical positions: Punta Central 21840'.80 N, 77812'.60 W, (7), (8) and (9) of the traffic separation scheme Off Punta Maternillos, and Punta Ganado 21831'.25 N, 76859'.75 W. is designated as an inshore traffic zone.

55'

(4) .

(1) .

(5)

(7)

50'

.

.

.

(2) .

(6)

.

(8)

45' .

Inshore traffic zone

.

(3)

(9)

Punta Central 21o

★

40'

Punta Maternillos

★ 35'

10'

5'

77o

55'

OFF PUNTA MATERNILLOS

IX/14

(Amended 1994)

97281

Punta Ganado

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.)

Description of the traffic separation scheme (a)

A separation zone, one mile wide, is centred upon the following geographical positions: (1) 21815'.00 N, 75842'.20 W (3) 21807'.00 N, 75825'.00 W (2) 21811'.40 N, 75833'.40 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: (4) 21817'.30 N, 75841'.20 W (6) 21809'.20 N, 75823'.70 W (5) 21813'.70 N, 75832'.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, 75843'.20 W (9) 21804'.90 N, 75826'.20 W (8) 21809'.20 N, 75834'.50 W

Inshore traffic zone The area within the lines bounded by the following geographical positions: Faro Bahia de Sama 21807'.30 N, 75846'.40 W, (7), (8) and (9) of the traffic separation scheme Off Punta Lucrecia, and Punta Morales 20855'.10 N, 75836'.80 W. is designated as an inshore traffic zone.

(4)

(1)

.

15'

.

(5) .

(7) . .

(2) .

Bahia de Sama

.

Ins (8) hor e tr affi cz one

.

(3)

f

★

(6)

.

Punta Lucrecia

(9)

(f

h) 1

★

Punta Morales

(Amended 1994)

19 h J

OFF PUNTA LUCRECIA

IX/15

F id

75˚ 30'

97282

45'

1998 S W i

Shi ' R

i

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.)

Description of the traffic separation scheme (a)

A separation zone, two miles wide, centred upon the following geographical positions: (1) 20822'.80 N, 73858'.80 W (2) 20805'.00 N, 73858'.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, 73855'.00 W (4) 20805'.00 N, 73855'.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, 74802'.60 W (6) 20805'.00 N, 74802'.60 W

Inshore traffic zone The area within the lines bounded by the following geographical positions: Punta Fraile 20819'.10 N, 74813'.75 W, (5) and (6) of the traffic separation scheme Off Cabo Maysi, and Punta Negra 20805'.55 N, 74814'.10 W is designated as an inshore traffic zone.

(3) (1) (5)

Punta Fraile

Punta Maysi 15´

Inshore traffic zone

Punta Negra (6)

(2)

(4)

74˚

15´

OFF CABO MAYSI

IX/16

(Amended 1994)

97246

20˚

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)

A separation zone is bounded by a line connecting the following geographical positions: (1) 16806'.23 N, 95814'.27 W (3) 15857'.70 N, 95817'.47 W (2) 15858'.43 N, 95819'.00 W (4) 16806'.00 N, 95813'.83 W

(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, 95814'.70 W (6) 15859'.35 N, 95820'.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, 95815'.85 W (8) 16805'.85 N, 95813'.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)

A separation zone is bounded by a line connecting the following geographical positions: (9) 16805'.75 N, 95811'.70 W (11) 15856'.70 N, 95811'.03 W (10) 15856'.70 N, 95811'.70 W (12) 16805'.75 N, 95811'.03 W

(b)

A traffic lane for southbound traffic is established between the separation zone and a line connecting the following geographical positions: (13) 16805'.75 N, 95812'.73 W (14) 15856'.70 N, 95812'.73 W

(c)

A traffic lane for northbound traffic is established between the separation zone and a line connecting the following geographical positions: (15) 15856'.70 N, 95810'.00 W (16) 16805'.75 N, 95810'.00 W

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, 95812'.31 W

(Adopted 1994)

IX/17-1

F id

(Chartlet overleaf)

19 h J

1998 S W i

Shi ' R

i

(f

h) 1

1

f

Notes:

(23) Racon (Z)

10´

Salina Cruz

(Precautionary area: see chartlet on page 9 of section II in part D) (5)

(1) (4) (8) (13) (9)

(12)

(16) 05´

16˚ (6) (2) (3) (7) (14)

(10) (11)

(15)

f

10´

(Adopted 1994)

19 h J

1998 S W i

Shi ' R

i

(f

IN THE APPROACHES TO SALINA CRUZ

h) 1

95˚15´

F id

20´

97247

56´

IX/17-2

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 (1) (2) (3) (4)

zone bounded by a line connecting the following geographical positions: 19814'.00 N, 95845'.00 W 19814'.00 N, 95853'.43 W 19812'.50 N, 95853'.43 W 19812'.50 N, 95845'.00 W

(b)

A separation (5) (6) (7) (8)

zone bounded by a line connecting the following geographical positions: 19811'.50 N, 95845'.00 W 19811'.50 N, 95853'.43 W 19810'.90 N, 95853'.43 W 19810'.90 N, 95846'.60 W

(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, 95845'.00 W (10) 19815'.00 N, 95853'.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)

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

zone bounded by a line connecting the following geographical positions: 19819'.00 N, 95859'.62 W 19815'.00 N, 95859'.62 W 19815'.00 N, 95858'.05 W 19819'.00 N, 95858'.05 W

(b)

A traffic lane for southbound traffic is established between the separation zone and a line connecting the following geographical positions: (15) 19819'.00 N, 96800'.65 W (16) 19815'.00 N, 96800'.65 W

(c)

A traffic lane for northbound traffic is established between the separation zone and a line connecting the following geographical positions: (17) 19815'.00 N, 95857'.00 W (18) 19819'.00 N, 95857'.00 W

Precautionary area

A precautionary area is established bounded by a line connecting the following geographical positions: (10) 19815'.00 N, 95853'.43 W (17) 19815'.00 N, 95857'.00 W (16) 19815'.00 N, 96800'.65 W (21) 19812'.07 N, 96801'.77 W (23) 19807'.65 N, 95858'.92 W (7) 19810'.90 N, 95853'.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, 96805'.53 W. ± Santiaguillo Island, identified on the radar by Morse letter ``O'' and located in geographical position: (29) 19808'.52 N, 95848'.47 W.

(Adopted 1996)

IX/18-1

20´

(15) (11) (14) (18)

(Precautionary area: see chartlet on page 11 of section II in part D)

(10)

(16) (12) (13) (17) (21)

VERACRUZ

(9)

(2)

(1)

(3)

Precautionary area

(4) (6)

(28)

(5) (8)

(7)

Racon (Z) Punta Mocambo

15´

10´

Racon (O) (23)

(29) (Area to be avoided: see chartlet on page 11 of section II in part D) 05´

l ya

o aC

nt Pu

15´

10´

05´

96˚

55´

50´

IN THE APPROACHES TO THE PORT OF VERACRUZ

IX/18-2

(Adopted 1996)

45´

97248

19˚

Section X ASIA, PACIFIC COAST

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.

X

Kamchatka

Sakhalin 50˚ 1

U.S.S.R.

5 2

Hokkaido

Vladivostok 4

3

40˚

Japan Honshu Tokyo

140˚

1: 2: 3: 4: 5:

In the Fourth Kuril Strait Off the Aniwa Cape Off the Ostrovnoi Point In the approaches to the Gulf of Nakhodka In the Proliv Bussol

150˚

160˚

97177

130˚

INDEX: ASIA, PACIFIC COAST

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'.3 N, 154834'.0 E (3) 49843'.8 N, 155814'.2 E (2) 49845'.5 N, 155816'.1 E (4) 50803'.7 N, 154832'.1 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'

97178

20'

20'

IN THE FOURTH KURIL STRAIT

X/1

OFF THE ANIWA CAPE (Reference chart: USSR 702, 1981 edition. Note: This chart is based on the single Geodetic Datum for Soviet nautical charts.)

Description of the traffic separation scheme (a)

A separation zone, four miles wide, is centred upon the following geographical positions: (1) 45854'.0 N, 143820'.0 E (3) 45858'.8 N, 143840'.0 E (2) 45854'.9 N, 143830'.0 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'.0 N, 143820'.0 E (6) 46805'.2 N, 143835'.2 E (5) 45858'.5 N, 143825'.5 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'.5 N, 143824'.3 E to position 45859'.0 N, 143820'.0 E (western limit) and a line drawn from position 46803'.2 N, 143832'.0 E to position 46806'.0 N, 143828'.0 E (eastern limit) is designated as an inshore traffic zone. Sakhalin

★

Aniwa Bay

c

ffi tra e r e ho on ns z

I Cape Aniwa ★ (4) . . (5)

★

(1) .

. (6) . (3)

46˚

.(2)

La Perouse Strait

★ 45˚

Hokkaido

★

144˚

OFF THE ANIWA CAPE

X/2

(Amended December 1992)

145˚

97179

143˚

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 following geographical positions: (i) (1) 42835'.2 N, 133817'.5 E and (ii) (5) 42838'.3 N, 133826'.5 E (2) 42836'.0 N, 133820'.0 E (6) 42844'.6 N, 133845'.7 E (3) 42835'.2 N, 133824'.4 E (7) 42842'.8 N, 133846'.8 E (4) 42833'.4 N, 133818'.5 E (8) 42837'.4 N, 133830'.8 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'.5 N, 133820'.0 E (11) 42832'.1 N, 133842'.0 E (10) 42834'.5 N, 133828'.6 E (12) 42827'.8 N, 133840'.4 E

(b)

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

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)

★

40'

C. Povorotni

(5) .

. (2)

(1) . (4)

.

(9)

.

(8) . (3) (10) .

. (11)

.

30'

.

(12)

20'

Japan Sea

10'

133˚

10'

20'

30'

40'

50'

42˚

97180

50'

OFF THE OSTROVNOI POINT

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'.3 N, 132856'.2 E and a circular traffic lane two miles wide.

(b)

A separation line connects the following geographical positions: (1) 42834'.8 N, 132856'.3 E (2) 42827'.0 N,

(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'.0 N, 132856'.3 E (4) 42810'.0 N, 132859'.4 E (3) 42810'.0 N, 132852'.8 E

(e)

An outside boundary of the traffic lane east of the separation zone connects the following geographical positions: (5) 42810'.0 N, 133802'.2 E (6) 42827'.0 N, 132857'.6 E

(f)

An outside boundary of the traffic lane west of the separation zone connects the following geographical positions: (7) 42827'.0 N, 132855'.0 E (8) 42810'.0 N, 132850'.2 E

132856'.3 E

Part II: (a)

A separation zone, one mile wide, is centred upon the following geographical positions: (9) 42836'.2 N, 132858'.9 E (11) 42833'.5 N, 133807'.3 E (10) 42833'.5 N, 133802'.9 E

(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'.5 N, 133807'.3 E (14) 42837'.4 N, 133800'.2 E (13) 42835'.5 N, 133803'.0 E

(d)

A separation (12) (13) (14)

zone is bounded by lines connecting the following geographical positions: 42835'.5 N, 133807'.3 E (15) 42839'.0 N, 133800'.4 E 42835'.5 N, 133803'.0 E (16) 42839'.0 N, 133807'.3 E 42837'.4 N, 133800'.2 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'.3 N, 133807'.3 E to position 42839'.0 N, 133807'.3 E (eastern limit) and a line drawn from position 42840'.8 N, 132858'.5 E to position 42843'.5 N, 132857'.2 E and then to position 42842'.8 N, 132859'.9 E (northwestern 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

(Amended December 1992)

★

★ ★

50'

★ Nakhodka Bay

★

C. Povorotni

★ . (15) . (14)

(9) (1)

.

Inshore traffic zone . (16)

40'

. (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

(Amended December 1992)

X/4-2

97181

(8) (3)

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'.2 N, 151803'.9 E (3) 46825'.0 N, 151828'.5 E (2) 46827'.0 N, 151833'.5 E (4) 47800'.3 N, 150858'.8 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/5

30'

45'

97182

20' 45'

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 60˚

INDEX

Oslo

Stockholm

Tallin

58˚

Gšteborg

1 56˚

4

Kobenhavn INDEX: DEEP-WATER ROUTES IN THE BALTIC SEA 1: Navigation through the entrances to the Baltic Sea 2: North-east of Gedser 3: Off the east coast of Langeland 4: Between Hatter Rev and Hatter Barn

2 3

Kiel

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.

I/1

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 bounded by a line connecting the following geographical positions: (1) 54831'.3 N, 12813'.4 E (4) 54846'.1 N, 12844'.1 E (2) 54836'.5 N, 12815'.9 E (5) 54835'.4 N, 12817'.0 E (3) 54846'.9 N, 12843'.3 E (6) 54831'.2 N, 12814'.9 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/2

40'

97184

12˚ 15'

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 bounded by a line connecting the following geographical positions: (1) 55811'.3 N, 11802'.1 E (14) 54841'.2 N, 10847'.1 E (2) 55810'.3 N, 11800'.0 E (15) 54844'.1 N, 10847'.3 E (3) 55808'.9 N, 10859'.1 E (16) 54848'.3 N, 10850'.3 E (4) 55804'.4 N, 10859'.0 E (17) 54852'.5 N, 10850'.6 E (5) 55803'.9 N, 10859'.5 E (18) 54856'.3 N, 10853'.8 E (6) 55802'.4 N, 10859'.6 E (19) 54858'.4 N, 10858'.6 E (7) 54859'.2 N, 10858'.1 E (20) 55801'.8 N, 11800'.2 E (8) 54858'.4 N, 10857'.4 E (21) 55804'.0 N, 11800'.5 E (9) 54856'.6 N, 10852'.6 E (22) 55804'.8 N, 10859'.8 E (10) 54852'.7 N, 10850'.2 E (23) 55808'.6 N, 10859'.9 E (11) 54848'.2 N, 10849'.8 E (24) 55809'.4 N, 11800'.5 E (12) 54844'.3 N, 10846'.4 E (25) 55810'.4 N, 11802'.7 E (13) 54840'.2 N, 10845'.3 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

5'

. (22)

(11) . . (16) (4) .

4'

. (21)

(5) .

DW

Kappel 45'

(12) . . (15)

3'

(6) . 2'

DW

58'

2'

4'

.

(14)

.

40'

(13)

45'

11˚

97185

. (20)

50'

55'

DEEP-WATER ROUTE OFF THE EAST COAST OF LANGELAND

11˚

I/3

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, 10856'.68 E (v) 56850'.58 N, 10849'.42 E (ii) 55854'.15 N, 10851'.78 E (vi) 55853'.20 N, 10849'.60 E (iii) 55853'.40 N, 10848'.30 E (vii) 55854'.65 N, 10855'.39 E (iv) 55850'.61 N, 10848'.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. See also Notes and see chartlet attached to the description of the traffic separation scheme ``At Hatter Barn'' in section I of part B.

I/4

Section II WESTERN EUROPEAN 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 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.

II

INDEX: DEEP-WATER ROUTES IN WESTERN EUROPEAN WATERS 1: Deep-water routes forming parts of routeing system ‘‘Off Friesland’’ 2: Deep-water route leading to Europoort 3: Deep-water route forming part of the north-eastbound traffic lane of the Strait of Dover and adjacent waters traffic separation scheme 4: Deep-water route leading to the port of Antifer 5: Deep-water route leading to IJmuiden 6: Deep-water route west of the Hebrides

6

55˚

1

5 2

London

3

Antwerp

50˚

4

Le Havre

5˚

0˚

(Amended 1996)

5˚

97186

10˚

DEEP-WATER ROUTES FORMING PARTS OF ROUTEING SYSTEM ``OFF FRIESLAND''* Note: See ``Off Friesland'' in Part B 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 ``Off Brown Ridge'' (a)

The deep-water route is bounded by a line connecting the following geographical positions: (1) 52855'.75 N, 3814'.25 E (4) 52801'.23 N, 2842'.47 E (2) 52809'.92 N, 2835'.00 E (5) 52809'.58 N, 2843'.33 E (3) 51854'.88 N, 2833'.60 E (6) 52854'.17 N, 3822'.00 E

(b)

Geographical positions (1) and (6) to (12) form the traffic separation scheme ``Off Brown Ridge'' (see ``Off Friesland'', (b), (c) and (d) in Section II of Part B).

Deep-water route from traffic separation scheme ``Off 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, 3826'.48 E (13) 53822'.94 N, 3828'.40 E (12) 53803'.78 N, 3818'.71 E (14) 53819'.89 N, 3839'.74 E

(d)

Geographical positions (13) to (27) form the traffic separation scheme ``West Friesland'' (see ``Off Friesland'', (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, 4810'.02 E (29) 54805'.59 N, 4859'.32 E (25) 54800'.00 N, 4846'.00 E (30) 54802'.57 N, 4820'.92 E (28) 54801'.14 N, 5800'.34 E (31) 54801'.91 N, 4808'.96 E

(f)

Geographical positions (28), (29) and (32) to (40) form the traffic separation scheme ``East Friesland'' (see ``Off Friesland'', (j), (k) and (l) in Section II of Part B).

Deep-water route from the traffic separation scheme ``Off 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, 4810'.02 E (42) 54800'.46 N, 3843'.01 E (41) 53855'.24 N, 3844'.88 E (31) 54801'.91 N, 4808'.96 E

(h)

Geographical positions (41) to (56) form the traffic separation scheme ``Off Botney Ground'' (see ``Off Friesland'', (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, 2856'.50 E (59) 52818'.20 N, 2844'.00 E (57) 53804'.80 N, 2836'.00 E (60) 53804'.00 N, 2844'.00 E (58) 52818'.20 N, 2836'.00 E (61) 53829'.54 N, 3800'.67 E (3) 51854'.88 N, 2833'.60 E (54) 53834'.76 N, 3805'.49 E (4) 52801'.23 N, 2842'.47 E

_____ * The routeing system ``Off Friesland'' replaces 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.

(Amended)

II/1-1

Notes: 1

Least waterdepths The deep-water routes from North Hinder to the traffic separation scheme ``Off Brown Ridge'' and from the traffic separation scheme ``Off Brown Ridge'' to the traffic separation scheme ``West Friesland'', and the traffic lanes of the traffic separation schemes ``Off Brown Ridge'' and ``West Friesland'' were closely surveyed in the period 1981 to 1986. The least waterdepth found in these areas was more than 23 m at LLWS except for one wreck in geographical position 52846'.17 N, 3813'.83 E. The least waterdepth 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 waterdepths The deep-water routes from the traffic separation scheme ``Off 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 ``Off Botney Ground'', the precautionary area ``Friesland Junction'', and the traffic separation scheme ``East Friesland'' were closely surveyed in the period 1981 to 1986. The least waterdepth 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/1-2

Friesland Junction precautionary area (see part B II) (31)

(42)

.

.

DW

.

(29)

.

(30)

.

. (25)

.

.

54˚

(28)

(26)

(41)

(53) .

. .

S2

(54)

30'

(61)

DW

(13) . (14)

DW

.

DR1 .

(57) .

(12) .

(60)

.

(11)

53˚

Den Helder

(6)

DW

DW

(1) .

.

IJmuiden

30'

. (59)

(58) .

(2) . DW

. (5) North Hinder . (4)

★

52˚

R

. (3)

North Hinder Junction precautionary area (see part B II)

Europoort

97187

2˚

30'

3˚

30'

4˚

30'

5˚

DEEP-WATER ROUTES FORMING PARTS OF ROUTEING SYSTEM ``OFF FRIESLAND''

II/1-3

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, 3857'.02 E (ii) 52801'.03 N, 3857'.20 E (iii) 52802'.07 N, 3853'.32 E (iv) 51858'.50 N, 3809'.92 E (position (26) of the Maas West outer traffic separation scheme) (v) 51859'.92 N, 3809'.60 E (vi) 52800'.78 N, 3802'.17 E (vii) 52800'.60 N, 2859'.37 E (viii) 51857'.17 N, 2854'.52 E (ix) 51857'.65 N, 3800'.00 E (x) 51857'.00 N, 3800'.15 E (xi) 52801'.30 N, 3851'.78 E (xii) 52801'.27 N, 3854'.30 E (xiii) 52800'.95 N, 3856'.15 E and position (i)

Notes: 1

Least waterdepth (i) West of longitude 3827'.90 E an overall least waterdepth is established at 23.50 metres at mean LLWS. (ii) Between longitudes 3827'.90 E and 3844'.90 E the least waterdepths in the deep-water routes are as follows: (a) 23.50 metres at mean LLWS in a mid-channel zone 600 metres wide centred upon the axis of the route; (b) 22.50 metres at mean LLWS in the two peripheral zones, each 300 metres wide, which border the mid-channel zone on each side. (iii) Between longitudes 3844'.90 E and 3853'.60 E the least waterdepths in the deep-water route are as follows: (a) 23.00 metres at mean LLWS in a mid-channel zone 600 metres wide centred upon the axis of the route; (b) 22.50 metres at mean LLWS in the two peripheral zones, each 300 metres wide, which border the mid-channel zone on each side. (iv) East of longitude 3853'.60 E the least waterdepth in the deep-water route is 22.50 metres 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/2-1

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) .

(iv)

er Deep-wat

(xiii) (i)

opoort

ing to Eur

route lead

.

Europoort

(x)

See description of traffic separation scheme “In the approaches to Hook of Holland and at North Hinder” (part B II)

3˚

20'

40'

50'

97188

40'

52˚

4˚

DEEP-WATER ROUTE LEADING TO EUROPOORT

II/2-2

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 ``In 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, 2800'.62 E (iii) 51818'.40 N, 2804'.80 E (ii) 51822'.30 N, 2805'.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.

25'

(i) . (ii)

DW

.

20'

(iii) .

DW

DW

Ramsgate

DW

15'

10'

Notes: WARNING 1. A deep-water route forming part of the north-eastbound traffic lane is established to the north-west of the Sandettié 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 Sandettié 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/3

97189

25'

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 (1) 49855'.3 N, 0840'.7 (2) 49844'.8 N, 0810'.8 (3) 49844'.7 N, 0806'.8

connecting the following geographical positions: W (4) 49845'.1 N, 0806'.5 W W (5) 49847'.4 N, 0808'.5 W W (6) 49858'.2 N, 0839'.2 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

97190

30'

30'

0˚

DEEP-WATER ROUTE LEADING TO ANTIFER

II/4

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, 4832'.10 E (7) 52831'.78 N, (2) 52828'.58 N, 4828'.34 E (8) 52827'.42 N, (3) 52829'.09 N, 4824'.30 E (9) 52830'.01 N, (4) 52829'.33 N, 4822'.08 E (10) 52829'.96 N, (5) 52830'.28 N, 4813'.64 E (11) 52828'.90 N, (6) 52830'.54 N, 4812'.31 E (12) 52827'.89 N,

positions: 3848'.49 E 3841'.33 E 4812'.16 E 4813'.55 E 4823'.03 E 4832'.02 E

Notes: 1

Least waterdepth The least waterdepths in the deep-water route are as follows: (a) between longitudes 3845'.0 E and 4812'.0 E 18.20 metres at mean LLWS (b) between longitudes 4812'.0 E and 4822'.0 E 17.90 metres at mean LLWS (c) between longitudes 4822'.0 E and 4832'.0 E 17.40 metres 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.

II/5-1

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'

II/5-2

DEEP-WATER ROUTE LEADING TO IJMUIDEN

20'

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, 7854'.00 W (5) 58840'.50 N, 6830'.75 W (2) 57839'.50 N, 7854'.00 W (6) 58824'.10 N, 7813'.50 W (3) 58820'.70 N, 7803'.50 W (7) 57841'.25 N, 8806'.10 W (4) 58835'.80 N, 6823'.70 W (8) 56846'.75 N, 8806'.10 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 6

30'

. .

20'

3

Flannan Isles 10'

DW

Lewis

58˚ Gasker

50'

St. Kilda 7

.

.2

40'

North Uist 30'

Monach Isles Benbecula

Skye 20'

DW

South Uist

10'

57˚

Rum

Barra

50' 8 20'

10'

. 8˚

Mingulay Berneray

1 50'

40'

30'

20'

10'

7˚

50'

40'

30'

20'

DEEP-WATER ROUTE WEST OF THE HEBRIDES

II/6

(Amended 1996)

10'

97270

30'

.

Section III SOUTH-EAST ASIA

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.

III

DEEP-WATER ROUTES FORMING PART OF THE EASTBOUND TRAFFIC LANE OF THE TRAFFIC SEPARATION SCHEME IN THE SINGAPORE STRAIT (Reference charts: Japanese 747 and 750, both 1985 edition; 751, 1981 edition. Note: These charts are based on World Geodetic System 72.)

Description of the deep-water routes (a)

The deep-water route is established within the eastbound lane described in paragraph (e) of the traffic separation scheme ``In the Singapore Strait''. The deep-water route is bounded by a line connecting the following geographical positions: (i) 1803'.60 N, 103838'.85 E (v) 1809'.95 N, 103848'.18 E (ii) 1805'.90 N, 103843'.28 E (vi) 1808'.90 N, 103846'.72 E (iii) 1808'.60 N, 103845'.33 E (vii) 1804'.95 N, 103842'.77 E (iv) 1810'.25 N, 103847'.80 E (viii) 1802'.97 N, 103839'.00 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 (e) of the traffic separation scheme ``In the Singapore Strait''. The deep-water route is bounded by a line connecting the following geographical positions: (ix) 1810'.25 N, 103847'.80 E (xii) 1811'.80 N, 103852'.53 E (x) 1811'.30 N, 103850'.40 E (xiii) 1809'.95 N, 103848'.18 E (xi) 1812'.12 N, 103852'.10 E

Note:

Attention is drawn to the Rules for vessels navigating through the Straits of Malacca and Singapore (see part F).

III/1-1

(xi) . (x) .

★ (iv) (ix) .

★

.

DW

10'

Pu. Belakang Padang

(vi)

. (iii)

DW

★

Batu Berhanti

. (v) (xiii) ★ Buffalo Rock

★ Pu. Setumu

. (xii)

★ Helen Mars Reef

Takong Kl.★ (ii) .

Pemping Br.

1˚

. (vii)

DW

(i) .

.

5'

(viii)

Pu. Kepala Dyernih 45'

50'

97192

103˚ 40'

DEEP-WATER ROUTES FORMING PART OF THE EASTBOUND TRAFFIC LANE OF THE TRAFFIC SEPARATION SCHEME ``IN THE SINGAPORE STRAIT''

III/1-2

Section IV WESTERN NORTH ATLANTIC OCEAN, GULF OF MEXICO AND CARIBBEAN 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.

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˚ • • • • •

•

•

•

95˚

•

•

•

90˚

•

•

•

•

•

85˚

•

•

•

•

80˚

•

•

•

•

75˚

•

•

•

•

70˚

•

•

•

65˚

•

•

•

•

60˚

•

•

•

•

•

55˚

•

•

10˚

97193

•

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 ``In the approaches to Chesapeake Bay'' between the separation lines which connect the following geographical positions of the traffic separation scheme (see part B): (6) 36855'.11 N, 75855'.23 W (9) 36849'.52 N, 75846'.94 W (7) 36852'.35 N, 75852'.12 W (10) 36852'.18 N, 75852'.29 W (8) 36849'.70 N, 75846'.80 W (11) 36854'.97 N, 75855'.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 metres/45 feet 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 ``In the approaches to Chesapeake Bay''.

IV/1-1

37˚

Atlantic Ocean

Precautionary area . (5)

. (6) (11) .

55'

. (12)

DW

. (4) . (7) . (10)

. (13)

DW (3)

.

36˚

50'

. .

(8)

(9)

. (14)

75˚ 50'

DEEP-WATER ROUTE IN THE SOUTHERN APPROACH TO CHESAPEAKE BAY

IV/1-2

97194

55'

INDEX

1: In the region of the Rochebonne Shelf 2: At Alphard Banks 3: In the region of Cape Terpeniya (Sakhalin) 4: At Louisiana Offshore Oil Port (LOOP) in the Gulf of Mexico 5: In the region of Nantucket Shoals 6: In the region of the North-west Hawaiian Islands 7: In the Bass Strait 8: In the English Channel and its approaches 9: At Maas Centre 10: At North Hinder Junction Point 11: In the Dover Strait 12: In the region of the Great Barrier Reef 13: In the Gulf of Campeche 14: At the maritime oil terminal off Cayo Arcas 15: In the region of the Bermuda Islands 16: Between The Smalls Lighthouse 3 and Grassholme Island 17: In the region of the Aldabra Islands in the Seychelles

Arctic Circle 21 23 24 10 11 16 9 1 8

26 5

28

80˚

60˚

40˚

15

19 4 13 14

Tropic of Cancer

THE WORLD (amended 1996)

29 31 30

(Amended 1996)

20

22

6

20˚ 25

Equator

0˚ 18 17

Tropic of Capricorn

20˚

12 27 2

Antarctic Circle

180˚

7 18: In the region of Mahé Island in the Seychelles 19: Off the California coast 20: Of f the Florida coast 21: In the region of the Shetland Islands 22: In the region of Fasht Buldani 23: In the region of the Orkney Islands 24: In the region of the Fair Isle 25: In the approaches to Salina Cruz 26: Off the Washington coast

27: In the region of Three Kings Islands 28: In the region of the Vorioi Sporadhes Islands 29: North of the Straits of Tiran 30: North of Sharm el Sheikh harbour 31: At the southern extremity of the Sinai Peninsula

160˚

140˚

120˚

100˚

80˚

60˚W

40˚

20˚

0˚

20˚

40˚

60˚E

80˚

100˚

120˚

140˚

160˚

40˚

60˚

180˚

Section I NORTH-WESTERN EUROPEAN 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 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

7 60˚

INDEX

9 8

55˚

4

6

3

5 2

50˚

1 45˚

INDEX: 1: In the region of the Rochebonne Shelf 2: In the region of the English Channel and its approaches 3: At Maas Centre 4: At North Hinder Junction Point 5: In the Dover Strait 6: Between The Smalls Lighthouse and Grassholme Island 7: In the region of the Shetland Islands 8: In the region of the Orkney Islands 9: In the region of the Fair Isle 15˚

10˚

5˚

0˚

(Amended 1995)

5˚

10˚

40˚

35˚

97250

NORTH-WESTERN EUROPEAN WATERS

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'.0 N, 2826'.0 W. Local knowledge is essential for safe passage because of navigational hazards in the area. 3˚

30' •

•

•

•

•

•

•

2˚

30' •

•

•

•

•

•

•

•

•

•

30' •

•

•

•

•

•

•

•

•

•

1˚

•

•

•

50' •

★

40'

I. Yeu •

30' •

20'

★ .

•

10'

Ile de Re •

★ 46˚

Rochefort

Ile d’Oléron

20'

•

50'

• •

•

★

•

40'

•

★

15'

•

•

30'

• •

La Congrée Pierre Levée .

• •

Roches Semées

IN THE REGION OF THE ROCHEBONNE SHELF

10' • • • •

5' • • • •

46˚ • •

•

•

•

•

35'

•

•

•

•

30'

•

•

•

•

25'

•

•

•

•

20'

•

•

•

•

15'

•

•

•

•

10'

97195

40'

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 two miles centred upon the following geographical positions: (1) 50805'.90 N, 1848'.35 W (3) 50818'.30 N, 0836'.10 W (2) 50812'.10 N, 1812'.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.

Notes: 1 2

I/2

See chartlet attached to the description of traffic separation scheme ``Off Casquets'' in section II of part B. See ``Recommendations on navigation through the English Channel and the Dover Strait'' in part F.

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 mile centred upon the following geographical position: 52801'.7657 N, 3853'.5713 E

Note:

See chartlet attached to the description of the traffic separation scheme ``In the approaches to Hook of Holland and at North Hinder'' in section II of part B.

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 mile centred upon the following geographical position: 52800'.13 N, 2851'.18 E

Note:

See chartlet attached to the description of the traffic separation scheme ``In the approaches to Hook of Holland and at North Hinder'' in section II of part B.

I/3/4

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 mile centred upon the following geographical position: 51808'.58 N, 1834'.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.

14'

12'

Goodwin Sands

51˚

10'

South Foreland ★

8'

R

Traffic separation scheme ‘‘In the Strait of Dover and adjacent waters’’(see part B II)

6'

1˚ 30'

IN THE DOVER STRAIT

I/5

35'

97196

25'

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, 5840'.25 W (4) 51841'.50 N, 5833'.25 W (2) 51844'.50 N, 5827'.50 W (5) 51842'.20 N, 5841'.30 W (3) 51842'.50 N, 5827'.50 W

51˚ 45'

. (2)

(1) .

Skomer Island

Grassholme

The Smalls

. (3) (5) .

. (4)

40'

35'

5˚ 30'

25'

20'

97197

19 h J

1998 S W i

Shi ' R

i

(f

h) 1

f

BETWEEN THE SMALLS LIGHTHOUSE AND GRASSHOLME ISLAND

I/6

F id

40'

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 tons should avoid the area bounded by lines connecting the following geographical positions: (1) 60839'.50 N, 1809'.30 W (2) 61804'.30 N, 1809'.30 W (3) 61804'.30 N, 0829'.70 W (4) 60838'.40 N, 0812'.20 W (5) 60834'.20 N, 0848'.00 W (Funzie Ness) (6) 60833'.80 N, 0853'.50 W (Rams Ness) Thence up the eastern side of Colgrave Sound to: (7) 60835'.80 N, 0855'.40 W (8) 60836'.80 N, 0858'.00 W (9) 60838'.40 N, 0858'.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, 1810'.20 W (Helli Ness) (11) 59859'.87 N, 1809'.37 W (Perie Bard Lt) (12) 59841'.00 N, 1812'.00 W (13) 59842'.70 N, 1826'.00 W (14) 60802'.00 N, 2848'.00 W (15) 60815'.00 N, 2848'.00 W (16) 60842'.50 N, 2809'.00 W (17) 60842'.50 N, 1822'.00 W (18) 60840'.00 N, 1817'.00 W (19) 60837'.30 N, 1817'.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, 1809'.30 W (21) 60839'.50 N, 1809'.30 W (22) 60840'.00 N, 1817'.00 W (23) 60842'.50 N, 1822'.00 W (24) 60842'.50 N, 2809'.00 W

(d)

I/7-1

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, 1802'.40 W (26) 60824'.00 N, 0802'.50 W (27) 60838'.40 N, 0812'.20 W (28) 60834'.20 N, 0848'.00 W (29) 60833'.80 N, 0853'.50 W Thence up the eastern side of Colgrave Sound to: (30) 60835'.80 N, 0855'.40 W (31) 60836'.80 N, 0858'.00 W

(Amended 1993 and 1995)

(e)

Precautionary area in the approaches to Lerwick A precautionary area is established in the approaches to Lerwick. The area is bounded by a line connecting the following geographical positions: (25) 60827'.40 N, 1802'.40 W (26) 60824'.00 N, 0802'.50 W (12) 59841'.00 N, 1812'.00 W (11) 59859'.87 N, 1809'.37 W (Perie Bard) (10) 60802'.50 N, 1810'.20 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)

Precautionary area 2

Esha Ness Sullom Voe

30´

(25)

Out Skerries

Ve Skerries

(26) 20´

Area to be avoided 2

(15)

Precautionary area 3

MAINLAND Bressay

10´

Foula Lerwick (14)

(10)

60˚

f

(11)

h) 1

50´

(12)

40´

10´

2˚

50´

40´

30´

20´

10´

1˚

50´

40´

30´

20´

10´

0˚

Shi ' R

20´

1998 S W i

30´

IN THE REGION OF THE SHETLAND ISLANDS

19 h J

40´

(Amended 1993 and 1995)

I/7-2

F id

50´

97251

i

(f

(13)

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, 3817'.69 W (Tor Ness) (2) 58855'.00 N, 3850'.00 W (3) 59817'.00 N, 3850'.00 W (4) 59828'.00 N, 3815'.00 W (5) 59828'.00 N, 2819'.00 W (6) 59824'.00 N, 2809'.00 W (7) 59805'.00 N, 2809'.00 W (8) 58850'.00 N, 2835'.00 W (9) 58844'.15 N, 2854'.90 W (Old Head) Then around the coast of South Ronaldsay and Mainland to (10) 58857'.84 N, 3821'.11 W (11) 58855'.97 N, 3821'.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) (2)

(11)

HOY 50´

(8)

Tor Ness (1)

South Ronaldsay (9)

50´

40´

30´

20´

10´

3˚

50´

40´

30´

IN THE REGION OF THE ORKNEY ISLANDS

I/8

(Adopted 1995)

20´

10´

2˚

97252

Old Head

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, 1838'.00 W. Note: See part E, Recommended routes in the Fair Isle Channel.

Area to be avoided 35´

FAIR ISLE 59˚ 30´

Area to be avoided

97253

25´

1˚40´

35´

30´

25´

20´

f

45´

1998 S W i

Shi ' R

i

(f

h) 1

IN THE REGION OF THE FAIR ISLE

19 h J

50´

(Adopted 1995)

I/9

F id

55´

Section II NORTH AND CENTRAL AMERICAN 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 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.

II

60o

INDEX:

10

NORTH AND CENTRAL AMERICAN WATERS 1: At Louisiana Offshore Oil Port (LOOP) in the Gulf of Mexico (amended 1996) 2: In the region of Nantucket Shoals 3: In the region of the North-west Hawaiian Islands 4: In the region of the Bermuda islands 5: Off the California coast 6: Off the Florida coast 7: In the Gulf of Campeche 8: At the maritime oil terminal off Cayo Arcas Nantucket 9: In the approaches to Salina Cruz 2 10: Off the Washington coast 11: In the approaches to the port of Veracruz

5

50o

40o

4 Bermuda

(Amended 1996)

Louisiana

30o

1

6 3

Tropic of Cancer

11 8 7

20o

9

10o

Equator

170o

160o

150o

140o

130o

120o

110o

100o

90o

80o

70o

60o

50o

40o

30o

0o

20o

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 follows: starting at (1) 28855'.38 N, 90800'.62 W a rhumb line to (2) 28853'.83 N, 90804'.12 W then an arc with a 4,465 metre radius centred at (3) 28853'.10 N, 90801'.50 W to a point (4) 28851'.13 N, 89859'.92 W then a rhumb line to (5) 28848'.60 N, 89855'.00 W then a rhumb line to (6) 28852'.07 N, 89852'.70 W then a rhumb line to (7) 28854'.08 N, 89856'.63 W then a rhumb line to (8) 28852'.35 N, 89857'.78 W then a rhumb line to (9) 28852'.85 N, 89858'.77 W then an arc with a 4,465 metre radius centred at (3) 28853'.10 N, 90801'.50 W to a point (1) 28855'.38 N, 90800'.62 W (b)

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 metres centred upon the following geographical position: (3) 28853'.10 N, 90801'.50 W and six areas to be avoided, each geographical positions: (10) 28854'.20 N, (11) 28853'.27 N, (12) 28852'.25 N,

bounded by a circle of radius 500 metres, centred upon the following 90800'.62 W 89859'.98 W 90800'.32 W

(13) 28851'.75 N, (14) 28852'.13 N, (15) 28853'.12 N,

90801'.42 W 90802'.55 W 90803'.03 W

II/1-1

F id

19 h J

1998 S W i

Shi ' R

i

(f

h) 1

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.

f

Note:

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/1-2

97198

05'

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'.5 N, 70812'.5 W (4) 41804'.5 N, 69819'.0 W (2) 40843'.2 N, 70800'.5 W (5) 41823'.5 N, 69831'.5 W (3) 40844'.5 N, 69819'.0 W (6) 41823'.4 N, 70802'.8 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)

40'

30'

. (5)

20'

ach to

Nantucket Island

n,

sto

Bo

(1)

Ma set

chu

ssa

10'

ts”

. (4) Nantucket

41˚

Shoals

50'

(2)

. (3)

.

Traffic separation scheme “Off New York” (See details in section IX of part B)

40'

30'

10'

70˚

50'

40'

30'

20'

10'

69˚

97199

20'

IN THE REGION OF NANTUCKET SHOALS

II/2

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 area to be avoided

II/3-1

F id

19 h J

1998 S W i

Shi ' R

i

(f

h) 1

f

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

HAW

AII

AN

OR

SA

Laysan

Lisyanski

Maro Reef

ND

WI

CH

Gardner Pinnacles

IS

LA

ND

25˚

S

Necker French Frigate Shoals

Nihoa Kauai Niihau Kaula

Oahu Molokai Lanai Kahoolawe

Maui HAWAII

175˚

170˚

165˚

160˚

IN THE REGION OF THE NORTH-WEST HAWAIIAN ISLANDS II/3-2 F id

19 h J

1998 S W i

Shi ' R

i

(f

h) 1

f

155˚

97200

180˚

20˚

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'.0 N, 64853'.0 W (32815'.1 N, 64850'.0 W) (6) 32839'.0 N, 64838'.0 W (2) 32808'.0 N, 64853'.0 W (7) 32832'.0 N, 64829'.0 W (3) 32812'.0 N, 65810'.0 W (8) St. David's Lighthouse (4) 32824'.0 N, 65810'.0 W (32821'.8 N, 64839'.0 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) 30'

★

(4) .

St Georges Island

BERMUDA

(8)

★ St David’s

ISLANDS

20'

f

Hamilton Hamilton Island h) 1

★ (1)

Gibb’s Hill

i

(f

(3) . 32˚

50'

40'

IN THE REGION OF THE BERMUDA ISLANDS

II/4

(Correction)

30'

19 h J

65˚

97201

10'

F id

. (2)

1998 S W i

Shi ' R

10'

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'.7 N, 119812'.8 W (5) 34810'.4 N, 120839'.5 W (2) 33854'.0 N, 119817'.0 W (6) 34814'.0 N, 120831'.3 W (3) 33846'.3 N, 120807'.8 W (7) 34810'.0 N, 119856'.4 W (4) 33859'.0 N, 120839'.5 W (8) 34801'.4 N, 119818'.6 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'.6 N, 119802'.2 W

(Chartlet overleaf)

II/5-1

II/5-2

(6)

.

(5)

.

.

California

(7)

10'

San ta B arb ara Cha nne l

San Miguel I.

. (8) 34˚

(4) .

.

Anacapa I.

(1)

Santa Cruz I. . (2)

Santa Rosa I.

50'

. (3)

40'

Pacific Ocean

30'

Santa Barbara I.

20' 30'

20'

10'

120˚

50'

40'

OFF THE CALIFORNIA COAST

F id

19 h J

1998 S W i

Shi ' R

i

(f

h) 1

f

30'

20'

10'

119˚

97202

40'

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, 80806'.10 W (12) 24833'.60 N, 81826'.00 W (2) 25838'.70 N, 80802'.70 W (13) 24838'.20 N, 81807'.00 W (3) 25822'.00 N, 80803'.00 W (14) 24843'.20 N, 80853'.20 W (4) 25800'.20 N, 80813'.40 W (15) 24846'.10 N, 80846'.15 W (5) 24837'.90 N, 80847'.30 W (16) 24851'.10 N, 80837'.10 W (6) 24829'.20 N, 81817'.30 W (17) 24857'.50 N, 80827'.50 W (7) 24822'.30 N, 81843'.17 W (18) 25809'.90 N, 80816'.20 W (8) 24828'.00 N, 81843'.17 W (19) 25824'.00 N, 80809'.10 W (9) 24828'.70 N, 81843'.50 W (20) 25831'.50 N, 80807'.00 W (10) 24829'.80 N, 81843'.17 W (21) 25839'.70 N, 80806'.85 W (11) 24833'.10 N, 81835'.15 W (22) 25845'.00 N, 80806'.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, 81848'.65 W (27) 24829'.35 N, 81853'.40 W (24) 24823'.00 N, 81853'.50 W (28) 24829'.35 N, 81850'.00 W (25) 24826'.60 N, 81858'.50 W (29) 24827'.95 N, 81848'.65 W (26) 24827'.75 N, 81855'.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, 81859'.55 W (37) 24836'.15 N, 81851'.78 W (31) 24823'.00 N, 82803'.50 W (38) 24834'.40 N, 81850'.60 W (32) 24823'.00 N, 82827'.80 W (39) 24833'.44 N, 81849'.73 W (33) 24834'.50 N, 82837'.50 W (40) 24831'.20 N, 81852'.10 W (34) 24843'.00 N, 82826'.50 W (41) 24828'.70 N, 81856'.80 W (35) 24838'.31 N, 81854'.06 W (42) 24826'.60 N, 81859'.55 W (36) 24837'.91 N, 81853'.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, 82853'.50 W (48) 24842'.80 N, 82843'.90 W (44) 24832'.00 N, 83800'.05 W (49) 24839'.50 N, 82843'.90 W (45) 24839'.70 N, 83800'.05 W (50) 24835'.60 N, 82846'.40 W (46) 24845'.60 N, 82854'.40 W (51) 24832'.00 N, 82853'.50 W (47) 24845'.60 N, 82847'.20 W

(Chartlet overleaf)

II/6-1

26˚ (35) (36) . . . (37) (38) . (39) . . (40) (10) (41) . . . (28) .. . (30) . . (27) (23) .(9) (8) (42) . (26) (29) (25)

.

.

(31)

(24)

(1) (22) .

.

(11) .

(21) (20).

30'

.

(2) 30'

.

(19) . (3)

.

Gulf of Mexico

(7)

. (18) 30'

82˚

(44) .

.

(50)

(43) (51)

. (32)

. . (15) (14).

(35)

(13) . . . (36) . (37) (12) (38) . . . (39) . . (40) (10) (11) (41) . . ..(28) .. . . (9) (30) . . . (27) (6) (26) (23) (8) (42) . (25) . (29) . (31)

(24)

(16)

da

.

ri

(45) .

. (47) . (48) (34) . . (49) . . (33)

25˚

(4)

o

(46) .

.

. (17)

Florida Bay

(5)

St

(7)

r

t ai

s

o

f

F

l

30'

See detail

30'

82˚

30'

81˚

30'

80˚

97203

83˚

II/6-2

F id

19 h J

1998 S W i

Shi ' R

i

(f

h) 1

f

OFF THE FLORIDA COAST

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, 92814'.00 W (5) 19820'.00 N, 91859'.20 W (2) 19838'.20 N, 92810'.80 W (6) 19815'.60 N, 92808'.00 W (3) 19835'.30 N, 92804'.90 W (7) 19812'.60 N, 92817'.20 W (4) 19824'.40 N, 91859'.10 W (8) 19823'.00 N, 92822'.20 W

Notes: 1

Anchorage An anchorage is established bounded by a line connecting the following geographical positions: (i) 19815'.28 N, 91852'.33 W (iii) 19820'.28 N, 91857'.58 W (ii) 19820'.28 N, 91852'.33 W (iv) 19815'.28 N, 91857'.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)

.

.

(iii)

.

(ii)

.

(5)

.

.

.

.

(6)

(iv)

(i)

15'

Recommended tracks in the Gulf of Campeche (see part E)

(7)

92˚

97204

15'

45'

IN THE GULF OF CAMPECHE

II/7

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, 92800'.03 W (5) 20811'.78 N, 91858'.57 W (2) 20810'.47 N, 91859'.98 W (6) 20809'.85 N, 91857'.43 W (3) 20811'.25 N, 92800'.45 W (7) 20807'.28 N, 91857'.68 W (4) 20812'.42 N, 91859'.58 W

Notes: 1

Anchorage An anchorage is established bounded by a line connecting the following geographical positions: (i) 20807'.47 N, 91844'.75 W (iii) 20812'.50 N, 91850'.00 W (ii) 20812'.50 N, 91844'.75 W (iv) 20807'.47 N, 91850'.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)

Recommended tracks in the Gulf of Campeche (see part E)

20˚

50'

92˚

55'

50'

45'

AT MARITIME OIL TERMINAL OFF CAYO ARCAS

II/8

97205

5'

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 four miles radius centred on the lighthouse of Salina Cruz, Oaxaca, Mexico, at geographical position: (22) 16809'.70 N, 95812'.24 W starting at the coastline at geographical position: (17) 16807'.85 N, 95815'.90 W as far as geographical position: (13) 16805'.75 N, 95812'.73 W continuing in a straight line as far as geographical position: (16) 16805'.75 N, 95810'.00 W and from geographical position (16) in a straight line as far as the coastline at geographical position: (18) 16809'.95 N, 95810'.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, 95812'.94 W (20) 16808'.41 N, 95813'.75 W (21) 16807'.11 N, 95813'.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

f

au

tio

na

ry

i

ec

10´

h) 1

(17)

16˚

Precautionary area

(19) (20)

(18)

(f

(22)

are

Shi ' R

a (16) (13)

(Adopted 1995)

19 h J

IN THE APPROACHES TO SALINA CRUZ

II/9

F id

10´

97258

95˚ 15´

1998 S W i

05´

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)

Stra it o f J uan

(2) (1)

C

.F

lat ter

de

y

I.

Fuc a

20´

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´

OFF THE WASHINGTON COAST

II/10

(Adopted 1995)

124°

50´

40´

97254

(6)

(5)

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, 95858'.10 W (on the coast) (25) 19802'.20 N, 95846'.60 W (8) 19810'.90 N, 95846'.60 W (7) 19810'.90 N, 95853'.43 W (26) 19805'.80 N, 96802'.04 W (27) 19803'.40 N, 96802'.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, 96805'.53 W starting on the coast in geographical position: (19) 19812'.93 N, 96809'.70 W to geographical position: (20) 19813'.03 N,

96801'.39 W

thence bounded by a line connecting geographical position (20) and the following geographical positions: (21) 19812'.07 N, 96801'.77 W (22) 19809'.57 N, 96806'.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

(Adopted 1996)

II/11

Section III OTHER AREAS TO BE AVOIDED OTHER AREAS: 1: At Alphard Banks 2: In the region of Cape Terpeniya (Sakhalin) 3: In the Bass Strait 4: In the region of the Great Barrier Reef 5: 6: 7: 8: 9: 10: 11: 12:

In the region of the Aldabra Islands in the Seychelles In the region of Mahe Island in the Seychelles In the region of Fasht Buldani In the region of Three Kings Islands In the region of the Vorioi Sporadhes islands North of the Straits of Tiran North of Sharm El Sheikh harbour At the southern extremity of the Sinai peninsula

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.

(Amended 1995)

III

AT ALPHARD BANKS (Reference chart: British Admiralty 2083, 1979 edition.)

Description of the area to be avoided All ships should avoid the area contained within a circle of radius six miles centred upon geographical position 35801'.7 S, 20851'.2 E. This area is established because of insufficient aids to navigation and the proximity of the Alphard Banks to traffic routes. 45'

20˚

15' •

30'

21˚

45'

•

15' •

30'

45'

22˚

•

34˚

15'

Cape Vacca Cape Infanta

30'

45'

Quoin Pt.

Cape Agulhas 35˚

. • •

15'

55' 30'

45'

35˚

AT ALPHARD BANKS

•

. •

•

•

5'

50'

•

•

•

55'

21˚

97206

•

45'

III/1

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 tons 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 Terpeniya Cape Povorotnyy 50'

Cape Davydov

(5) .

Cape Georgiya

40'

★ Cape Terpeniya

. (1)

Tyuleniy I.

30'

(4) .

20'

. (2) 10'

. (3) 48˚ 40'

50'

144˚

10'

20'

30'

40'

50'

145˚

10'

20'

30'

IN THE REGION OF CAPE TERPENIYA (SAKHALIN)

III/2

40'

50'

146˚

97207

30'

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.

Note: The chartlet of this area to be avoided is combined with a chartlet of the traffic separation scheme ``In the Bass Strait'' (see section VI of part B)

III/3

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 tons 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

(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/4

30'

97208

15'

24˚

★Bustard Head

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 9836' S, 46821' E.

9˚

★

Aldabra Islands Cosmoledo Group

Assumption I.

10˚

Astove I.

11˚

12˚

★ Cap St Sebastien

47˚

48˚

97209

46˚

49˚

IN THE REGION OF THE ALDABRA ISLANDS IN THE SEYCHELLES

III/5

 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 tons 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 Mahe (1) 4840'.8 (2) 4849'.5 (3) 5806'.8 (4) 4842'.0

S, S, S, S,

55832'.2 55834'.5 55808'.5 53852'.0

E E E E

(5) 4800'.0 S, 54822'.0 E (6) 3840'.0 S, 54858'.0 E (7) 3840'.0 S, 55825'.0 E (8) 4833'.5 S, 55825'.9 E thence along the low water line on the west and south-east coasts of Mahe to the point of commencement; and

(b)

East of Mahe (1) 5810'.0 (2) 5850'.0 (3) 5850'.0 (4) 5812'.0 (5) 4849'.0

S, S, S, S, S,

57813'.0 57800'.0 56824'.0 55836'.0 55841'.5

E E E E E

(6) (7) (8) (9)

(7)

(6)

.

.

4831'.0 4826'.0 3842'.0 3845'.0

S, S, S, S,

55840'.0 55832'.0 55838'.0 56802'.0

E E E E

(8)

.

Bird I.

. (9)

Denis I.

(5) .

4˚

Praslin I.

Silhouette I. (4) .

(8) .

Mahé I.

. (7) La Digue . (6) Frigate I. . (1)

(2)

. (5) 5˚

. (3)

.

.

(1)

(4)

Île Desroches Plate I.

.

.

(3)

(2) 6˚

55˚

56˚

 ISLAND IN THE SEYCHELLES IN THE REGION OF MAHE

III/6

57˚

97210

54˚

IN THE REGION OF FASHT BULDANI (Reference chart: 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 tons gross tonnage, should avoid the area bounded by a line connecting the following geographical positions: (1) 28813'.31 N, 48855'.01 E (5) 27850'.90 N, 49803'.50 E (2) 28818'.00 N, 49808'.50 E (6) 28806'.39 N, 48851'.78 E (3) 28808'.12 N, 49818'.90 E (7) 28811'.10 N, 48853'.21 E (4) 27853'.98 N, 49820'.00 E

20'

TSS ‘‘Between the Zuluf and Marjan oilfields’’

(2) .

15'

. (1) (7) . 10'

. (3)

Area to be avoided (6) .

05'

Ra’s as Saffaniyah

28˚

55'

. (4) .

Ra’s Tanaquib 50'

55'

49˚

05'

50' 10'

15'

20'

97211

45'

(5) 25'

IN THE REGION OF FASHT BULDANI

III/7

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´

IN THE REGION OF THREE KINGS ISLANDS

III/8

(Adopted 1995)

10´

11´

12´

13´

97255

14´

IN THE REGION OF THE VORIOI SPORADHES ISLANDS (Reference charts: Greek Hydrographic Office 31 (INT 3704), 1987 edition Note: This 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 ton gt carrying oil should avoid the area bounded by a line connecting the following geographical positions: (1) 39834'.00 N, 24810'.00 E (5) 39802'.00 N, 23851'.00 E (2) 39820'.00 N, 24825'.00 E (6) 39825'.00 N, 23851'.00 E (3) 39800'.00 N, 24810'.00 E (7) 39830'.00 N, 24800'.00 E (4) 39800'.00 N, 24800'.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

Nisídha Skántzoura

li h) 1

f

10´

i

(

05´

24˚

05´

10´

15´

20´

25´

(Adopted 1995)

19 h J

IN THE REGION OF THE VORIOI SPORADHES ISLANDS

1998 S W i

55´

III/9

F id

50´

97256

45´

39˚

(3)

(4)

Shi ' R

(5)

NORTH OF THE STRAITS OF TIRAN (Reference chart: British Admiralty 3595 (1986) E.D. 50)

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, 34837'.50 E (5) 28811'.00 N, 34829'.00 E (2) 28846'.00 N, 34840'.00 E (6) 28806'.00 N, 34828'.00 E (3) 28824'.00 N, 34831'.00 E (7) 28801'.50 N, 34826'.50 E (4) 28818'.00 N, 34826'.00 E

Note:

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.

(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) Are a to be a

15´

void

SAUDI

ed

ARABIA

(5)

10´

(6) 05´

(7)

15´

20´

25´

34˚30´

35´

40´

45´

NORTH OF THE STRAITS OF TIRAN

III/10

(Adopted 1995)

50´

55´

97257

28˚

NORTH OF SHARM EL SHEIKH HARBOUR (Reference Chart: British Admiralty 2375 (1988) E.D. 50)

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, 34825'.00 E (3) 27851'.00 N, 34817'.20 E (2) 27850'.50 N, 34820'.60 E

Note:

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.

Râs Nusrâni (1)

STRAIT OF TIRAN

SINAI PENINSULA

27˚ 55´

Râs Umm Sid

(

(3)

i

(2)

1998 S W i

25´

Shi ' R

34˚20´

97260

50´

19 h J

NORTH OF SHARM EL SHEIKH HARBOUR

(Adopted 1995)

III/11

F id

Sharm el Sheikh

li h) 1

f

Area to be avoided

AT THE SOUTHERN EXTREMITY OF THE SINAI PENINSULA (Reference chart: British Admiralty 2375 (1988) E.D. 50)

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, 34816'.60 E (4) 27841'.00 N, 34807'.00 E (2) 27847'.18 N, 34819'.00 E (5) 27843'.00 N, 34804'.00 E (3) 27842'.20 N, 34817'.00 E (6) 27848'.30 N, 34806'.00 E

Note:

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.

Sharm el Sheikh (1)

Râs Umm Sid

SINAI PENINSULA

50´

(6)

(2)

27˚ 45´

Area to be avoided

Râs Muhammad

(5) (3)

(4)

5´

34˚15´

10´

AT THE SOUTHERN EXTREMITY OF THE SINAI PENINSULA

III/12

(Adopted 1995)

20´

97261

40´

RECOMMENDED ROUTE FOR TANKERS FROM NORTH HINDER TO THE GERMAN BIGHT AND VICE VERSA

(Replaced 1996)

1-1

M

d

22 d J

1998 S W i

Shi ' R

i

(f

h) 1

f

The recommended route has been replaced by a mandatory route (see part G, page II/1)

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'', ``Elbe approach'' and ``German Bight western approach'' (Part B, pages II/2 to II/5). Recommended directions of traffic flow are established between the traffic separation scheme ``Elbe 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´

(21) (2) (5) (22) (8) (3) (23) (1)

(2) ★

Elbe Lightvessel

(11) (5)

54˚

(6) (10) (12)

(4) (8) (7)

(3)

TSS ‘‘Elbe Approach’’

TSS ‘‘Terschelling – German Bight’’

(29) 55´

(28)

50´

Wangerooge Spiekeroog f

Langeoog

30´

35´

40´

45´

50´

55´

8˚

05´

10´

1-5

(Amended 1993)

M

d

22 d J

RECOMMENDED DIRECTIONS OF TRAFFIC FLOW IN THE GERMAN BIGHT

1998 S W i

25´

97262

40´

Shi ' R

i

(f

h) 1

45´

RECOMMENDED DIRECTIONS OF TRAFFIC FLOW IN THE ENGLISH CHANNEL

Ships proceeding from the traffic separation scheme ``Off Casquets'' to the traffic separation scheme ``In 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 ``Off 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. Note: See chartlet attached to the descriptions of the areas to be avoided for Orkney Islands and the Fair Isle, pages I/8 and I/9 of part D.

(Amended 1995 and 1996)

2-1

h) 1 (f i Shi ' R M

d

The following recommendations are associated with the areas set out in Recommended directions of traffic flow in the English Channel, Recommended routes in the Fair Isle Channel and Recommendations on navigation around the United Kingdom Coast.

1998 S W i

Reporting requirements

22 d J

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.

f

RECOMMENDATIONS ON NAVIGATION AROUND THE UNITED KINGDOM COAST

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

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:

2-2

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.

(Amended 1995 and 1996)

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 Oil Field

July Oil Field 15'

Morgan Oil Field

See description of the traffic separation scheme ‘‘In the Gulf of Suez’’ (Section IV of Part B)

Precautionary area

10'

Ras Shukheir Terminal Ras Shukheir ★

28˚ 5'

20'

25'

33˚ 30'

35'

97213

15'

RECOMMENDED DIRECTIONS OF TRAFFIC FLOW OFF RAS SHUKHEIR

3

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, 91851'.03 W (3) 18845'.33 N, 92849'.20 W (2) 18844'.70 N, 92830'.67 W (4) 18829'.95 N, 93808'.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, 93807'.25 W (7) 18842'.70 N, 92830'.50 W (6) 18843'.47 N, 92848'.30 W (8) 18850'.45 N, 91851'.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, 91854'.50 W (11) 19816'.90 N, 92805'.00 W (10) 18848'.80 N, 91859'.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, 92806'.90 W (14) 18844'.50 N, 91857'.50 W (13) 18848'.47 N, 92801'.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, 91843'.75 W (9) 18844'.50 N, 91854'.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, 91851'.80 W (17) 20815'.00 N, 91841'.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) (b)

(18) (19) (10) (9)

18850'.42 18850'.80 18852'.03 18852'.50

N, N, N, N,

92802'.00 91859'.75 91853'.50 91851'.03

W W W W

(10) (13) (8) (21)

18848'.80 18848'.47 18850'.45 18849'.97

N, N, N, N,

91859'.33 92801'.72 91851'.30 91853'.67

W W W 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, 93808'.00 W (iii) 18847'.50 N, 93813'.25 W (ii) 18847'.50 N, 93808'.00 W (iv) 18842'.50 N, 93813'.25 W

2

Loran ``C'' covers the area of the recommended tracks and is recommended for use by suitably fitted ships.

(Chartlet overleaf)

4-1

(15)

.

.

(17)

^

Area to be avoided ‘‘Off Cayo Arcas’’ (see part D)

Anch o

ring prohibited

20˚

30'

Area to be avoided ‘‘In the Gulf of Campeche’’ (see part D) . . (12)

(11)

An

ch

A (iii)

.

.

(ii)

(3)

. (iv) .

. (i)

h nc

in or

g

p

h ro

i

te bi

or

d

pr

19˚

ib

ite

d

(18).

. (13)

. .

(6)

g

oh

(2)

.

in

(9) (19) (10). . (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'

RECOMMENDED TRACKS IN THE GULF OF CAMPECHE

4-2

30'

97214

15'

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, especially 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.

III

Rules

Rule 1

± (a)

Deep draught vessels shall use the designated deep-water route between positions 01809'.95 N, 103848'.28 E and 01802'.97 N, 103839'.10 E. Other vessels should, as far as practicable, avoid the deep-water route.

(b)

Deep draught vessels are advised to use the deep-water route between Buffalo Rock and Batu Berhanti.

Rule 2

± Deep draught vessels navigating in the deep-water route 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

± In the event of an emergency or breakdown of a vessel in the traffic lane it shall, as far as practicable and safe, leave the lane by pulling out to the starboard side.

Rule 5

± (a)

Vessels proceeding in the westbound lane of the traffic separation scheme ``In 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 westbound lane of the traffic separation scheme ``In the Singapore Strait'' when approaching the Western Light Beacon in position 01812'.72 N, 103835'.88 E 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 Sultan Shoal pilot boarding ground from the eastbound lane of the scheme.

(c)

A vessel proceeding in the westbound lane of the traffic separation scheme ``In the Singapore Strait'' which is required to avoid impeding the safe passage of a vessel constrained by her draught shall so far as practicable navigate in such a way as to avoid the development of risk of collision.

(d)

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 ``In the Singapore Strait'' should monitor these radio broadcasts and take account of the information received.

1-1

Rule 6

± VLCCs and deep draught vessels are advised to navigate at a speed of not more than 12 knots over the ground.

Rule 7

± All vessels navigating in the traffic separation scheme 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 8

± VLCCs and deep draught vessels navigating in the Straits of Malacca and Singapore are advised to participate in the existing voluntary ships' reporting system. Under this system, such vessels broadcast eight hours before entering the Straits/traffic separation schemes navigational warnings giving names, deadweight tonnage, draught, speed and times of passing One Fathom Bank Lighthouse, Raffles Lighthouse and Horsburgh Lighthouse. Difficult and unwieldy tows also broadcast similar warnings giving the type, length, speed of tows and times of passing the three above-mentioned areas.

Rule 9

± 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 10 ± 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.

Note:

See section V of part B and section III of part C for description of traffic separation schemes and deep-water routes involved.

1-2

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 ``Off Casquets''. 1.2 Ships crossing or leaving or joining the easterly or westerly flow of traffic between the traffic separation schemes ``Off Casquets'' and ``In 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 ``At West Hinder'' and intending to proceed through the Dover Strait should, when crossing the north-eastbound traffic lane of the traffic separation scheme ``In 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 ( 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)).

i

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.

Shi ' R

Under-keel allowance for deep draught ships

2-1

M

5

6 h J l 1998 S W i

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, part D and part E for description of traffic separation schemes, deepwater routes, areas to be avoided and recommended directions of traffic flow involved.

2-2

(Amended 1995)

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.

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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.

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.

4

(Adopted 1995)

RULES AND RECOMMENDATIONS ON NAVIGATION THROUGH THE STRAIT OF ISTANBUL, THE STRAIT OF CANAKKALE 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

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When required, vessels may use the anchorages designated for this purpose.

(Adopted 1995)

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_____ * Hereinafter referred to as ``the Straits''.

RULES FOR NAVIGATION OF LADEN TANKERS OFF THE SOUTH AFRICAN COAST 1

Laden* tankers, westbound, when 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 points: .1 South Sand Bluff (International No. D6446) .2 Bashee River (Mbashe Point) (D6438) .3 Hood Point (D6420) .4 Cape Receife (D6390). .2 They should then steer to pass at least 10 nautical miles south of Alphard Banks (35802' S, 20852' E) and then maintain a minimum distance of 20 nautical miles from: .1 Cape Agulhas (D6370) .2 Quoin Point (D6322) .3 Cape Point (D6120) .4 Slangkop Point (D6110) .5 Cape Columbine (D5810).

2 Laden tankers, eastbound, should also adhere to maintaining a minimum distance of 25 nautical miles off when passing the points listed in 1.1 and 1.2 and at least 15 nautical miles south of Alphard Banks. 3 During the winter season, tankers should maintain the recommended route until the boundary line with the Seasonal Winter Zone is reached and then stay as close to that line as possible (but staying well clear of Alphard Banks). Exemptions .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 following the Summer Seasonal Route, Cape Point Light bears 0008(T) 6 25 nautical miles, thence altering course to position Slangkop Point Light 2508(T) 6 14 nautical miles. From this position, course may be altered to the rendezvous area 5 nautical miles westward of Green Point Light (D5900) (replenishment area shown on chart SAN 1013). When following the Winter Seasonal Route, course may be altered when Cape Point Light bears 0258(T) 6 10 nautical miles, thence altering course to a position 2708(T), Slangkop Point Light 6 10 nautical miles. From this position, course may then be shaped to the rendezvous position 5 nautical miles to the westward of Green Point Light. .2 Laden tankers engaged solely between ports in the Republic of South Africa are exempted from the provisions in paragraphs 1, 2 and 3 of these regulations and are to maintain a 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.

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INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974, AS AMENDED Regulatio n V/8-1 ± Ship reportin g systems (a)

(b)

(c)

(d)

(e)

(f )

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. 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.

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.*

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

*

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.648(16).

2

(Adopted 1994)

Section I MANDATORY SHIP REPORTING SYSTEMS 1: 2: 3: 4: 5:

In the Torres Strait and the Inner Route of the Great Barrier Reef Off Ushant In the Great Belt Traffic area In the Strait of Gibraltar traffic separation scheme area Off Finisterre

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.

(Adopted 1996)

I

INDEX

80˚

THE WORLD

1: In the Torres Strait and the Inner Route of the Great Barrier Reef 2: Off Ushant 3: In the Great Belt Traffic area 4: In the Strait of Gibraltar traffic separation scheme area 5: Off Finisterre Arctic Circle

60˚ 3 2 5 40˚

4 Tropic of Cancer

20˚

Equator

0˚

Tropic of Capricorn

20˚

1

40˚

60˚ Antarctic Circle

180˚

160˚

140˚

120˚

100˚

80˚

60˚W

40˚

20˚

0˚

20˚

40˚

60˚E

80˚

100˚

120˚

140˚

160˚

180˚

IN THE TORRES STRAIT REGION AND THE INNER ROUTE OF THE GREAT BARRIER REEF 1

Categories of ships required to participate in the system

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

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 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

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.

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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.

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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.

(f

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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Information to be provided to participating ships and procedures to be followed

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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

Rules and regulations in force in the area of the system

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

Shore-based facilities to support operation of the system

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. Alternative communication if the communication facilities of the shore-based Authority fail

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(Adopted 1996)

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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).

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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 Great Barrier Reef Marine Park boundary

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Route 26°

152°

154°

156°

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97263

BRISBANE

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Ship Reporting Points

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

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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(Adopted 1996)

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_____ * Pilot not mandatory for this area of the GBR.

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MERIDIAN/VIPM

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Ship's name and call sign

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REEFREP ENTRY

REEFREP REPORT Example: Ship reporting at an intermediate reporting point within reporting area. Format

Example

A.

Ship's name and call sign

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.

Ship's name and call sign

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

Ship's name and call sign

A.

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

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(f

Example REEFREP EXIT

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Format

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Example 1: Ship westbound reporting exit from reporting area at Torres Strait.

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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

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Ship's name and call sign Point of exit

(Adopted 1996)

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REEFREP EXIT

Example 3: Ship reporting arrival at a port within reporting area (after transiting from another port also within the area). Format

Example REEFREP EXIT

A.

Ship's name and call sign

A.

NORTHERN STAR/CPIM

K.

Point of exit

K.

CAIRNS

I.

Destination (via route) if outside REEFREP area

X.

Remarks (must include ``FINAL REPORT'')

X.

ARRIVED CAIRNS, FINAL REPORT

Example 4: Ship eastbound reporting exit from reporting area at Great North East Channel. Format

Example REEFREP EXIT

Ship's name and call sign

A.

ENTERPRISE/VIPM

K.

Point of exit

K.

DARNLEY

I.

Destination (via route)

I.

PORT MORESBY DIRECT

X.

Remarks (must include ``FINAL REPORT'')

X.

FINAL REPORT

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(Adopted 1996)

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OFF USHANT 1

Categories of ships required to participate in the system

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

Geographical coverage of the system and the number and edition of the reference chart used for the delineation of the system

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.

(Adopted 1996)

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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 ``Off 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

Information to be provided to participating ships and procedures to be followed

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 ``Off 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.

1998 S W i

The ``Off 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

Shore-based facilities to support operation of the system

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.

(Adopted 1996)

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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.

Shi ' R

The VTS is also equipped with VHF air and UHF installations, allowing links with aircraft carrying out surveillance missions.

1998 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.

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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.

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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.

h) 1

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.

(f

Communication facilities

i

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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.)

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

I. de Bréhat I. de Batz

30´

(Adopted 1996)

Ushant I.

Pointe du Raz

FRANCE

48˚

Pointe de Penmarc’h

I. de Groix 30´

Belle Ile

08˚

30´

07˚

06˚

30´

I/2-5 M

30´

05˚

30´

04˚

OFF USHANT

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i

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h) 1

f

30´

03˚

30´

02˚

30´

01˚

97264

47˚

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). 3.3.1 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, 11815'.50 E (Gulf Oil's pier); Omù: 55808'.40 N, 11809'.20 E (érespids, Omù); Hov: 55808'.80 N, 10857'.40 E (Hov Iso. Light); Langeland W: 55800'.00 N, 10848'.80 E (south of Korsebùlle Rev); Thurù Rev: 55801'.20 N, 10844'.10 E (Thurù Rev Lightbuoy). 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.

i

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Services offered

Shi ' R

3.5

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Authority

1998 S W i

3.4

f

Position for submitting reports

(Adopted 1996)

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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

West Bridge

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.

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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.

1998 S W i

Mandatory pilotage

M

6.5

(f

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.

i

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.

h) 1

f

IMO resolution A.620(15)

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6.4

(Adopted 1996)

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).

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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Radiocommunication facilities

1998 S W i

7.4

h) 1

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.

(f

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.

f

Personnel qualifications and training

(Adopted 1996)

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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, 11815'.50 E (Gulf Oil's pier); Omù: 55808'.40 N, 11809'.20 E (érespids, Omù); Hov: 55808'.80 N, 10857'.40 E (Hov Iso. Light); Langeland W: 55800'.00 N, 10848'.80 E (south of Korsebùlle Rev); Thurù Rev: 55801'.20 N, 10844'.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

VTS Centre Great Belt Traffic. Communication

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Reports shall be sent on VHF, channel 11 or 10.

Appendix 1 Drafting of radio reports to the VTS ``Great Belt Traffic'' area Designator

Function

System identifier

Information required 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

(Adopted 1996)

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A

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

Stigsnaes

ea

Ho

v

Omo

10´

ar

V

h) 1

S limit of

TS

f

Vresen

an

(f

d

of VS limit TS are a

Shi ' R

Thuro

i

Route H

5´

H

Lolland

40´

50´

11°

10´

20´

I/3-6

(Adopted 1996)

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te

ou

R

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ng

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el

55°

``IN THE STRAIT OF GIBRALTAR'' TRAFFIC SEPARATION SCHEME AREA 1

Categories of ships required to participate in the system

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

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 will cover the area (appendix 1) between longitudes 005858' W and 005815' W. This area includes the traffic separation scheme ``In 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.

Geographical position for submitting reports

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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.

Shi ' R

3.3

1998 S W 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

(Adopted 1996)

I/4-1

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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

Information to be provided to participating ships and procedures to be followed

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

Rules and regulations in force in the area of the system

7.1

The .1 .2 .3 .4 .5 .6 .7

1998 S W i

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.

h) 1

Shore-based facilities to support operation of the system

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The TSS ``In the Strait of Gibraltar'' has been approved by IMO and therefore rule 10 of COLREG applies.

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6.1 The International Regulations for Preventing Collisions at Sea (COLREG), 1972, are applicable throughout the area of coverage of the proposed system.

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_____ * Trials of the SMCPs will commence after 6 June 1997.

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

Alternative communication if the communication facilities of the shore-based Authority fail

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.

(Adopted 1996)

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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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IN THE ``OFF FINISTERRE'' TRAFFIC SEPARATION SCHEME AREA 1

Categories of ships required to participate in the system

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

Geographical coverage of the system and the number and edition of the reference chart used for the delineation of the system

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 ``Off 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.

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(Adopted 1996)

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3.3

Geographical position for submitting reports

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

Information to be provided to participating ships and procedures to be followed

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.

6.2

The TSS ``Off Finisterre'' has been approved by IMO and therefore rule 10 of COLREG applies.

7

Shore-based facilities to support operation of the system

7.1

The .1 .2 .3 .4

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;

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_____ * Trials of the SMCPs will commence after 6 June 1997.

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6.1 The International Regulations for Preventing Collisions at Sea (COLREG), 1972 are applicable throughout the area of coverage of the proposed system.

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Rules and regulations in force in the area of the system

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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.

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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

Alternative communication if the communication facilities of the shore-based Authority fail

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. 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.

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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.

M

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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Appendix 1 Traffic Separation Scheme ``Off Finisterre'' ± area of mandatory reporting

40´

35´

30´

o it

m Li fV

25´

TS 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

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Limit

50´

a S are

10°

55´

50´

45´

40´

35´

30´

25´

20´

15´

10´

5´

9°

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Section II MANDATORY ROUTEING SYSTEMS 1:

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

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.

(Adopted 1996)

II

INDEX

80˚

THE WORLD

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˚

60˚ Antarctic Circle

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

(Adopted 1996)

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_____ 1 This mandatory route for tankers coincides with the eastern route of the routeing system ``Off 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.

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Traffic separation scheme ``Off Brown Ridge'' (b) A separation zone is bounded by a line connecting the following geographical positions: (7) 53803'.14 N, 3821'.85 E (9) 52854'.81 N, 3818'.87 E (8) 52855'.11 N, 3817'.38 E (10) 53802'.84 N, 3823'.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, 3822'.00 E (11) 53802'.20 N, 3826'.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, 3818'.71 E (1) 52855'.75 N, 3814'.25 E

f

Deep-water route from North Hinder to traffic separation scheme ``Off Brown Ridge'' (a) The deep-water route is bounded by a line connecting the following geographical positions: (1) 52855'.75 N, 3814'.25 E (4) 52801'.23 N, 2842'.47 E (2) 52809'.92 N, 2835'.00 E (5) 52809'.58 N, 2843'.33 E (3) 51854'.88 N, 2833'.60 E (6) 52854'.17 N, 3822'.00 E

Deep-water route from the traffic separation scheme ``Off 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, 3826'.48 E (13) 53822'.94 N, 3828'.40 E (12) 53803'.78 N, 3818'.71 E (14) 53819'.89 N, 3839'.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, 3842'.12 E (19) 53846'.73 N, 4820'.00 E (16) 53822'.12 N, 3831'.47 E (20) 53856'.69 N, 4836'.00 E (17) 53820'.67 N, 3836'.85 E (21) 53859'.22 N, 4836'.00 E (18) 53831'.12 N, 3844'.72 E (22) 53857'.60 N, 4815'.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, 3839'.74 E (24) 53845'.90 N, 4823'.32 E (23) 53830'.00 N, 3847'.37 E (25) 54800'.00 N, 4846'.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, 4810'.02 E (13) 53822'.94 N, 3828'.40 E (27) 53843'.39 N, 3838'.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, 4810'.02 E (29) (25) 54800'.00 N, 4846'.00 E (30) (28) 54801'.14 N, 5800'.34 E (31)

north of the traffic separation scheme ``West the following geographical positions: 54805'.59 N, 4859'.32 E 54802'.57 N, 4820'.92 E 54801'.91 N, 4808'.96 E

Traffic separation scheme ``East Friesland'' (j) A separation zone is bounded by a line connecting the following geographical positions: (32) 54802'.62 N, 5800'.00 E (35) 54808'.97 N, 6801'.33 E (33) 54804'.21 N, 5820'.00 E (36) 54805'.69 N, 5819'.66 E (34) 54808'.00 N, 6801'.90 E (37) 54804'.11 N, 4859'.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, 5800'.34 E (38) 54806'.10 N, 6803'.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, 6800'.20 E (29) 54805'.59 N, 4859'.32 E (40) 54807'.17 N, 5819'.32 E 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''.

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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.

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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.

h) 1

f

Application and use of the route

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. 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 ``Off 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 ``Off Botney Ground''; and .3 Deep-water route from the TSS ``Off 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''.

Notes:

It is recommended that an efficient electronic position-fixing device appropriate for the area should be carried on board.

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.

(Adopted 1996)

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How to search Ships’ Routeing (page 1 of 5) This Ships’Routeing publication is made available in an Adobe Acrobat 3.0 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*. * 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 anywhere in the Introduction Screen you will be taken to this page. You can also access it via its Bookmark (click on the second 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). Note that when you do your first search (Acrobat brings up the message: Starting Search Engine) you need to add the Ships’ Routeing Index to the list of indexes. You can browse to this by clicking on Indexes and Add and indicating your CDROM drive letter e.g. d:\. The file you want is called INDEX.PDX and is located in the root directory of this CDROM. 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 View, Article 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 ‘Rules for vessels navigating through the Straits of Malacca and Singapore’ there is a note that reads: “See section V of part B and section III of part C for description of traffic separation schemes and deep-water routes involved.” If you move your cursor over ‘section V of part B’ and click your mouse, you will be taken to the text description of the TSS ‘In the Singapore Strait’, and if you do the same for ‘section III of part C’ you will be taken to the text description of ‘Deep-water routes forming part of the eastbound traffic lane of the Traffic separation scheme in the Singapore Strait’ 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 IMO Resolutions is Adobe Acrobat 3.0. 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

1.3

2. 2.1

2.2

2.3 Page 5

Screens: Full Screen (default) - this shows one page of information or a menu. The button to activate this is the first on the left hand side of the button bar. Split screen 1 (left: Contents, right: a page from Ships’ Routeing) - the list of contents 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 this is the second 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 351 Split screen 2 (left: thumbnails, right: a page from Ships’ Routeing) - this is useful for browsing through a number of pages e.g.charts to find the one you are looking for. The button to activate this is the third from the left 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. To go back to the previous situation either click on this (at the bottom of the screen) and reset to “page width' or click on the double back' button at the top of your screen. ‘ABC’ - allows you to drag your mouse over a piece of text to copy it to your clipboard. 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 Double Arrow Left - one action back depending on what you have done Double 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. 5. 5.1 5.2 5.3 5.4 5.5 5.6 Page 1

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. 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 next page from the list of found pages ‘W' in circle (Not Relevant for this application) - WWW link 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) and Ships’ Routeing (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 Côte 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 * Formerly Zaire Page 2

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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 12 February 1981 Equatorial Guinea 6 September 1972 Eritrea 31 August 1993 Estonia 31 January 1992 Ethiopia 3 July 1975 Fiji 14 March 1983 Finland 21 April 1959 France 9 April 1952 Gabon 1 April 1976 Gambia 11 January 1979 Georgia 22 June 1993 Germany* 7 January 1959 Ghana 6 July 1959 Greece 31 December 1958 Guatemala 16 March 1983 Guinea 3 December 1975 Guinea-Bissau 6 December 1977 Guyana 13 May 1980 Haiti 23 June 1953 Honduras 23 August 1954 Hungary 10 June 1970 Iceland 8 November 1960 India 6 January 1959 Indonesia 18 January 1961 Iran (Islamic Republic of) 2 January 1958 Iraq 28 August 1973 Ireland 26 February 1951 Israel 24 April 1952 Italy 28 January 1957 Jamaica 11 May 1976 Japan 17 March 1958 Jordan 9 November 1973 Kazakhstan 11 March 1994 Kenya 22 August 1973 Kuwait 5 July 1960 Latvia 1 March 1993 Lebanon 3 May 1966 Liberia 6 January 1959 Libyan Arab Jamahiriya 16 February 1970 Lithuania 7 December 1995 Luxembourg 14 February 1991 *On 3 October 1990, the German Democratic Republic acceded to the Federal Republic of Germany Page 3

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Membership List of IMO (page 3 of 4) Members and the Date of Receipt of the Instrument of Acceptance Madagascar 8 March 1961 Malawi 19 January 1989 Malaysia 17 June 1971 Maldives 31 May 1967 Mauritania 8 May 1961 Mauritius 18 May 1978 Mexico 21 September 1954 Monaco 22 December 1989 Mongolia 11 December 1996 Morocco 30 July 1962 Mozambique 17 January 1979 Myanmar 6 July 1951 Namibia 27 October 1994 Nepal 31 January 1979 Netherlands 31 March 1949 New Zealand 9 November 1960 Nicaragua 17 March 1982 Nigeria 15 March 1962 Norway 29 December 1958 Oman 30 January 1974 Pakistan 21 November 1958 Panama 31 December 1958 Papua New Guinea 6 May 1976 Paraguay 15 March 1993 Peru 15 April 1968 Philippines 9 November 1964 Poland 16 March 1960 Portugal 17 March 1976 Qatar 19 May 1977 Republic of Korea 10 April 1962 Romania 28 April 1965 Russian Federation* 24 December 1958 Saint Lucia 10 April 1980 Saint Vincent and the Grenadines 29 April 1981 Samoa 25 October 1996 Sao Tome and Principe 9 July 1990 Saudi Arabia 25 February 1969 Senegal 7 November 1960 Seychelles 13 June 1978 Sierra Leone 14 March 1973 Singapore 17 January 1966 * On 26 December 1991 the Russian Federation continued the membership of the Union of Soviet Socialist Republics Page 4

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Membership List of IMO (page 4 of 4) Members and the Date of Receipt of the Instrument of Acceptance 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 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

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 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 7 June 1967 Macau 2 February 1990 * On 22 May 1990, Democratic Yemen and Yemen merged to form a single state. Since that date, they have been representes as one Member with the name "Yemen" Page 1

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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:

+44 (0)171 735 7611 extension 2230/2225 +44 (0)171 587 3210 23588

Colophon and Copyright Notice to 'Ships’ Routeing' Edition of June 1998 INTERNATIONAL MARITIME ORGANIZATION 4 Albert Embankment, London SE1 7SR

IMO PUBLICATION Sales number: CD-501 © IMO 1998 Copyright to the Information © 1998 Design and Production: InterWise, Amersfoort, the Netherlands Tel/fax: +31 33 4627165 email [email protected] 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.