SHIPS’ Routeing2008 edition (consolidated)

This edition includes amendments adopted up to December 2007

The chartlets contained herein are not to be used for navigation

BINTERNATIONAL

MARITIMEORGANIZATIONLondon, 2008

First published in 1970

by the INTERNATIONAL MARITIME ORGANIZATION

4 Albert Embankment, London SE1 7SR

Second edition, 1972

Third edition, 1973

(Supplement, 1975)

Fourth edition, 1978

Fifth edition, 1984

Sixth edition, 1991

Seventh edition, 1999

Eighth edition, 2003 (updated to 2004, format amended)

Ninth edition, 2008

Printed in the United Kingdom by Polestar Wheatons Ltd, Exeter

2 4 6 8 10 9 7 5 3

ISBN: 978-92-801-4232-7

IMO PUBLICATION

Sales number: IC927E

Copyright # International Maritime Organization 2008

All rights reserved.

No part of this publication may be reproduced,

stored in a retrieval system or transmitted

in any form or by any means

without prior permission in writing from the

International Maritime Organization.

Note

This ninth edition supersedes the first, second, third,fourth, fifth, sixth, seventh and eighth editions andincludes all routeing measures adopted by IMO up toand including the eighty-third session (October 2007)of the Maritime Safety Committee. The expected datesof implementation of these revisions that have enteredinto force since the 2003 edition or were not in force onthe date of publication of this edition are shown infootnotes.

With regard to the dates of implementation of therouteing measures, reference should be made torelevant Notices to Mariners. Users of this publicationshould note that there may be a delay betweenamendment to the General Provisions on Ships’Routeing and routeing measures and the publicationof revised pages.

The numbers of reference charts in the descriptionof individual systems are those applicable at the timeof adoption. Where amendments have been made toexisting systems but from charts that are based on adifferent geodetic datum, this has been highlighted inthis edition.

Hydrographic services promulgate, by appropriatemeans, full details of routeing systems adopted byIMO and such General Provisions on Ships’ Routeing,as amended, as are relevant to the mariner.

iiiShips’ Routeing (2008 edition)

Contents

PageIntroduction . . . . . . . . . . . . . . . . . . . . xi

SOLAS 1974, as amended,regulation V/10 . . . . . . . . . . . . . . . . . . . . . . . xii

Part A — General provisions onships’ routeing

Introduction . . . . . . . . . . . . . . . . 11 Objectives . . . . . . . . . . . . . . . . . . 12 Definitions. . . . . . . . . . . . . . . . . . 13 Procedures and responsibilities . . . 24 Methods . . . . . . . . . . . . . . . . . . . 45 Planning . . . . . . . . . . . . . . . . . . . 76 Design criteria . . . . . . . . . . . . . . . 87 Temporary adjustments and

suspensions . . . . . . . . . . . . . . . . . 108 Use of routeing systems . . . . . . . . 119 Representation on charts. . . . . . . . 12

Part B — Traffic separation schemes

Rule 10 of COLREG 1972, as amended 1

Section I – Baltic SeaOff Sommers Island . . . . . . . . . . . . . I/1Off Hogland (Gogland) Island . . . . . I/2Off Rodsher Island. . . . . . . . . . . . . . I/3Off Kalbadagrund lighthouse . . . . . . I/4Off Porkkala lighthouse . . . . . . . . . . I/5Off Hankoniemi Peninsula . . . . . . . . I/6Off Kopu Peninsula (Hiiumaa Island) I/7Off Gotland Island. . . . . . . . . . . . . . I/8On the approaches to the Polish ports

in the Gulf of Gdansk – East . . . . I/9On the approaches to the Polish ports

in the Gulf of Gdansk – West . . . I/10Off Oland Island . . . . . . . . . . . . . . . I/11In Bornholmsgat . . . . . . . . . . . . . . . I/12North of Rugen . . . . . . . . . . . . . . . . I/13Off Falsterborev. . . . . . . . . . . . . . . . I/14In The Sound. . . . . . . . . . . . . . . . . . I/15South of Gedser . . . . . . . . . . . . . . . . I/16Off Kiel lighthouse . . . . . . . . . . . . . . I/17Between Korsoer and Sprogoe. . . . . . I/18At Hatter Barn . . . . . . . . . . . . . . . . I/19

Section II – Western European watersWest of the Scilly Isles . . . . . . . . . . . II/1South of the Scilly Isles. . . . . . . . . . . II/2Off Land’s End, between Seven Stones

and Longships . . . . . . . . . . . . . . . II/3Off Ushant . . . . . . . . . . . . . . . . . . . II/4Off Casquets . . . . . . . . . . . . . . . . . . II/5In the Strait of Dover and adjacent

waters . . . . . . . . . . . . . . . . . . . . . II/6

PageAt West Hinder . . . . . . . . . . . . . . . . II/7In the SUNK area and in the northern

approaches to the Thames estuary . II/8Off Friesland . . . . . . . . . . . . . . . . . . II/9In the approaches to Hook of Holland

and at North Hinder . . . . . . . . . . II/10Off Texel . . . . . . . . . . . . . . . . . . . . . II/11Off Vlieland, Vlieland North and

Vlieland Junction . . . . . . . . . . . . . II/12Terschelling–German Bight . . . . . . . . II/13German Bight western approach . . . . II/14Jade approach . . . . . . . . . . . . . . . . . II/15Elbe approach . . . . . . . . . . . . . . . . . II/16In the approaches to the River

Humber. . . . . . . . . . . . . . . . . . . . II/17Off Feistein . . . . . . . . . . . . . . . . . . . II/18Off the coast of Norway from Vardø

to Røst . . . . . . . . . . . . . . . . . . . . II/19Off Fastnet Rock . . . . . . . . . . . . . . . II/20Off Smalls . . . . . . . . . . . . . . . . . . . . II/21Off Tuskar Rock . . . . . . . . . . . . . . . II/22Off Skerries . . . . . . . . . . . . . . . . . . . II/23In the North Channel . . . . . . . . . . . . II/24Off Neist Point in The Minches . . . . II/25Off the south-west coast of Iceland –

North-west of Gardskagi Point . . . II/26Off the south-west coast of Iceland –

South-west of the ReykjanesPeninsula . . . . . . . . . . . . . . . . . . . II/27

Off Finisterre . . . . . . . . . . . . . . . . . . II/28Off Berlenga [revoked] . . . . . . . . . . . II/29Off Cape Roca. . . . . . . . . . . . . . . . . II/30Off Cape S. Vicente . . . . . . . . . . . . . II/31At Banco del Hoyo . . . . . . . . . . . . . II/32

Section III – Mediterranean Sea and Black Sea

In the Strait of Gibraltar . . . . . . . . . III/1Off Cabo de Gata . . . . . . . . . . . . . . III/2Off Cape Palos. . . . . . . . . . . . . . . . . III/3Off Cape La Nao . . . . . . . . . . . . . . . III/4Off Cani Island . . . . . . . . . . . . . . . . III/5Off Cape Bon . . . . . . . . . . . . . . . . . III/6In the Adriatic Sea: in the North

Adriatic Sea. . . . . . . . . . . . . . . . . III/7In the Adriatic Sea: approaches to

Gulf of Trieste . . . . . . . . . . . . . . . III/8In the Adriatic Sea: approaches to

Gulf of Venice . . . . . . . . . . . . . . . III/9In the Adriatic Sea: in the Gulf of

Trieste and approaches to/fromKoper . . . . . . . . . . . . . . . . . . . . . III/10

In the Adriatic Sea: approachesto/from Monfalcone . . . . . . . . . . . III/11

Saronicos Gulf (in the approaches toPiraeus Harbour) . . . . . . . . . . . . . III/12

Off the Mediterranean coast of Egypt III/13

Ships’ Routeing (2008 edition) (Amended 2008) v

PageIn the southern approaches to the

Kerch Strait . . . . . . . . . . . . . . . . . III/14Between the ports of Odessa and

Ilichevsk . . . . . . . . . . . . . . . . . . . III/15In the approaches to the ports of

Odessa and Ilichevsk . . . . . . . . . . III/16Strait of Istanbul – North approach. . III/17Strait of Istanbul . . . . . . . . . . . . . . . III/18Strait of Istanbul – South approach

and Sea of Marmara. . . . . . . . . . . III/19Strait of Canakkale . . . . . . . . . . . . . III/20Strait of Canakkale – South-west

approach . . . . . . . . . . . . . . . . . . . III/21

Section IV – Indian Ocean and adjacent waters

In the Gulf of Suez. . . . . . . . . . . . . . IV/1In the entrance to the Gulf of Aqaba . IV/2In the southern Red Sea – west and

south of Hanish al Kubra . . . . . . . IV/3In the southern Red Sea – east of Jabal

Zuqar Island . . . . . . . . . . . . . . . . IV/4In the Strait of Bab el Mandeb . . . . . IV/5Off Ras al Hadd . . . . . . . . . . . . . . . IV/6Off Ra’s al Kuh . . . . . . . . . . . . . . . IV/7In the Strait of Hormuz . . . . . . . . . . IV/8Tunb–Farur . . . . . . . . . . . . . . . . . . . IV/9Between Zaqqum and Umm Shaif . . . IV/10In the approaches to Ras Tanura and

Ju’aymah. . . . . . . . . . . . . . . . . . . IV/11Marjan/Zuluf . . . . . . . . . . . . . . . . . . IV/12Approaches to the port of Ra’s al

Khafji . . . . . . . . . . . . . . . . . . . . IV/13Off Mina Al-Ahmadi . . . . . . . . . . . . IV/14Off Dondra Head. . . . . . . . . . . . . . . IV/15Off Alphard Banks 34 miles south of

Cape Infanta . . . . . . . . . . . . . . . . IV/16Off the FA platform 47 miles south of

Mossel Bay . . . . . . . . . . . . . . . . . IV/17

Section V – South-East Asia

Summary chartlets for Straits ofMalacca and Singapore. . . . . . . . . V/1

At One Fathom Bank. . . . . . . . . . . . V/2Port Klang to Port Dickson . . . . . . . V/3Port Dickson to Tanjung Keling . . . . V/4Malacca to Iyu Kecil . . . . . . . . . . . . V/5In the Singapore Strait (Main Strait) . V/6Singapore Strait (Off St. John’s Island) V/7Singapore Strait (Off Changi/Pulau

Batam) . . . . . . . . . . . . . . . . . . . . V/8At Horsburgh lighthouse area . . . . . . V/9In the East Lamma and Tathong

Channels . . . . . . . . . . . . . . . . . . . V/10

Section VI – Australasia

South of Wilson Promontory in theBass Strait . . . . . . . . . . . . . . . . . . VI/1

In the Bass Strait . . . . . . . . . . . . . . . VI/2

Page

Section VII – North America, Pacific coast

In Prince William Sound. . . . . . . . . . VII/1In the Strait of Juan de Fuca and its

approaches . . . . . . . . . . . . . . . . . VII/2In Puget Sound and its approaches . . VII/3In Haro Strait and Boundary Pass, and

in the Strait of Georgia. . . . . . . . . VII/4Off San Francisco . . . . . . . . . . . . . . VII/5In the Santa Barbara Channel . . . . . . VII/6In the approaches to Los Angeles –

Long Beach . . . . . . . . . . . . . . . . . VII/7In the approaches to Salina Cruz. . . . VII/8

Section VIII – South America, Pacific coast

Landfall and approaches toTalara Bay. . . . . . . . . . . . . . . . . . VIII/1

Landfall and approaches to Paita Bay VIII/2Landfall off Puerto Salaverry . . . . . . VIII/3Landfall and approaches to Ferrol Bay

(Puerto Chimbote) . . . . . . . . . . . . VIII/4Approaches to Puerto Callao . . . . . . VIII/5In the approaches to Puerto Pisco . . . VIII/6Landfall and approaches to San

Nicolas Bay . . . . . . . . . . . . . . . . . VIII/7Landfall and approaches to Puerto Ilo VIII/8In the approaches to Arica . . . . . . . . VIII/9In the approaches to Iquique. . . . . . . VIII/10In the approaches to Antofagasta . . . VIII/11In the approaches to Quintero Bay . . VIII/12In the approaches to Valparaiso . . . . VIII/13In the approaches to Concepcion Bay VIII/14In the approaches to San Vicente Bay VIII/15In the approaches to Punta Arenas . . VIII/16

Section IX – Western North Atlantic Ocean,Gulf of Mexico and Caribbean Sea

In the approaches to Chedabucto Bay IX/1In the Bay of Fundy and approaches . IX/2In the approaches to Portland, Maine IX/3In the approach to Boston,

Massachusetts . . . . . . . . . . . . . . . IX/4In the approaches to Narragansett

Bay, Rhode Island, and BuzzardsBay, Massachusetts. . . . . . . . . . . . IX/5

Off New York . . . . . . . . . . . . . . . . . IX/6Off Delaware Bay. . . . . . . . . . . . . . . IX/7In the approaches to Chesapeake Bay IX/8In the approaches to the Cape Fear

River . . . . . . . . . . . . . . . . . . . . . IX/9In the approaches to Galveston Bay. . IX/10In the approaches to the port of

Veracruz . . . . . . . . . . . . . . . . . . . IX/11Off Cabo San Antonio . . . . . . . . . . . IX/12Off La Tabla . . . . . . . . . . . . . . . . . . IX/13Off Costa de Matanzas . . . . . . . . . . . IX/14In the Old Bahama Channel . . . . . . . IX/15Off Punta Maternillos. . . . . . . . . . . . IX/16Off Punta Lucrecia . . . . . . . . . . . . . . IX/17Off Cabo Maysi . . . . . . . . . . . . . . . . IX/18

vi (Amended 2008) Ships’ Routeing (2008 edition)

Page

Section X – Asia, Pacific coastIn the fourth Kuril Strait . . . . . . . . . X/1In the Proliv Bussol . . . . . . . . . . . . . X/2Off the Aniwa Cape . . . . . . . . . . . . . X/3In the approaches to the Gulf of

Nakhodka . . . . . . . . . . . . . . . . . . X/4Off the Ostrovnoi Point . . . . . . . . . . X/5In the waters off Chengshan Jiao

Promontory . . . . . . . . . . . . . . . . . X/6

Section XI – Eastern North Atlantic andSouth Atlantic Oceans

Between Grand Canary andFuerteventura . . . . . . . . . . . . . . . XI/1

Between Grand Canary and Tenerife . XI/2

Part C — Deep-water routes

Section I – Baltic SeaRecommendation on navigation

through the entrances to theBaltic Sea . . . . . . . . . . . . . . . . . . I/1

Deep-water route between Hatter Revand Hatter Barn. . . . . . . . . . . . . . I/2

Deep-water route off the east coastof Langeland . . . . . . . . . . . . . . . . I/3

Deep-water route north-east of Gedser I/4Deep-water route off Gotland Island . I/5Deep-water route inside the borders of

the traffic separation scheme fromGogland Island to Rodsher Island . I/6

Section II – Western European watersDeep-water route leading to the port of

Antifer . . . . . . . . . . . . . . . . . . . . II/1Deep-water route forming part of the

north-eastbound traffic lane of thetraffic separation scheme ‘‘In theStrait of Dover and adjacentwaters’’ . . . . . . . . . . . . . . . . . . . . II/2

Deep-water routes forming parts ofrouteing system ‘‘Off Friesland’’ . . II/3

Deep-water route leading toEuropoort . . . . . . . . . . . . . . . . . . II/4

Deep-water route leading to IJmuiden II/5Deep-water route west of the Hebrides II/6

Section III – South-East AsiaDeep-water routes within the traffic

separation schemes in the Strait ofMalacca . . . . . . . . . . . . . . . . . . . III/1

Deep-water routes forming part of theeastbound traffic lane of trafficseparation schemes in the SingaporeStrait. . . . . . . . . . . . . . . . . . . . . . III/2

Section IV – Western North Atlantic Ocean,Gulf of Mexico andCaribbean Sea

Deep-water route in the southernapproach to Chesapeake Bay. . . . . IV/1

Page

Part D — Areas to be avoidedSection I – North-western European waters

In the English Channel and itsapproaches [abolished] . . . . . . . . . I/1

Around the CS4 buoy in the DoverStrait. . . . . . . . . . . . . . . . . . . . . . I/2

Around the Foxtrot 3 station withinthe traffic separation scheme‘‘In the Strait of Dover andadjacent waters’’. . . . . . . . . . . . . . I/3

In the outer precautionary area of thetraffic separation scheme ‘‘In theSUNK area and in the northernapproaches to the Thames estuary’’ I/4

At North Hinder Junction Point . . . . I/5At Maas Centre . . . . . . . . . . . . . . . . I/6In the region of the Orkney Islands . . I/7In the region of The Fair Isle . . . . . . I/8In the region of the Shetland Islands . I/9Off the south-west coast of Iceland –

Eastern and Western areas . . . . . . I/10Off the south-west coast of Iceland –

Faxafloi Bay . . . . . . . . . . . . . . . . I/11Between The Smalls lighthouse and

Grassholme Island . . . . . . . . . . . . I/12In the region of the Rochebonne Shelf I/13In the region of the Berlengas Islands I/14

Section II – North and Central Americanwaters

In Roseway Basin, south of NovaScotia . . . . . . . . . . . . . . . . . . . . . II/1

In the region of Nantucket Shoals . . . II/2In the region of the Bermuda Islands . II/3Off the Florida coast . . . . . . . . . . . . II/4At Louisiana Offshore Oil Port

(LOOP) in the Gulf of Mexico . . . II/5At El Paso Energy Bridge deepwater

port in the Gulf of Mexico . . . . . . II/6In the approaches to the port of

Veracruz . . . . . . . . . . . . . . . . . . . II/7In the Gulf of Campeche . . . . . . . . . II/8At maritime oil terminal off Cayo

Arcas . . . . . . . . . . . . . . . . . . . . . II/9In the access routes to the ports of

Matanzas and Cardenas . . . . . . . . II/10In the Papahanaumokuakea Marine

National Monument PSSA . . . . . . II/11Off the Washington coast . . . . . . . . . II/12Off the California coast . . . . . . . . . . II/13In the approaches to Salina Cruz. . . . II/14

Section III – Other areas to be avoidedIn the southern Baltic Sea south of the

island of Gotland: Hoburgs Bank . III/1In the southern Baltic Sea south of the

island of Gotland: NorraMidsjobanken . . . . . . . . . . . . . . . III/2

In the North Adriatic Sea . . . . . . . . III/3In the approaches to the Gulf of

Venice . . . . . . . . . . . . . . . . . . . . III/4In the region of the Vorioi Sporadhes

Islands . . . . . . . . . . . . . . . . . . . . III/5

Ships’ Routeing (2008 edition) (Amended 2008) vii

PageNorth of the Straits of Tiran . . . . . . . III/6North of Sharm el Sheikh harbour . . III/7At the southern extremity of the

Sinai Peninsula. . . . . . . . . . . . . . . III/8In the region of Fasht Buldani . . . . . III/9In the region of Mahe Island in the

Seychelles . . . . . . . . . . . . . . . . . . III/10In the region of the Aldabra Islands

in the Seychelles . . . . . . . . . . . . . . III/11In the region of the Great Barrier Reef III/12In the region of Three Kings Islands . III/13Off the north-east coast of the North

Island of New Zealand . . . . . . . . III/14In the Bass Strait . . . . . . . . . . . . . . . III/15Malpelo Island. . . . . . . . . . . . . . . . . III/16In the Galapagos Archipelago . . . . . III/17In the Paracas National Reserve . . . . III/18In the region of Cape Terpeniya

(Sakhalin) . . . . . . . . . . . . . . . . . . III/19Off Lanzarote Island . . . . . . . . . . . . III/20Off the island of Grand Canary . . . . III/21Off the island of Tenerife . . . . . . . . . III/22Off La Palma Island . . . . . . . . . . . . III/23Off the island of El Hierro . . . . . . . . III/24Around oil rigs off the Brazilian coast

– Campos Basin . . . . . . . . . . . . . III/25

Part E — Other routeing measuresRecommended tracks in the

approaches to the Polish ports inthe Gulf of Gdansk . . . . . . . . . . . 1

Recommended directions of trafficflow in the English Channel[cancelled] . . . . . . . . . . . . . . . . . . 2

Recommended directions of trafficflow within the precautionary areaaround the Foxtrot 3 station in theDover Strait. . . . . . . . . . . . . . . . . 3

Two-way route and recommendedroute in the SUNK area and in thenorthern approaches to the Thamesestuary . . . . . . . . . . . . . . . . . . . . 4

Recommendations on navigationaround the United Kingdom coast . 5

Recommended directions of trafficflow in the German Bight . . . . . . . 6

Recommended routes in the Fair IsleChannel. . . . . . . . . . . . . . . . . . . . 7

Recommended routes joining trafficseparation schemes off the coast ofNorway from Vardø to Røst . . . . . 8

Recommended routes in The Minches 9Two-way routes off the south-west

coast of Iceland . . . . . . . . . . . . . . 10Recommended directions of traffic

flow in the precautionary area offTanger-Med in the Strait ofGibraltar . . . . . . . . . . . . . . . . . . . 11

Routeing measures in the Strait ofBonifacio. . . . . . . . . . . . . . . . . . . 12

Recommended directions of trafficflow in the Channel of Otranto,southern and central Adriatic Sea . 13

PageRecommended routes off the

Mediterranean coast of Egypt . . . 14Recommended directions of traffic

flow off Ras Shukheir . . . . . . . . . 15In the southern Red Sea –

Recommended tracks between JabalZuqar and the precautionary areaand between Hanish al Kubra andthe precautionary area . . . . . . . . . 16

In the southern Red Sea –Precautionary area north of thetraffic separation scheme ‘‘In theStrait of Bab el Mandeb’’ . . . . . . . 17

Two-way route in the Great North-East Channel, Torres Strait . . . . . 18

Precautionary area off the west coastof the North Island of New Zealand 19

Recommended two-way route in theStrait of Juan de Fuca . . . . . . . . . 20

Recommended tracks off theCalifornia coast for ships of 300gross tonnage and above and forships carrying hazardous cargo inbulk . . . . . . . . . . . . . . . . . . . . . . 21

Recommended tracks through theGalapagos ATBA to enter theParticularly Sensitive Sea Area . . . 22

Precautionary area in the region of theGrand Banks of Newfoundland . . 23

Two-way route off Delaware Bay . . . 24Recommended tracks in the Gulf of

Campeche . . . . . . . . . . . . . . . . . . 25Precautionary area in the approaches

to the port of Veracruz . . . . . . . . 26

Part F — Associated rules andrecommendations onnavigation

Recommendations on navigationthrough the Gulf of FinlandTraffic area . . . . . . . . . . . . . . . . . 1

Recommendations on navigation tothe Polish ports through the Gulf ofGdansk Traffic area . . . . . . . . . . 2

Recommendations on navigationthrough the English Channel andthe Dover Strait . . . . . . . . . . . . . 3

Rules and recommendations onnavigation through the Strait ofIstanbul, the Strait of Canakkaleand the Marmara Sea . . . . . . . . . 4

Rules for ships navigating in the Gulfof Suez . . . . . . . . . . . . . . . . . . . 5

Rules for navigation of laden tankersoff the South African coast . . . . . 6

Rules for vessels navigating throughthe Straits of Malacca andSingapore . . . . . . . . . . . . . . . . . . 7

Navigation in the vicinity of the GrandBanks of Newfoundland . . . . . . . 8

viii (Amended 2008) Ships’ Routeing (2008 edition)

PagePart G — Mandatory ship reporting

systems, mandatoryrouteing systems andmandatory no anchoringareas

SOLAS 1974, as amended,regulation V/11 . . . . . . . . . . . . . . . . . . . . . . . 1

Section I – Mandatory ship reporting systemsIn the Gulf of Finland [GOFREP]. . . I/1On the approaches to the Polish ports

in the Gulf of Gdansk [GDANREP] I/2In the Storebælt (Great Belt) Traffic

area [BELTREP] . . . . . . . . . . . . . I/3The West European Tanker Reporting

System [WETREP] . . . . . . . . . . . . I/4Off Ushant [OUESSREP] . . . . . . . . . I/5Off Les Casquets and the adjacent

coastal area [MANCHEREP] . . . . I/6In the Dover Strait/Pas de Calais

[CALDOVREP] . . . . . . . . . . . . . . I/7Off the south-west coast of Iceland

[TRANSREP] . . . . . . . . . . . . . . . I/8In the ‘‘Off Finisterre’’ traffic

separation scheme area [FINREP] . I/9‘‘In the Strait of Gibraltar’’ traffic

separation scheme area [GIBREP] . I/10In the Strait of Bonifacio

[BONIFREP] . . . . . . . . . . . . . . . . I/11In the Adriatic Sea [ADRIREP] . . . . I/12In the Straits of Malacca and

Singapore [STRAITREP] . . . . . . . I/13In the Torres Strait region and the

Inner Route of the Great BarrierReef [REEFREP] . . . . . . . . . . . . . I/14

In the Papahanaumokuakea MarineNational Monument ParticularlySensitive Sea Area [CORALSHIPREP] . . . . . . . . . . . . . . . . . . I/15

In the Galapagos Particularly SensitiveSea Area [GALREP] . . . . . . . . . . I/16

PageMandatory ship reporting systems in

Greenland waters [GREENPOS &COAST CONTROL] . . . . . . . . . . I/17

Mandatory ship reporting systems forprotection of endangered NorthAtlantic Right Whales in sea areasoff the north-eastern and south-eastern coasts of the United States. I/18

Off Chengshan Jiao Promontory . . . . I/19The Canary Islands [CANREP] . . . . . I/20

Section II – Mandatory routeing systems andmandatory no anchoring areas

Mandatory route for tankers fromNorth Hinder to the German Bightand vice versa . . . . . . . . . . . . . . . II/1

Mandatory no anchoring area in theapproaches to the Gulf of Venice. . II/2

Mandatory no anchoring areas in theTortugas Ecological Reserve andTortugas Bank . . . . . . . . . . . . . . . II/3

Mandatory no anchoring area at ElPaso Energy Bridge deepwater portin the Gulf of Mexico . . . . . . . . . . II/4

Mandatory no anchoring areas for allships on Flower Garden Bankscoral reefs . . . . . . . . . . . . . . . . . . II/5

Mandatory no anchoring areas onSharks Bank and Long Shoal . . . . II/6

Part H — Adoption, designationand substitution ofarchipelagic sea lanes

General provisions for the adoption,designation and substitution ofarchipelagic sea lanes . . . . . . . . . . 1

Section I – Adopted archipelagic sea lanesPartial system of achipelagic sea lanes

in Indonesian archipelagic waters. . I/1

Ships’ Routeing (2008 edition) (Amended 2008) ix

Introduction

The practice of following predetermined routes origi-nated in about 1898 and was adopted, for reasons ofsafety, by shipping companies operating passengerships across the North Atlantic. Related provisionswere subsequently incorporated into the InternationalConventions for the Safety of Life at Sea.

The 1960 Safety Convention referred to the samepractice in converging areas on both sides of the NorthAtlantic. The Contracting Governments undertookthe responsibility of using their influence to induce theowners of all passenger ships crossing the Atlantic tofollow the recognized routes and to do everything intheir power to ensure adherence to such routes inconverging areas by all ships, so far as circumstancespermit.

In 1961 the institutes of navigation of the FederalRepublic of Germany, France and the United King-dom undertook a study of measures for separatingtraffic in the Strait of Dover and, subsequently, incertain other areas where statistics indicated anincreased risk of collision. Their studies resulted inproposals for the separation of traffic in those areas aswell as for certain basic principles of ships’ routeing.These proposals were submitted to the InternationalMaritime Organization (IMO), the specialized agencyof the United Nations responsible for maritime safety,efficiency of navigation and prevention of marinepollution, and were generally adopted. This initial stepwas further developed by IMO and the basic conceptof separating opposing traffic was applied to manyareas throughout the world.

The increase in recent years in the size and draughtof ships has produced problems in certain shallow-water areas and led to the establishment of deep-waterroutes.

Similarly, the hazards to navigation in certain areasand the associated dangers to the marine environmentand ecology have resulted in the establishment andadoption of ‘‘areas to be avoided’’ by certain ships.

Today, in accordance with regulation 10.2 of therevised chapter V of the International Convention forthe Safety of Life at Sea, 1974 (1974 SOLASConvention), IMO is recognized as the only interna-tional body for establishing and adopting measures onan international level concerning routeing and areas tobe avoided by ships or certain classes of ships; whilst,in accordance with regulation 11.2 of the revisedchapter V of the International Convention for theSafety of Life at Sea, 1974, IMO is recognized as theonly international body for developing guidelines,criteria and regulations on an international level,including adoption of ship reporting systems.

Ships’ Routeing is intended primarily for Adminis-trations responsible for planning and supportingrouteing systems for use by international shipping.

There are two categories of routeing systems. The firstcategory of routeing systems includes traffic separa-tion schemes, two-way routes, recommended tracks,areas to be avoided, inshore traffic zones, round-abouts, precautionary areas and deep-water routes.The second category is archipelagic sea lanes. Part Aconsists of General Provisions on Ships’ Routeingwhich have been developed to ensure that all adoptedrouteing systems conform to the same general criteriaand principles. Parts B to F include descriptions ofrouteing systems and associated rules and recommen-dations on navigation which have been adopted by theOrganization. Part G includes descriptions of manda-tory ship reporting systems and mandatory routeingmeasures which have been adopted by the Organiza-tion. Part H takes into account the unique character ofachipelagic sea lanes as a routeing system and providesguidance for the preparation, consideration andadoption of proposals for the adoption, designationand substitution of archipelagic sea lanes.

Rule 10 of the International Regulations forPreventing Collisions at Sea, 1972 (COLREG 1972),as amended by Assembly resolutions A.464(XII),A.626(15), A.678(16) and A.910(22), prescribes theconduct of vessels within or near traffic separationschemes adopted by IMO. The text of rule 10 isreproduced in part B.

Through its appropriate bodies, IMO keeps thesubject of ships’ routeing under continuous review byadopting new routeing systems and amending or,when necessary, withdrawing existing systems.

A Government intending to establish a new oramended routeing system should be guided by thispublication and follow all recommended consultativeprocedures to ensure that a proposed system willcomply with the relevant General Provisions on Ships’Routeing in part A and part H.

Proposed routeing measures should be submitted tothe Sub-Committee on Safety of Navigation at leastthree months before a scheduled meeting. The Sub-Committee will evaluate a proposal for technicalcompliance with the General Provisions and make arecommendation regarding its adoption. Submissionsshould include, in addition to the description of therouteing measure and associated chartlet, the referencechart or charts listed in the description of the routeingmeasure with the proposed routeing system delineatedthereon. Member Governments should also take intoaccount MSC/Circ. 1060 ‘‘Guidance notes on thepreparation of proposals on ships’ routeing systemsand ship reporting systems for submission to the Sub-Committee on Safety of Navigation’’ and its amend-ment in MSC.1/Circ.1060/Add.1.

The Maritime Safety Committee will adopt allrouteing measures in accordance with Assemblyresolutions A.572(14), as amended, and A.858(20).

xiShips’ Routeing (2008 edition)

INTERNATIONAL CONVENTION FORTHE SAFETY OF LIFE AT SEA, 1974, AS AMENDED

Regulation V/10 – Ships’ routeing*

1 Ships’ routeing systems contribute to safety oflife at sea, safety and efficiency of navigation,and/or protection of the marine environment.Ships’ routeing systems are recommended for useby, and may be made mandatory for, all ships,certain categories of ships or ships carryingcertain cargoes, when adopted and implementedin accordance with the guidelines and criteriadeveloped by the Organization.{

2 The Organization is recognized as the onlyinternational body for developing guidelines,criteria and regulations on an international levelfor ships’ routeing systems. Contracting Govern-ments shall refer proposals for the adoption ofships’ routeing systems to the Organization. TheOrganization will collate and disseminate toContracting Governments all relevant informa-tion with regard to any adopted ships’ routeingsystems.

3 The initiation of action for establishing a ships’routeing system is the responsibility of theGovernment or Governments concerned. Indeveloping such systems for adoption by theOrganization, the guidelines and criteria devel-oped by the Organization{ shall be taken intoaccount.

4 Ships’ routeing systems should be submitted tothe Organization for adoption. However, aGovernment or Governments implementingships’ routeing systems not intended to besubmitted to the Organization for adoption orwhich have not been adopted by the Organiza-tion are encouraged to take into account,wherever possible, the guidelines and criteriadeveloped by the Organization.{

5 Where two or more Governments have acommon interest in a particular area, they shouldformulate joint proposals for the delineation anduse of a routeing system therein on the basis ofan agreement between them. Upon receipt ofsuch proposal and before proceeding with theconsideration of it for adoption, the Organiza-tion shall ensure details of the proposal aredisseminated to the Governments which have acommon interest in the area, including countriesin the vicinity of the proposed ships’ routeingsystem.

6 Contracting Governments shall adhere to themeasures adopted by the Organization concern-ing ships’ routeing. They shall promulgate allinformation necessary for the safe and effectiveuse of adopted ships’ routeing systems. AGovernment or Governments concerned maymonitor traffic in those systems. ContractingGovernments shall do everything in their powerto secure the appropriate use of ships’ routeingsystems adopted by the Organization.

7 A ship shall use a mandatory ships’ routeingsystem adopted by the Organization as requiredfor its category or cargo carried and in accor-dance with the relevant provisions in force unlessthere are compelling reasons not to use aparticular ships’ routeing system. Any suchreason shall be recorded in the ship’s log.

8 Mandatory ships’ routeing systems shall bereviewed by the Contracting Government orGovernments concerned in accordance with theguidelines and criteria developed by the Organi-zation.{

9 All adopted ships’ routeing systems and actionstaken to enforce compliance with those systemsshall be consistent with international law,including the relevant provisions of the 1982United Nations Convention on the Law of theSea.

10 Nothing in this regulation nor its associatedguidelines and criteria{ shall prejudice the rightsand duties of Governments under internationallaw or the legal regimes of straits used forinternational navigation and archipelagic sealanes.

* This amended text was adopted on 5 December 2000 and entered into force on 1 July 2002.{ Refer to the General provisions on ships’ routeing adopted by the Organization by resolution A.572(14), as amended.

xii Ships’ Routeing (2008 edition)

PART A

GENERAL PROVISIONSON

SHIPS’ ROUTEING

A

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General provisions on ships’ routeing

INTRODUCTION

The General Provisions on Ships’ Routeing areestablished pursuant to regulation V/10 of the SOLASConvention.

1 OBJECTIVES

1.1 The purpose of ships’ routeing is to improve thesafety of navigation in converging areas and in areaswhere the density of traffic is great or where freedomof movement of shipping is inhibited by restricted sea-room, the existence of obstructions to navigation,limited depths or unfavourable meteorological condi-tions. Ships’ routeing may also be used for the purposeof preventing or reducing the risk of pollution or otherdamage to the marine environment caused by shipscolliding or grounding or anchoring in or nearenvironmentally sensitive areas.

1.2 The precise objectives of any routeing system willdepend upon the particular hazardous circumstanceswhich it is intended to alleviate, but may include someor all of the following:

.1 the separation of opposing streams of trafficso as to reduce the incidence of head-onencounters;

.2 the reduction of dangers of collision betweencrossing traffic and shipping in establishedtraffic lanes;

.3 the simplification of the patterns of trafficflow in converging areas;

.4 the organization of safe traffic flow in areas ofconcentrated offshore exploration or exploi-tation;

.5 the organization of traffic flow in or aroundareas where navigation by all ships or bycertain classes of ship is dangerous orundesirable;

.6 the organization of safe traffic flow in oraround or at a safe distance from environ-mentally sensitive areas;

.7 the reduction of risk of grounding by provid-ing special guidance to vessels in areas wherewater depths are uncertain or critical; and

.8 the guidance of traffic clear of fishing groundsor the organization of traffic through fishinggrounds.

2 DEFINITIONS

2.1 The following terms are used in connection withmatters related to ships’ routeing:

.1 Routeing systemAny system of one or more routes or routeingmeasures aimed at reducing the risk of

casualties; it includes traffic separationschemes, two-way routes, recommendedtracks, areas to be avoided, no anchoringareas, inshore traffic zones, roundabouts,precautionary areas and deep-water routes.

.2 Mandatory routeing systemA routeing system adopted by the Organiza-tion, in accordance with the requirements ofregulation V/10 of the International Conven-tion for the Safety of Life at Sea 1974, formandatory use by all ships, certain categoriesof ships or ships carrying certain cargoes.

.3 Traffic separation scheme*

A routeing measure aimed at the separation ofopposing streams of traffic by appropriatemeans and by the establishment of trafficlanes.

.4 Separation zone or line*

A zone or line separating the traffic lanes inwhich ships are proceeding in opposite ornearly opposite directions; or separating atraffic lane from the adjacent sea area; orseparating traffic lanes designated for parti-cular classes of ship proceeding in the samedirection.

.5 Traffic lane*

An area within defined limits in which one-way traffic is established. Natural obstacles,including those forming separation zones,may constitute a boundary.

.6 RoundaboutA routeing measure comprising a separationpoint or circular separation zone and acircular traffic lane within defined limits.Traffic within the roundabout is separatedby moving in a counterclockwise directionaround the separation point or zone.

.7 Inshore traffic zone*

A routeing measure comprising a designatedarea between the landward boundary of atraffic separation scheme and the adjacentcoast, to be used in accordance with theprovisions of rule 10(d), as amended, of theInternational Regulations for Preventing Col-lisions at Sea, 1972 (Collision Regulations).

.8 Two-way routeA route within defined limits inside whichtwo-way traffic is established, aimed atproviding safe passage of ships throughwaters where navigation is difficult or danger-ous.

.9 Recommended routeA route of undefined width, for the conve-

* These terms are used in the 1972 Collision Regulations.

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nience of ships in transit, which is oftenmarked by centreline buoys.

.10 Recommended trackA route which has been specially examined toensure so far as possible that it is free ofdangers and along which ships are advised tonavigate.

.11 Deep-water routeA route within defined limits which has beenaccurately surveyed for clearance of sea bottomand submerged obstacles as indicated on thechart.

.12 Precautionary areaA routeing measure comprising an area withindefined limits where ships must navigate withparticular caution and within which thedirection of traffic flow may be recommended.

.13 Area to be avoidedA routeing measure comprising an area withindefined limits in which either navigation isparticularly hazardous or it is exceptionallyimportant to avoid casualties and whichshould be avoided by all ships, or certainclasses of ship.

.14 No anchoring areaA routeing measure comprising an area withindefined limits where anchoring is hazardousor could result in unacceptable damage to themarine environment. Anchoring in a noanchoring area should be avoided by all shipsor certain classes of ships, except in case ofimmediate danger to the ship or the personson board.

.15 Established direction of traffic flowA traffic flow pattern indicating the direc-tional movement of traffic as establishedwithin a traffic separation scheme.

.16 Recommended direction of traffic flowA traffic flow pattern indicating a recom-mended directional movement of traffic whereit is impractical or unnecessary to adopt anestablished direction of traffic flow.

3 PROCEDURES AND RESPONSIBILITIES

Procedures and functions of IMO

3.1 IMO is recognized as the only international bodyresponsible for establishing and adopting measures onan international level concerning ships’ routeingsystems for use by all ships, certain categories of shipsor ships carrying certain cargoes or types andquantities of bunker fuel.

3.2 In deciding whether or not to adopt or amend atraffic separation scheme, IMO will consider whether:

.1 the aids to navigation proposed will enablemariners to determine their position withsufficient accuracy to navigate in the schemein accordance with rule 10 of the 1972Collision Regulations, as amended;

.2 the state of hydrographic surveys in the area isadequate;*

.3 the scheme takes account of the acceptedplanning considerations and complies with thedesign criteria for traffic separation schemesand with established methods of routeing.

3.3 In deciding whether or not to adopt or amend arouteing system other than a traffic separation scheme,IMO will consider whether the aids to navigation andthe state of hydrographic surveys are adequate for thepurpose of the system.*

3.4 IMO shall not adopt or amend any routeingsystem without the agreement of the interested coastalStates, where that system may affect:

.1 their rights and practices in respect of theexploitation of living and mineral resources;

.2 the environment, traffic pattern or establishedrouteing systems in the waters concerned; and

.3 demands for improvements or adjustments inthe navigational aids or hydrographic surveysin the waters concerned.

3.5 In deciding whether or not to adopt or amend amandatory routeing system, IMO will, in addition tothe provisions of paragraphs 3.2, 3.3, as appropriate,and 3.4, consider whether:

.1 proper and sufficient justification for theestablishment of a mandatory routeing systemhas been provided by the sponsoring Govern-ment or Governments; and

.2 ports or harbours of littoral States would beadversely affected.

3.6 In deciding whether or not to adopt or amend arouteing system which is intended to protect themarine environment, IMO will consider whether:

.1 the proposed routeing system can reasonablybe expected to significantly prevent or reducethe risk of pollution or other damage to themarine environment of the area concerned;

.2 given the overall size of the area to beprotected, or the aggregate number of envir-onmentally sensitive areas established oridentified in the geographical region con-cerned, the use of routeing systems – particu-larly areas to be avoided – could have theeffect of unreasonably limiting the sea areaavailable for navigation; and

.3 the proposed routeing system meets therequirements of these General Provisions.

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

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3.7 IMO will not adopt a proposed routeing systemuntil is is satisfied that the proposed system will notimpose unnecessary constraints on shipping and iscompletely in accordance with the requirements ofregulation V/10, paragraph 9 of the SOLAS Conven-tion. In particular, an area to be avoided will not beadopted if it would impede the passage of shipsthrough an international strait.

Responsibilities of Governments andrecommended and compulsory practices

3.8 A new or amended routeing system adopted byIMO shall not come into force as an IMO adoptedsystem before an effective date promulgated by theGovernment that proposed the system, which shall becommunicated to IMO by the responsible Govern-ment. That date shall not be earlier than six monthsafter the date of adoption of a routeing system byIMO but, when new chart editions necessitate asubstantially longer period between adoption andimplementation, IMO shall set a later date as requiredby the circumstances of the case. If the Governmentthat proposed the system is unable at the time ofadoption by IMO to declare a definite date ofimplementation, this information should be commu-nicated to IMO as soon as possible thereafter and theimplementation date then declared should not beearlier than four months after the date on which thedeclaration is made; in the case of a traffic separationscheme the exact time of implementation should alsobe stated. If there is a protracted delay in making sucha declaration, the Government concerned shouldperiodically inform IMO of the situation and forecastwhen implementation is likely to be possible. EitherNotices to Mariners to amend charts, or revised chartsto depict the system, shall be made available in ampletime before the system comes into force.

3.9 The responsible Government implementing anew or amended routeing system should ensure thatfull and final details of planned changes to aids tonavigation, anchorage areas or pilot boarding areaswhich are closely associated with the system andimportant to its effective utilization by the mariner areprovided to the appropriate hydrographic authority atleast six months prior to the date of implementation.

3.10 When establishing or amending a routeingsystem in a particular area where two or moreGovernments have a common interest, they shouldformulate joint proposals for adoption by IMO inaccordance with SOLAS chapter V, regulation 10.5.

3.11 A Government, or Governments jointly, propos-ing a new routeing system or an amendment to anadopted system, any part of which lies beyond its ortheir territorial sea, should consult IMO so that suchsystem may be adopted or amended by IMO forinternational use. Such Government or Governmentsshould furnish all relevant information, in particularwith regard to:

.1 the objectives of the proposed routeing systemand a demonstrated need for its establish-ment, including the consideration of alterna-

tive routeing measures and the reasons whythe proposed routeing system is preferred;

.2 the traffic pattern, hazards to navigation, aidsto navigation and the state of hydrographicsurveys;

.3 marine environmental considerations;

.4 the application to all ships, certain categoriesof ships or ships carrying certain cargoes ortypes and quantities of bunker fuel of arouteing system or any part thereof;

.5 any alternative routeing measure, if necessary,for all ships, certain categories of ships orships carrying certain cargoes which may beexcluded from using a routeing system or anypart thereof; and

.6 the delineation of the routeing system asshown on a nautical chart (type of nauticalchart as appropriate) and a description of thesystem including the geographical co-ordi-nates. The co-ordinates should be given in theWGS 84 datum; in addition, geographical co-ordinates should also be given in the samedatum as the nautical chart, if this chart isbased on a datum other than WGS 84.

3.12 Governments are recommended to ensure, as faras practicable, that drilling rigs (MODUs), explorationplatforms and other similar structures are not estab-lished within the traffic lanes of routeing systemsadopted by IMO or near their terminations. When thetemporary positioning of a drilling rig or a similarstructure in a traffic lane of an adopted trafficseparation scheme cannot be avoided, the systemshould, if necessary, be amended temporarily inaccordance with the guidelines given in section 7. Inthe case of mandatory routeing systems, Governmentsshould ensure that drilling rigs (MODUs), explorationplatforms and other structures obstructing navigationand not being an aid to navigation will not beestablished within the traffic lanes of a traffic separationscheme being part of a mandatory routeing system.

3.13 If the above exploration activities lead to thefinding of important exploitation prospects, the effectof subsequent exploitation on the safety of marinetraffic should be considered carefully. If the establish-ment of permanent installations within a trafficseparation scheme is unavoidable, permanent amend-ments to the scheme, if deemed necessary, should besubmitted to IMO for adoption.

3.14 Governments establishing routeing systems, nopart of which lies beyond their territorial seas or instraits used for international navigation, are requestedto design them in accordance with IMO guidelines andcriteria for such schemes and submit them to IMO foradoption.

3.15 Where, for whatever reason, a Governmentdecides not to submit a routeing system to IMO, itshould, in promulgating the system to mariners, ensurethat there are clear indications on charts and in nauticalpublications as to what rules apply to the system.

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3.16 Governments establishing routeing systems,other than traffic separation schemes, no parts ofwhich lie beyond their territorial seas, are recom-mended to follow the same procedure as that set out inparagraphs 3.14 and 3.15 above.

3.17 A routeing system, when adopted by IMO, shallnot be amended or suspended before consultation withand agreement by IMO unless local conditions or theurgency of the case, as described in paragraph 3.19,require that earlier action be taken. In considering theproposal, IMO shall take account of the objectives,procedures, responsibilities, methods and criteria forrouteing systems as set out in these General Provi-sions. A mandatory routeing system, when adopted byIMO, shall not be temporarily amended or suspendedexcept in urgent cases as described in paragraph 3.19.

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

3.19 In an emergency such as might result from theunexpected blocking or obstruction of a traffic lane orany other part of a routeing system by a wreck orother hazard, immediate temporary changes in the useof the affected traffic separation scheme or otherrouteing system may be made by the responsible andsponsoring Government or Governments, with theobjective of directing traffic flow clear of the newhazard. In such cases, every possible measure shall betaken by the Government or Governments concernedto immediately inform shipping of the hazard and ofthe temporary changes which have been made.

The responsible and sponsoring Government orGovernments should inform IMO as soon as possibleof any such changes and their justification.

3.20 By rules 10(k) and 10(l) respectively of the 1972Collision Regulations, a vessel restricted in its abilityto manoeuvre when engaged in an operation for eitherthe maintenance of safety of navigation or the laying,servicing or picking up of a submarine cable in a trafficseparation scheme is exempted from complying withrule 10 to the extent necessary to carry out theoperation. The Government or authority responsiblefor safety of navigation in a traffic separation schemeshould ensure that:

.1 the intention of undertaking such an opera-tion is first notified to each Government orappropriate authority concerned;

.2 information about such ships working in atraffic separation scheme is, as far as practic-able, promulgated in advance by Notice toMariners, and subsequently by radionaviga-tion warnings broadcast before and at regularintervals during the operations; and

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

4 METHODS

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

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

In this method, streams of traffic proceeding inopposite or nearly opposite directions are separatedby separation zones (4) or lines (3); the use of zones isto be preferred, but in narrow passages and restrictedwaters it may be necessary to use a separation linerather than a zone so as to allow more navigable spacein the traffic lanes. A length of separation line mayalso be substituted for a zone in positions where thismay encourage and facilitate correct procedures bycrossing traffic. The outside limits (6) of such trafficseparation schemes are the outer boundaries of thetraffic lanes. The arrows (1) indicate the establisheddirection of traffic flow.

1

4

6

6

3

1

★

02

07

5

Figure 1 – Traffic separation by separation zoneand line

4.2 The separation of opposing streams of trafficby natural obstructions and geographically definedobjects

This method is used where there is a defined area withobstructions such as islands, shoals or rocks restrictingfree movement and providing a natural division foropposing traffic streams.

1

6

6

1

02

07

6

Figure 2 – Separation of traffic bynatural obstructions

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4.3 The separation of through and local traffic byproviding inshore traffic zones

Beyond the outside limits of traffic separationschemes, ships may navigate in any direction. Wheresuch areas lie between the traffic separation schemeand the coast they may be designated as inshore trafficzones (see also figures 4 and 10), with the purpose ofkeeping local traffic clear of the traffic separationscheme which should be used by through traffic.

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

1

3

4

3

5

Inshoretraffic zone

Insh

ore

tra

ffic

zone

★★

★

02

07

7

Figure 3 – Inshore traffic zones

4.4 The sectorial division of adjacent trafficseparation schemes at approaches to focal points

This method is used where ships converge at a focalpoint or a small area from various directions. Portapproaches, sea pilot stations, positions where landfallbuoys or lightvessels are located, entrances to chan-nels, canals, estuaries, etc., may be considered as suchfocal points.

Inshore tr

affic zo

ne

Inshore traffic zone3

6

4

3

★★★

02

07

8

Figure 4 – Sectorial division of adjacent trafficseparation schemes at approaches to focal points

4.5 The routeing of traffic at focal points and routejunctions where traffic separation schemes meet

The routeing measure to be utilized at focal points,route junctions and intersections should be selectedfrom the most appropriate of the following methods:

.1 RoundaboutsIf the need can be demonstrated, a roundaboutmay be used to guide traffic counterclockwiseround a circular separation zone (4) or specifiedpoint, as illustrated in figure 5.

.2 JunctionsThese methods are used where two routes joinor cross. The directions of traffic flow areestablished in the lanes of the adjoiningschemes; the separation zone may be inter-rupted, as shown in figures 6 and 7, orreplaced by a separation line, as shown infigure 8, in order to emphasize the correctmethod of crossing by traffic changing fromone scheme to the other.

6

6

61

3★

★

02

07

9

4

Figure 5 – Separation of traffic at a roundabout

02

08

0

Figure 6 – Separation of traffic at a crossing

02

08

1

Figure 7 – Separation of traffic at a junction

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.3 Precautionary areas

It may be best, when routes converge, toterminate them clear of their potential joiningpoints and in such a case a precautionary area(9) can be instituted so as to emphasize theneed for care in navigation. Figures 9 and 10illustrate the use of such an area at focalpoints; a direction of traffic flow may berecommended (2) around the focal point, asshown in figure 10.

11

34

4

16

6

02

08

2

Figure 8 – A junction, showing a separation linesubstituted for a zone, where there

will be crossing traffic

02

08

3

Precautionary

area

★ ★

9

Figure 9 – Precautionary area at a focal point

02

08

4

9

Inshore traffic zone

3

49

2

4

!

!

Figure 10 – Precautionary area with recommendeddirection of traffic flow around an area to be avoided

Figure 11 gives an example of how a precau-tionary area (9) can be used at a junction withcrossing traffic. The traffic lanes are termi-nated short of the point where traffic isexpected to cross and replaced by a precau-tionary area within which the recommendeddirections of traffic flow (2) are indicated.

Precautionary areas may also be used at thetermination of any single route.

02

08

5

64

4

1

9

2

2

!

Figure 11 – Precautionary area at a junctionwith recommended directions of traffic flow

02

08

6

6DW

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

6

02

08

7

DW

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

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4.6 Other routeing methods

Other routeing methods which may be used are asshown in the figures below:

.1 Deep-water routes (figures 12 and 13);

.2 Areas to be avoided (figures 10 and 18);

.3 Recommended directions of traffic flow (figure14), two-way routes (figure 15) and recom-mended routes and tracks through areas wherenavigation is difficult or dangerous (figures 16and 17);

.4 No anchoring areas (figure 19).

1

2

2

1

40

20

88

Figure 14 – Recommended directions of traffic flowbetween two traffic separation schemes

2

02

08

9

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

8

8

02

09

0

Figure 16 – Recommended routes

5 PLANNING

5.1 The routeing system selected for a particular areashould aim at providing safe passage for ships throughthe area without unduly restricting legitimate rightsand practices, and taking account of anticipated orexisting navigational hazards.

5.2 When planning, establishing, reviewing or ad-justing a routeing system, the following factors shall beamong those taken into account by a Government:

.1 their rights and practices in respect of theexploitation of living and mineral resources;

.2 previously established routeing systems inadjacent waters, whether or not under theproposing Government’s jurisdiction;

02

09

1

7

7

★

V

V V V

V

V V

V

V

V

V

V V

VV

V

V

V

Figure 17 – Recommended tracks (in black)

5

02

09

2

Areato beavoided

Figure 18 – Area to be avoided

5

02

06

5

Figure 19 – No anchoring area

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.3 the existing traffic pattern in the area con-cerned, including coastal traffic, crossing traf-fic, naval exercise areas and anchorage areas;

.4 foreseeable changes in the traffic patternresulting from port or offshore terminaldevelopments;

.5 the presence of fishing grounds;

.6 existing activities and foreseeable develop-ments of offshore exploration or exploitationof the sea-bed and subsoil;

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

.8 environmental factors, including prevailingweather conditions, tidal streams and currentsand the possibility of ice concentrations; and

.9 the existence of environmental conservationareas and foreseeable developments in theestablishment of such areas.

5.3 A Government or Governments planning, im-plementing and maintaining mandatory routeingsystems should consider whether, because of theparticular circumstances in the area or parts of thearea concerned, an associated monitoring service, areporting service or VTS should be established inaccordance with the guidelines adopted by IMO forsuch services,* as appropriate.

5.4 Routeing systems should not be established inareas where the instability of the sea-bed is such thatfrequent changes in the alignment and positions of themain channels, and thus of the routeing system itself,are likely.

5.5 When establishing areas to be avoided by allships or by certain classes of ship, the necessity forcreating such areas should be well demonstrated andthe reasons stated. In general, these areas should beestablished only in places where inadequate survey orinsufficient provision of aids to navigation may lead todanger of stranding, or where local knowledge isconsidered essential for safe passage, or where there isthe possibility that unacceptable damage to theenvironment could result from a casualty, or wherethere might be hazard to a vital aid to navigation.These areas shall not be regarded as prohibited areasunless specifically so stated; the classes of ship whichshould avoid the areas should be considered in eachparticular case.

5.6 When establishing a no anchoring area for allships or certain classes of ships, the necessity forcreating such an area should be well demonstrated andthe reasons stated. In general, these areas should beestablished only in areas where anchoring is hazar-dous, or where there is a possibility that unacceptabledamage to the marine environment could result. Theclasses of ships which should avoid anchoring in anarea should be considered and clearly identified ineach particular case.

5.7 Governments considering establishing a newrouteing system or amending an existing one shouldconsult at an early stage with:

.1 mariners using the area;

.2 authorities responsible for aids to navigationand for hydrographic surveys and nauticalpublications;

.3 port authorities; and

.4 organizations concerned with fishing, offshoreexploration or exploitation and environmen-tal protection, as appropriate.

This consultation process is implied in paragraphs 3.4,3.11, 5.2, 5.5 and 6.2.

6 DESIGN CRITERIA

6.1 The following standards should, so far as thecircumstances allow, be applied in the design of ships’routeing measures.

General

6.2 Routes should follow as closely as possible theexisting patterns of traffic flow in the areas asdetermined by traffic surveys.

6.3 The configuration and length of routeing systemswhich are established to provide for an unobstructedpassage through offshore exploration and exploitationareas may differ from the dimensions of normallyestablished systems if the purpose of safeguarding aclear passage warrants such a special feature.

6.4 Course alterations along a route should be as fewas possible and should be avoided in the approaches toconvergence areas and route junctions or wherecrossing traffic may be expected to be heavy.

6.5 The number of convergence areas and routejunctions should be kept to a minimum, and should beas widely separated from each other as possible.Adjacent traffic separation schemes should be placedsuch that nearly opposing streams of traffic in theadjacent schemes are separated as widely as possible.Route junctions should not be located where concen-trated crossing traffic, not following establishedroutes, may be expected, e.g. ferry traffic.

6.6 Routes should be designed to allow optimum useof aids to navigation in the area, and of suchshipborne navigational aids as are required orrecommended to be fitted by international conventionsor by IMO resolutions and recommendations.

6.7 The state of hydrographic surveys within thelimits of a routeing system and in the approachesthereto should be such that full information onexisting depths of water and hazards to surfacenavigation is available to nautical charting authorities.

Traffic separation schemes

6.8 Traffic separation schemes shall be designed soas to enable ships using them to fully comply at all

* Refer to resolution MSC.43(64), Guidelines and criteria for ship reporting systems, as amended by resolution MSC.111(73), and resolutionA.857(20), Guidelines for vessel traffic services, as amended.

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times with the International Regulations for Prevent-ing Collisions at Sea, 1972, as amended.

6.9 The extent of a traffic separation scheme shouldbe limited to what is essential in the interests of safenavigation.

6.10 Traffic lanes should be designed to make optimumuse of available depths of water and the safe navigableareas, taking into account the maximum depth of waterattainable along the length of the route. The width oflanes should take account of the traffic density, thegeneral usage of the area and the sea-room available.

6.11 Where there is sufficient space, separation zonesshould be used in preference to separation lines toseparate opposing streams of traffic and to segregateinshore traffic zones from adjacent traffic lanes.Separation zones or lines may also be used to separatea traffic lane from adjacent sea areas other thaninshore traffic zones, in appropriate circumstances,taking into account traffic density and the availablemeans of fixing ships’ positions.

6.12 Position fixing

6.12.1 It should be possible for ships to fix theirposition anywhere within the limits of and in theimmediate approaches to a traffic separation schemeby one or more of the following means, both by dayand by night:

.1 visual bearing of readily identifiable objects;

.2 radar bearings and ranges of readily identifi-able objects;

.3 D/F bearings; and

.4 other radionavigation equipment suitable foruse throughout the intended voyage.

6.12.2 The position fixing of ships may be supple-mented or substituted by shore-based radar and radiodirection-finder systems to assist ships which havedifficulty to accurately establish their position with themeans prescribed under 6.12.1. Such shore-basedsystems should be approved by IMO before they arerecognized as a position-fixing system for supportingthe safety of navigation in or near traffic separationschemes.

6.13 When it is considered essential to provide withina traffic separation scheme an additional lane for shipscarrying hazardous liquid substances in bulk, asspecified in the International Convention for thePrevention of Pollution from Ships, 1973, as modifiedby the Protocol of 1978 relating thereto, in circum-stances where it is not possible for ships to fix theirposition as set out in paragraph 6.12 over the wholearea of that lane and an electronic position-fixingsystem covers that area, the existence of that systemmay be taken into account when designing the scheme.

6.14 The minimum widths of traffic lanes and oftraffic separation zones should be related to theaccuracy of the available position-fixing methods,accepting the appropriate performance standards forshipborne equipment as set out in IMO resolutionsand recommendations.

6.15 Where space allows the use of traffic separationzones, the width of the zone should, if possible, be notless than three times the transverse component of thestandard error (measured across the separation zone)of the most appropriate of the position-fixing methodslisted in paragraph 6.12. Where necessary or desirable,and where practicable, additional separation should beprovided to ensure that there will be adequate earlyindication that traffic proceeding in the oppositedirection will pass on the correct side.

6.16 If there is doubt as to the ability of ships to fixtheir positions positively and without ambiguity inrelation to separation lines or zones, serious consid-eration should be given to providing adequate mark-ing by buoys.

Mandatory routeing systems

6.17 The extent of a mandatory routeing systemshould be limited to what is essential in the interest ofsafety of navigation and the protection of the marineenvironment.

6.18 It shall be possible for ships to fix their positionsin relation to a mandatory routeing system by one ormore of the means mentioned in paragraph 6.12 of thissection.

Converging and junction areas

6.19 Whichever of the several available routeingmethods is chosen for use at a route junction or in aconverging area, it must be a cardinal principle thatany ambiguity or possible source of confusion in theapplication of the 1972 Collision Regulations must beavoided. This principle should be particularly borne inmind when establishing or recommending the direc-tion of traffic flow in such areas. If recommendeddirections of traffic flow are adopted, these shouldtake full account of the existing pattern of traffic flowin the area concerned, and also of all other applicableprovisions of ships’ routeing.

6.20 At route junctions the following particularconsiderations apply:

.1 the need to encourage the crossing of trafficlanes as nearly as possible at right angles;

.2 the need to give ships which may be requiredto give way under the 1972 Collision Regula-tions as much room to manoeuvre as possible;

.3 the need to enable a stand-on vessel tomaintain a steady course, as required by the1972 Collision Regulations, for as long aspossible before the route junction; and

.4 the need to encourage traffic not following anestablished route to avoid crossing at or nearroute junctions.

Deep-water routes

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

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7 TEMPORARY ADJUSTMENTS AND SUSPENSIONS

Traffic separation schemes

7.1 When the temporary positioning of an exploration rig is unavoidable, the design criteria and the provisionsfor planning should be taken into account before permitting the positioning of the rig or subsequently adjusting atraffic separation scheme.

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

.1 when the drilling location is situated near the boundary of a traffic lane or separation zone, a relativelyslight adjustment of the scheme could have such effect that the drilling rig and its associated safety zone aresufficiently clear of the traffic lane;

Example

02

09

3

02

09

4

Original situation Adapted situation

.2 if a small temporary adjustment of the traffic lane is not possible the whole or part of the scheme could betemporarily shifted away from the drilling area so that traffic connected with the drilling operations willstay clear of the lane;

Example

02

09

5

02

09

6

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;

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Example

02

09

7

02

09

8

Tem

po

rary

pre

cau

tio

nary

are

a

Original situation 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 responsibleGovernment 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 officesat least four months before the rig is positioned within an adopted traffic separation scheme so as to allow ampletime 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 betaken in notifying mariners.

7.5 In the event of a temporary adjustment to a traffic separation scheme remaining in force for more than oneyear, the responsible Government should consider whether permanent amendments to the scheme may ultimatelybecome 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 inthe area concerned, a mandatory routeing system may be entirely or partly suspended by the ContractingGovernment or Governments which have implemented such systems. The responsible Government orGovernments should inform IMO of such a suspension and promulgate details of the suspension by allappropriate means.

8 USE OF ROUTEING SYSTEMS

8.1 Unless stated otherwise, routeing systems are recommended for use by all ships and may be made mandatoryfor all ships, certain categories of ships or ships carrying certain cargoes or types and quantities of bunker fuel.

8.2 Routeing systems are intended for use by day and by night in all weathers, in ice-free waters or under light iceconditions where no extraordinary manoeuvres or ice-breaker assistance are required.

8.3 Bearing in mind the need for adequate under-keel clearance, a decision to use a routeing system must takeinto account the charted depth, the possibility of changes in the sea-bed since the time of the last survey, and theeffects 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 rule10 of the 1972 Collision Regulations to minimize the development of risk of collision with another ship. The otherrules 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 reallypossible, as ships may need to cross routes or change to another route. Ships should therefore navigate with greatcaution in such areas and be aware that the mere fact that a ship is proceeding along a through-going route givesthat 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 theavailable depth of water in the area concerned, require the use of such a route. Through traffic to which the aboveconsideration 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 associatedtraffic separation schemes or deep-water routes, or entering or leaving adjacent ports.

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8.8 In two-way routes, including two-way deep-water routes, ships should as far as practicable keep to thestarboard side.

8.9 Arrows printed on charts in connection with routeing systems merely indicate the general direction ofestablished 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 theInternational Code of Signals for appropriate use.

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 theInternational Hydrographic Organization as guidance for the representation of details of routeing systems andassociated measures on nautical charts. They are included to illustrate the information likely to be found on chartsand 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 andreferred 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.

No anchoring area Shown on charts and referred to in notes.

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 andparagraphreferences

1 Establisheddirection oftraffic flow

Outlined arrow Traffic separationschemes and deep-waterroutes (when part of atraffic lane)

(1), (2)

2 Recommendeddirection oftraffic flow

Dashed outlinedarrow

Precautionary areas, two-way routes,recommended routes anddeep-water routes

(1)

3 Separation lines Tint, 3 mm wide Traffic separationschemes and betweentraffic separationschemes and inshoretraffic zones

(3), (4) andparagraph 9.4

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Routeing term Symbol Description Applications Notes andparagraphreferences

4 Separation zones Tint, may be anyshape

Traffic separationschemes and betweentraffic separationschemes and inshoretraffic zones

(4), (5) andparagraph 9.4

5 Limits ofrestricted areas(charting term)

T-shaped dashes Areas to be avoided, noanchoring areas and endsof inshore traffic zones

(6) andparagraph 9.4

6 Generalmaritime limits(charting term)

Dashed line Traffic separationschemes, precautionaryareas, two-way routesand deep-water routes

7 Recommendedtracks: one-way

two-way

Dashed lines witharrowheads(colour black)

Generally reserved foruse by chartingauthorities

(7)

8 Recommendedroutes

Dashed line anddashed outlinedarrows

Recommended routes

9 Precautionaryareas

Precautionarysymbol

Precautionary areas (8)

NOTES

(1) Arrows dispersed over width of route. Arrows may be curved. Where the traffic lane is converging, arrows should be oriented tothe 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 ofthe lanes.

(6) Stems of dashes point towards the area in question.

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

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

For examples of routeing measures using these basic symbols see figures 1 to 19 in section 4.

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9.4 Boundary symbols in detail

Example: Boundary symbol 8 means that the boundary, indicated by the line, between a precautionary area andan inshore traffic zone is to be shown by T-shaped dashes, with the stems of the T’s pointing towardsthe ITZ.

1 Traffic separation scheme (ends)

Open sea

No boundary

2 Traffic separation scheme (sides)

Open seaor or

(zone)

3 Traffic separation scheme

Inshore traffic zoneor

(zone)

4 Traffic separation scheme next totraffic separation scheme

No boundary

5 Inshore traffic zone (ends)

Open sea

6 Precautionary area

Open sea

7 Precautionary area

Traffic separation scheme

8 Precautionary area

Inshore traffic zone

9 Deep-water route (sides)

Open sea

10 Deep-water route (ends)

Open sea

11 Deep-water route (ends)

Traffic separation scheme

12 Deep-water route next to

deep-water route

No boundary

13 Deep-water route (ends)

Precautionary area

14 Deep-water route

Separation zone/line

(Separation zone/line acts as boundary)15 Two-way route

All other areas

16 Area to be avoided

All other areas

17 No anchoring area

All other areas

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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, ifnecessary 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 theabbreviation DW. In other cases charted soundings will indicate the least depth, preferably in conjunction with anote 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.) shouldpreferably be given on charts and should always be given in Sailing Directions.

9.5.4 No anchoring areas

Notes on conditions governing no anchoring areas (classes and sizes of ships, etc.) should preferably be given oncharts and should always be given in Sailing Directions.

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