Ships Routeing (IMO)

C o n t e n t s

Introduction

Part A - General provisionsObjectives, Definitions, Procedures and responsibilities, Method s, Planning, Design criteria,T e m p o r a r y adjustments to traffic separation schemes, Use of routeing systems ,Representation on charts

ChartPart B - Traffic separation schemesRule 10 of COLREG 1972S e c t i o n I - B a l t i c S e aSection II - Western European WatersSection III - Mediterranean Sea and Black SeaSection IV - Indian Ocean and adjacent watersS e c t i o n V - S o u t h - e a s t A s i aSection VI - AustralasiaSection VII - North America, Pacific CoastSection VIII - South America, Pacific CoastSection IX - Western North Atlantic Ocean, Gulf of Mexico and Caribbean SeaSection X - Asia, Pacific Coast

ChartPART C - Deep-water routesS e c t i o n I - B a l t i c S e aSection II - Western European watersSection III - South-east AsiaSection IV - Western North Atlantic Ocean, Gulf of Mexico and Caribbean Sea

ChartPART D - Areas to be avoidedSection I - North-western European watersSection II - North and Central American watersSection III - Other areas to be avoided

PART E - Other routeing measures

PART F - Associated rules and recommendations on navigationChart

PART G - Mandatory Ship Reporting Systems a n d M a n d a t o r y R o u t e i n g S y s t e m sInternational Convention for the Safety of Life At Sea, 1974, As Amended- Regulation V/8-1 - Ship reporting systemsSection I - Mandatory Ship Reporting SystemsSection II - Mandatory Routeing Systems

H o w t o S e a r c h S h i p s R o u t e i n gAbout the International Maritime Organization IMOMembership List of IMOAddress of the IMO Publications SectionColophon and Copyright Notice

General provisions on ships' routeing

International Convention for the Safety of Life at Sea, 1974, as amended- R e g u l a t i o n V / 8 - S h i p s ' R o u t e i n g

1 O b j e c t i v e s2 Definitions3 Procedures and Responsibilities4 M e t h o d s5 Planning6 Design Criteria7 Temporary Adjustments and Suspensions8 Use of Routeing Systems9 Representation on Charts

Figures :1 Traffic separation by separation zone and line2 Separation of traffic by natural obstructions3 Inshore traffic zones4 Sectorial division of adjacent traffic separation schemes at approaches to focal points5 Separation of traffic at a roundabout6 Separation of traffic at a crossing7 Separation of traffic at a junction8 A junction, showing a separ ation line substituted for a zone, where there will be crossing

traffic9 Precautionary area at a focal point10 Precautionary area with recommended direction of traffic flow around an area to b e

avoided11 Precautionary area at a junction with recommended directions of traffic flow12 D e e p - w a t e r r o u t e ( t w o - w a y )13 One-way deep-water route (within a traffic lane)14 Recommended directions of traffic flow between two traffic separation schemes15 Two-way route (with one-way sections)16 Recommended routes17 Recommended tracks (in black)18 Area to be avoided

Part B - Traffic separation schemesTEXT CHART

Section I - Baltic Sea1 Off Sommers Island2 Off Hogland (Gogland) Island3 Off Rodsher Island4 Off Kalbdagrund Lighthouse5 Off Porkkala Lighthouse6 Off Hankoniemi Peninsula7 Off Kpu Peninsula (Hiiumaa Island)8 Off Gotland Island9 Off land Island10 In the approaches to Rostock [cancelled]11 South of Gedser12 In The Sound13 Off Falsterborev14 Off Kiel Lighthouse15 Between Korsoer and Sprogoe16 At Hatter Barn


Section II - Western European Waters1A Summary chartlet A - English Channel and Dover Strait1B Summary chartlet B - Dover Strait and North Sea2 Elbe approach3 Terschelling-German Bight4 Jade approach5 German Bight western approach6 Off Texel7 In the approaches to Hook of Holland and at North Hinder8 Off Vlieland, Vlieland North and Vlieland Junction9 Off Friesland10 At West Hinder11 In the Strait of Dover and adjacent waters12 Off Land's End, between Seven Stones and Longships13 South of the Scilly Isles14 West of the Scilly Isles15 Off Smalls16 Off Skerries17 In the North Channel18 Off Tuskar Rock19 Off Fastnet Rock20 Off Casquets21 Off Ushant22 Off Berlenga23 Off Cape Roca24 Off Cape S. Vicente25 At Banco del Hoyo26 Off Feistein27 Off Finisterre


Section III - Mediterranean Sea and Black Sea1 In the Strait of Gibraltar2 Off Cani Island3 Off Cape Bon4 Saronicos Gulf (In the approaches toPiraeus Harbour)5 In the southern approaches to the Kerch Strait6 Between the Ports of Odessa and Ilichevsk7 In the approaches to the Ports of Odessa and Ilichevsk8 Strait of Istanbul North Approach9 Strait of Istanbul10 Strait of Istanbul South Approach and Sea of Marmara11 Strait of Canakkale12 Strait of Canakkale South-west Approach


Section IV - Indian Ocean and adjacent waters1 In the Gulf of Suez2 In the entrance to the Gulf of Aqaba3 In the Strait of Bab E1 Mandeb4 In the Strait of Hormuz5 Tunb-Farur6 In the approaches to Ras Tanura and Ju'aymah7 Off Ras al Hadd8 Off Dondra Head9 Between Zaqqum and Umm Shaif10 Between the Zuluf and Marjan Oilfields

TEXT CHARTSection V - South-east Asia1A Summary chartlet A - Straits of Malacca and Singapore1B Summary char tlet B - Hong Kong2 At One Fathom Bank3 In the Singapore Strait (with 6 charts from west to east)4 At Horsburgh Light area5 In the East Lamma and Tathong Channels

TEXT CHARTSection VI - Australasia1 South of Wilson Promontory in the Bass Strait2 In the Bass Strait

P a r t B - T r a f f i c s e p a r a t i o n s c h e m e sTEXT CHART

Section VII - North America, Pacific Coast1 In Prince William Sound, Alaska2 In Puget Sound and its approaches:

R o s a r i o S t r a i t N o r t hR o s a r i o S t r a i t S o u t ha p p r o a c h e s t o P u g e t S o u n dP u g e t S o u n d - N o r t hP u g e t S o u n d - S o u t h

3 In the Strait of Juan de Fuca and its approaches4 Off San Francisco5 In the Santa Barbara Channel6 In the approaches to Los Angeles - Long Beach

(A continuation of the Santa Barbara Channel scheme)TEXT CHART

Section VIII - South America, Pacific Coast1 In the approaches to Antofagasta2 In the approaches to Quintero Bay3 In the approaches to Valparaiso4 In the approaches to Concepcion Bay5 In the approaches to San Vicente Bay6 In the approaches to Arica7 In the approaches to Iquique8 In the approaches to Punta Arenas


Section IX - Western North Atlantic Ocean, Gulf of Mexico and Caribbean Sea 1 In the approaches to Chedabucto Bay2 In the approaches to Portland, Maine3 In the approach to Boston, Massachusetts4 In the approaches to Narragansett Bay, Rhode Island, and

Buzzards Bay, Massachusetts 5 Off New York6 Off Delaware Bay7 In the approaches to Chesapeake Bay8 In the Bay of Fundy and approaches9 In the approaches to Galveston Bay10 Off Cabo San Antonio11 Off La Tabla12 Off Costa de Matanzas13 In the Old Bahama Channel14 Off Punta Maternillos15 Off Punta Lucrecia16 Off Cabo Maysi17 In the approaches to Salina Cruz18 In the approaches to the port of Veracruz


Section X - Asia, Pacific Coast1 In the Fourth Kuril Strait2 Off the Aniwa Cape3 Off the Ostrovnoi Point4 In the approaches to the Gulf of Nakhodka5 In the Proliv Bussol

PART C - Deep-water routesTEXT CHART

Section I - Baltic Sea1 Navigation through the entrances to the Baltic Sea2 North-east of Gedser3 Off the east coast of Langeland4 Between Hatter Rev and Hatter Barn

TEXT CHARTSection II - Western European waters1 Deep-water routes forming parts of routeing system

"Off Friesland"2 Deep-water route leading to Europoort3 Deep-water route forming part of the north-eastbound traffic lane of the

Strait of Dover and adjacent waters traffic separation scheme4 Deep-water route leading to the Port of Antifer5 Deep-water route leading to IJmuiden6 Deep-water route west of the Hebrides

TEXT CHARTSection III - South-east Asia1 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 Sea1 Deep-water route in the southern approach to Chesapeake Bay

PART D - Areas to be avoidedTEXT CHART

Section I - North-western European waters1 In the region of the Rochebonne Shelf2 In the English Channel and its approaches3 At Maas Centre4 At North Hinder Junction Point5 In the Dover Strait6 Between the Smalls Lighthouse and Grassholme Island7 In the region of the Shetland Islands8 In the region of the Orkney Islands9 In the region of the Fair Isle

TEXT CHARTSection II - North and Central American waters1 At Louisiana Offshore Oil Port (LOOP) in the Gulf of Mexico2 In the region of Nantucket Shoals3 In the region of the North-west Hawaiian Islands4 In the region of the Bermuda Islands5 Off the California Coast6 Off the Florida Coast7 In the Gulf of Campeche8 At the maritime oil terminal off Cayo Arcas9 In the approaches to Salina Cruz10 Off the Washington coast11 In the approaches to the port of Veracruz

TEXT CHARTSection III - Other areas to be avoided1 At Alphard Banks2 In the region of Cape Terpeniya (Sakhalin)3 In the Bass Strait4 In the region of the Great Barrier Reef5 In the region of the Aldabra Islands in the Seychelles6 In the region of Mah Island in the Seychelles7 In the region of Fasht Buldani8 In the region of Three Kings Islands9 In the region of the Vorioi Sporadhes Islands10 North of the Straits of Tiran11 North of Sharm el Sheikh harbour12 At the southern extremity of the Sinai Peninsula

PART E - Other routeing measuresTEXT CHART

1 Recommended route for tankers from North Hinder to the GermanBight and vice versa

2 Recommended directions of traffic flow in the German Bight3 Recommended directions of traffic flow in the English Channel4 Recommended directions of traffic flow in the Fair Isle Channel5 Recommendations on navigation around the United Kingdom coast6 Recommended directions of traffic flow off Ras Shukheir7 Recommended tracks in the Gulf of Campeche

PART F - Associated rules and recommendations on navigation

1 Rules for vessels navigating through the Straits of Malacca and Singapore2 Recommendations on navigation through the English Channel and the

D o v e r S t r a i t3 Rules for ships navigating in the Gulf of Suez4 Navigation in the vicinity of the Grand Banks of Newfoundland5 Rules and recommendations on navigation through the Strait of Istanbul,

the Strait of Canakkale and the Marmara Sea6 Rules for navigation of laden tankers off the South African Coast

PART G - Mandatory Ship Reporting Systems and MandatoryRouteing SystemsInternational Convention for the Safety of Life at Sea, 1974, as amended- R e g u l a t i o n V / 8 - 1

TEXT CHARTSection I - Mandatory Ship Reporting Systems1 In the Torres Strait and the Inner Route of the Great Barrier Reef2 Off Ushant3 In the Great Belt Traffic area4 In the Strait of Gibraltar traffic separation scheme area5 Off Finisterre

Section II - Mandatory Routeing Systems1 Mandatory route for tankers from North Hinder to the German

Bight and vice versa

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 safetyand efficiency of navigation, and were generallyadopted. This initial step was further developed byIMO and the basic concept of separating opposingtraffic was applied to many areas throughout theworld.

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 8(b), chapterV of the International Convention for the Safety ofLife at Sea, 1974 (1974 SOLAS Convention), IMO isrecognized as the only international body for estab-lishing and adopting measures on an internationallevel concerning routeing and areas to be avoided byships or certain classes of ships; whilst, in accordancewith regulation 8-1(b), chapter V of the InternationalConvention for the Safety of Life at Sea, 1974, IMO isrecognized as the only international body for devel-oping guidelines, criteria and regulations on aninternational level, including adoption of ship report-ing systems.

Ships Routeing is intended primarily for Adminis-trations responsible for planning and supportingrouteing systems for use by international shipping.Part A consists of General Provisions on ShipsRouteing which have been developed to ensure thatall adopted routeing systems conform to the samegeneral criteria and principles. Parts B to F includedescriptions of routeing systems and associated rulesand recommendations on navigation which have beenadopted by the Organization. A new Part G includesdescriptions of ship reporting systems and mandatoryrouteing measures which have been adopted by theOrganization.

Rule 10 of the International Regulations forPreventing Collisions at Sea, 1972 (COLREG 1972),as amended by Assembly resolutions A.464(XII),A.626(15) and A.678(16), prescribes the conduct ofvessels within or near traffic separation schemesadopted by IMO. The text of rule 10 is reproducedin 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 General Provisions in part A.

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.

The Maritime Safety Committee will adopt allrouteing measures in accordance with Assemblyresolutions A.572(14), A.669(16) and A.826(19).

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INTERNATIONAL CONVENTION FORTHE SAFETY OF LIFE AT SEA, 1974, AS AMENDEDRegulation 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 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.*

(b) 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.

(c) This regulation, and its associated guidelines andcriteria, does not apply to warships, navalauxiliary or other vessels owned or operated bya Contracting Government and used, for thetime being, only on government non-commercialservice; however, such ships are encouraged toparticipate in ships routeing systems adopted inaccordance with this regulation.

(d) The initiation of action for establishing a shipsrouteing 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.

(e) 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 follow, wherever possible,the guidelines and criteria developed by theOrganization.*

(f) 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.

(g) 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 will do everything in their powerto secure the appropriate use of ships routeingsystems adopted by the Organization.

(h) 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 ships log.

(i) Mandatory ships routeing systems shall bereviewed by the Contracting Government orGovernments concerned in accordance with theguidelines and criteria developed by the Organi-zation.*

(j) 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.

(k) Nothing in this regulation nor its associatedguidelines and criteria* shall prejudice the rightsand duties of Governments under internationallaw or the legal regime of international straits.

2 (Adopted 1995)

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

General provisions on ships routeing

INTRODUCTION

The General Provisions on Ships Routeing areestablished pursuant to regulation V/8 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 in or near environmentallysensitive 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 oftraffic so as to reduce the incidence ofhead-on encounters;

.2 the reduction of dangers of collisionbetween crossing traffic and shipping inestablished traffic lanes;

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

.4 the organization of safe traffic flow in areasof concentrated offshore exploration orexploitation;

.5 the organization of traffic flow in oraround areas where navigation by all shipsor by certain classes of ship is dangerous orundesirable;

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

.7 the reduction of risk of grounding byproviding special guidance to vessels inareas where water depths are uncertain orcritical; and

.8 the guidance of traffic clear of fishinggrounds or the organization of trafficthrough fishing grounds.

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 orrouteing measures aimed at reducing the

risk of casualties; it includes traffic separa-tion schemes, two-way routes, recom-mended tracks, areas to be avoided,inshore traffic zones, roundabouts, precau-tionary areas and deep-water routes.

.2 Mandatory routeing systemA routeing system adopted by the Organi-zation, in accordance with the require-ment s o f regu la t ion V/8 of theInternational Convention for the Safetyof Life at Sea 1974, for mandatory use byall ships, certain categories of ships or shipscarrying certain cargoes.

.3 Traffic separation scheme*

A routeing measure aimed at the separa-tion of opposing streams of traffic byappropriate means and by the establish-ment of traffic lanes.

.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 forparticular classes of ship proceeding inthe same direction.

.5 Traffic lane*

An area within defined limits in which one-way traffic is established. Natural obsta-cles, including those forming separationzones, may constitute a boundary.

.6 RoundaboutA routeing measure comprising a separa-tion point 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 desig-nated area between the landward boundaryof a traffic separation scheme and theadjacent coast, to be used in accordancewith the provisions of Rule 10(d), asamended, of the International Regulationsfor Preventing Collisions 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 ordangerous.

4 (Amended 1995)

* These terms are used in the 1972 Collision Regulations.

.9 Recommended routeA route of undefined width, for theconvenience of ships in transit, which isoften marked by centreline buoys.

.10 Recommended trackA route which has been specially examinedto ensure so far as possible that it is free ofdangers and along which ships are advisedto navigate.

.11 Deep-water routeA route within defined limits which has beenaccurately surveyed for clearance of seabottom and submerged obstacles as indi-cated on the chart.

.12 Precautionary areaA routeing measure comprising an areawithin defined limits where ships mustnavigate with particular caution and withinwhich the direction of traffic flow may berecommended.

.13 Area to be avoidedA routeing measure comprising an areawithin defined limits in which eithernavigation is particularly hazardous or itis exceptionally important to avoid casual-ties and which should be avoided by allships, or certain classes of ship.

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

.15 Recommended direction of traffic flowA traffic flow pattern indicating a recom-mended directional movement of trafficwhere it is impractical or unnecessary toadopt an established direction of trafficflow.

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.

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 thescheme in accordance with Rule 10 of the1972 Collision Regulations, as amended;

.2 the state of hydrographic surveys in thearea is adequate;*

.3 the scheme takes account of the acceptedplanning considerations and complies withthe design criteria for traffic separationschemes and with established methods ofrouteing.

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 re-sources;

.2 the environment, traffic pattern or estab-lished routeing systems in the watersconcerned; and

.3 demands for improvements or adjustmentsin the navigational aids or hydrographicsurveys in 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 routeingsystem has been provided by the sponsor-ing Government or Governments; and

.2 ports or harbours of littoral States wouldbe adversely 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 reason-ably be expected to significantly prevent orreduce the risk of pollution or otherdamage to the marine environment of thearea concerned;

.2 given the overall size of the area to beprotected, or the aggregate number ofenvironmentally sensitive areas establishedor identified in the geographical regionconcerned, the use of routeing systems particularly areas to be avoided couldhave the effect of unreasonably limiting thesea area available for navigation; and

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

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 of

5(Amended 1995)

* 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.

regulation V/8, paragraph (j) 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 and recommendedand 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 8(f).

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 routeingsystem and a demonstrated need for itsestablishment, including the considerationof alternative routeing measures and thereasons why the proposed routeing systemis preferred;

.2 the traffic pattern, hazards to navigation,aids to navigation and the state of hydro-graphic surveys;

.3 marine environmental considerations;

.4 the application to all ships, certain cate-gories of ships or ships carrying certaincargoes of a routeing system or any partthereof;

.5 any alternative routeing measure, if neces-sary, for all ships, certain categories ofships or ships carrying certain cargoeswhich may be excluded from using arouteing system or any part thereof; and

.6 the number, edition and, where possible,the geodetic datum of the reference chartused for the delineation of the routeingsystem, together with copies of the refer-ence charts listed in the description of therouteing system showing the new system orthe amendments to existing systems.

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, no partof which lies beyond their territorial seas or in straits usedfor international navigation, are requested to design themin accordance with IMO guidelines and criteria for suchschemes and submit them to IMO for adoption.

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.

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.

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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 anoperation is first notified to each Govern-ment or appropriate authority concerned;

.2 information about such ships working in atraffic separation scheme is, as far aspracticable, promulgated in advance byNotice to Mariners, and subsequently byradionavigation warnings broadcast beforeand at regular intervals during the opera-tions; and

.3 such operations are, as far as possible,avoided in conditions of restricted visibi-lity.

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

1

4

6

6

3

1

H

97054

Figure 1 Traffic separation by separation zoneand line

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.

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

16

61

97055

Figure 2 Separation of traffic bynatural obstructions

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.

7(Amended 1995)

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

1

34

3

5

Inshoretraffic zone

Insh

ore

traffic

zone

H

H

H

9705

6

Figure 3 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).

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

Inshor

e traffi

c zone

Inshore traffic zone3

6

4

3

H

H

H

9705

7

Figure 4 Sectorial division of adjacenttraffic separation 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.

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 selected

from the most appropriate of the following methods:

.1 Roundabouts

6

6

61

4

3H

H

97058

Figure 5 Separation of trafficat a roundabout

If the need can be demonstrated, a round-about may be used to guide traffic counter-clockwise round a circular separation zone(4) or specified point, as illustrated infigure 5.

.2 Junctions

97059

Figure 6 Separation of traffic at a crossing

97215

Figure 7 Separation of traffic at a junction

8 (Amended 1996)

11

34

4

1 6

6

97216

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

will be crossing traffic

These methods are used where two routesjoin or cross. The directions of traffic floware established in the lanes of the adjoiningschemes; the separation zone may beinterrupted, as shown in figures 6 and 7,or replaced by a separation line, as shownin figure 8, in order to emphasize thecorrect method of crossing by trafficchanging from one scheme to the other.

.3 Precautionary areas97217

Precautionaryarea

H

H

Figure 9 Precautionary area at a focal point

97218

9

Inshore traffic zone

3

49

2

4

!

!

H

Figure 10 Precautionary area withrecommended direction of traffic flow

around an area to be avoided

97219

64

4

1

9

2

2

!

Figure 11 Precautionary area at a junctionwith recommended directions of

traffic flow

It may be best, when routes converge, toterminate them clear of their potentialjoining points and in such a case aprecautionary area (9) can be instituted soas to emphasize the need for care innavigation. Figures 9 and 10 illustrate theuse of such an area at focal points; adirection of traffic flow may be recom-mended (2) around the focal point, asshown in figure 10.

Figure 11 gives an example of how aprecautionary area (9) can be used at ajunction with crossing traffic. The trafficlanes are terminated short of the pointwhere traffic is expected to cross andreplaced by a precautionary area withinwhich the recommended directions oftraffic flow (2) are indicated.

Precautionary areas may also be used atthe termination of any single route.

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);

97220

6DW

Figure 12 Deep-water route (two-way)

9(Amended 1996)

.3 Recommended directions of traffic flow(figure 14), two-way routes (figure 15) andrecommended routes and tracks throughareas where navigation is difficult or danger-ous (figures 16 and 17).

6

97221

DW

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

1

2

2

1

4

97222

Figure 14 Recommended directions oftraffic flow between two traffic

separation schemes

2

97223

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

8

8

97224

Figure 16 Recommended routes

97225

7

7

H

V V

V V

V

V V

V

V

V

V

V V

VV

VV

V

Figure 17 Recommended tracks (in black)

5

97226

Areato beavoided

Figure 18 Area to be avoided

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;

10 (Amended 1995)

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

.3 the existing traffic pattern in the areaconcerned, including coastal traffic, cross-ing traffic, naval exercise areas and anchor-age 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 exploita-tion of the sea-bed and subsoil;

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

.8 environmental factors, including prevailingweather conditions, tidal streams andcurrents and the possibility of ice concen-trations; and

.9 the existence of environmental conserva-tion areas and foreseeable developments inthe establishment 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 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 naviga-tion and for hydrographic surveys andnautical publications;

.3 port authorities; and

.4 organizations concerned with fishing, off-shore exploration or exploitation and en-vironmental protection, as appropriate.

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 thecircumstances allow, be applied in the design of shipsrouteing 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 The extent of a traffic separation scheme shouldbe limited to what is essential in the interests of safenavigation.

11(Amended 1995)

* Refer to resolution MSC.43(64), Guidelines and criteria for ship reporting systems, and resolution A.578(14), Guidelines for vessel trafficservices, as amended.

6.9 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.

6.10 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.

6.11 Position fixing

6.11.1 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 identifiableobjects;

.2 radar bearings and ranges of readilyidentifiable objects;

.3 D/F bearings; and

.4 other radionavigation equipment suitablefor use throughout the intended voyage.

6.11.2 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 6.11.1. 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.

6.12 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 6.11 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.

6.13 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.

6.14 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 fixing methods listed in

paragraph 6.11. Where necessary or desirable, andwhere 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.

6.15 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

6.16 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.

6.17 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 6.11 of thissection.

Converging and junction areas

6.18 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.

6.19 At route junctions the following particularconsiderations apply:

.1 the need to encourage the crossing oftraffic lanes as nearly as possible at rightangles;

.2 the need to give ships which may berequired to give way under the 1972Collision Regulations as much room tomanoeuvre as possible;

.3 the need to enable a stand-on vessel tomaintain a steady course, as required bythe 1972 Collision Regulations, for as longas possible before the route junction; and

.4 the need to encourage traffic not followingan established route to avoid crossing at ornear route junctions.

Deep-water routes

6.20 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.

12 (Amended 1995)

7 TEMPORARY ADJUSTMENTSAND SUSPENSIONS


7.1 When the temporary positioning of an explora-tion rig is unavoidable, the design criteria and theprovisions for planning should be taken into accountbefore permitting the positioning of the rig orsubsequently adjusting a traffic separation scheme.

7.2 The said adjustments should be made in accor-dance with the following:

.1 when the drilling location is situated nearthe boundary of a traffic lane or separationzone, a relatively slight adjustment of thescheme could have such effect that thedrilling rig and its associated safety zoneare sufficiently clear of the traffic lane;

Example

97227

Original situation

97228

Adapted situation

.2 if a small temporary adjustment of thetraffic lane is not possible the whole or partof the scheme could be temporarily shiftedaway from the drilling area so that traffic

connected with the drilling operations willstay clear of the lane;

Example

97229

Original situation

97230

Adapted situation

.3 temporary local interruption of the schemeor part of the scheme in the area of locationof the drilling rig. Such an interruptioncould be made a precautionary area;

Example

97231

Original situation

13(Amended 1995)

14 (Amended 1995)

97232

Tem

pora

ry pr

ecau

tiona

rya

rea

Adapted situation

.4 temporary suspension of the whole scheme.

7.3 In each case, exploration sites should bereviewed and such conditions specified as the respon-sible Government may deem necessary to ensure safetyof navigation in the area.

7.4 Details of these temporary adjustments shouldbe forwarded to IMO and to appropriate hydro-graphic offices at least four months before the rig ispositioned within an adopted traffic separation schemeso as to allow ample time to inform shipping. Whenthe duration of such temporary adjustments isexpected to be six months or more, this should bemade known to the relevant hydrographic authoritiesin order to allow appropriate action to be taken innotifying mariners.

7.5 In the event of a temporary adjustment to atraffic separation scheme remaining in force for morethan one year, the responsible Government shouldconsider whether permanent amendments to thescheme may ultimately become necessary and, ifappropriate, initiate timely procedures for IMO toadopt such amendments.

Mandatory routeing systems

7.6 Mandatory routeing systems should not betemporarily adjusted. If necessary for the safety ofnavigation in the area concerned, a mandatoryrouteing system may be entirely or partly suspendedby the Contracting Government or Governmentswhich have implemented such systems. The respon-sible Government or Governments should informIMO of such a suspension and promulgate details ofthe suspension by all appropriate means.

8 USE OF ROUTEING SYSTEMS

8.1 Unless stated otherwise, routeing systems arerecommended for use by all ships and may be mademandatory for all ships, certain categories of ships orships carrying certain cargoes.

8.2 Routeing systems are intended for use by dayand by night in all weathers, in ice-free waters or underlight ice conditions where no extraordinary man-oeuvres or ice-breaker assistance are required.

8.3 Bearing in mind the need for adequate under-keel clearance, a decision to use a routeing systemmust take into account the charted depth, thepossibility of changes in the sea-bed since the time ofthe last survey, and the effects of meteorological andtidal conditions on water depths.

8.4 A ship navigating in or near a traffic separationscheme adopted by IMO shall in particular complywith Rule 10 of the 1972 Collision Regulations tominimize the development of risk of collision withanother ship. The other rules of the 1972 CollisionRegulations apply in all respects, and particularly therules of Part B, Sections II and III, if risk of collisionwith another ship is deemed to exist.

8.5 At junction points where traffic from variousdirections meets, a true separation of traffic is notreally possible, as ships may need to cross routes orchange to another route. Ships should thereforenavigate with great caution in such areas and beaware that the mere fact that a ship is proceedingalong a through-going route gives that ship no specialprivilege or right of way.

8.6 A deep-water route is primarily intended for useby ships which, because of their draught in relation tothe available depth of water in the area concerned,require the use of such a route. Through traffic towhich the above consideration does not apply should,as far as practicable, avoid using deep-water routes.

8.7 Precautionary areas should be avoided, if prac-ticable, by passing ships not making use of theassociated traffic separation schemes or deep-waterroutes, or entering or leaving adjacent ports.

8.8 In two-way routes, including two-way deep-water routes, ships should as far as practicable keepto the starboard side.

8.9 Arrows printed on charts in connection withrouteing systems merely indicate the general directionof established or recommended traffic flow; ships neednot set their courses strictly along the arrows.

8.10 The signal YG, meaning You appear not to becomplying with the traffic separation scheme, isprovided in the International Code of Signals forappropriate use.

15(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 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.

16 (Amended 1996)

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

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 andends of inshore trafficzones

(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

VV V

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)

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

17(Amended 1996)

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.

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 Ts 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


Traffic separation scheme



9 Deep-water route (sides)

Open sea

10 Deep-water route (ends)

Open sea


Traffic separation scheme

18 (Amended 1995)

12 Deep-water route next to

deep-water route

No boundary


Precautionary areas

14 Deep-water route

Separation zone/line

(Separation zone/lineacts 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, 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.

Rul e 1 0 o f COLRE G 1972

Rul e 1 0 o f th e Internationa l Regulation s fo r Preventin g Collision s a t Sea , 1972 , a s amende d o n 19Novembe r 198 1 b y Assembl y resolutio n A.464(XII) , o n 1 9 Novembe r 198 7 b y Assembl y resolutionA.626(15 ) an d o n 1 9 Octobe r 198 9 b y Assembl y resolutio n A.678(16) , i s applicabl e t o al l th e trafficseparatio n scheme s containe d i n thi s Part . Th e tex t i s give n below.

Rule 10


(a) This Rule applies to traffic separation schemesadopted by the Organization and does not relieveany vessel of her obligation under any other rule.

(b) A vessel using a traffic separation scheme shall:

(i) proceed in the appropriate traffic lane inthe general direction of traffic flow for thatlane;

(ii) so far as practicable keep clear of a trafficseparation line or separation zone;

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

(c) A vessel shall, so far as practicable, avoidcrossing traffic lanes but if obliged to do soshall cross on a heading as nearly as practicableat right angles to the general direction of trafficflow.

(d) (i) A vessel shall not use an inshore trafficzone when she can safely use the appro-priate traffic lane within the adjacent trafficseparation scheme. However, vessels of lessthan 20 metres in length, sailing vessels andvessels engaged in fishing may use theinshore traffic zone.

(ii) Notwithstanding subparagraph (d)(i), avessel may use an inshore traffic zone whenen route to or from a port, offshoreinstallation or structure, pilot station orany other place situated within the inshoretraffic zone, or to avoid immediate danger.

(e) A vessel other than a crossing vessel or a vesseljoining or leaving a lane shall not normally entera separation zone or cross a separation lineexcept:

(i) in cases of emergency to avoid immediatedanger;

(ii) to engage in fishing within a separationzone.

(f) A vessel navigating in areas near the termina-tions of traffic separation schemes shall do sowith particular caution.

(g) A vessel shall so far as practicable avoidanchoring in a traffic separation scheme or inareas near its terminations.

(h) A vessel not using a traffic separation schemeshall avoid it by as wide a margin as ispracticable.

(i) A vessel engaged in fishing shall not impede thepassage of any vessel following a traffic lane.

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

(k) A vessel restricted in her ability to manoeuvrewhen engaged in an operation for the main-tenance of safety of navigation in a trafficseparation scheme is exempted from complyingwith this Rule to the extent necessary to carryout the operation.

(l) A vessel restricted in her ability to manoeuvrewhen engaged in an operation for the laying,servicing or picking up of a submarine cable,within a traffic separation scheme, is exemptedfrom complying with this Rule to the extentnecessary to carry out the operation.

Section I

BALTIC SEA

CAUTION:The chartlets are for illustrative purposes only and must not be used fornavigation. Mariners should consult the appropriate nautical publicationsand charts for up-to-date details on aids to navigation and other relevantinformation.

WARNING:The geographical positions given in the descriptions of the routeing systemsare only correct for charts using the same geodetic datum as the referencecharts indicated under each scheme. Charts published by other hydrographicoffices may use a different geodetic datum, as may new editions of thereference charts published after the adoption of the routeing system.

I

60

62

64

56

58

10 15 20 25

54

7

8

9

10

11

13

1216

15

14

65

43 2

1

INDEX:BALTIC SEA

Helsinki

TallinStockholm

Gteborg

Kiel

Oslo

Kobenhavn

1: Off Sommers Island 2: Off Hogland (Gogland) Island 3: Off Rodsher Island 4: Off Kalbdagrund Lighthouse 5: Off Porkkala Lighthouse 6: Off Hankoniemi Peninsula 7: Off Kpu Peninsula (Hiiumaa Island) 8: Off Gotland Island 9: Off land Island10: In the approaches to Rostock [cancelled]11: South of Gedser12: In The Sound13: Off Falsterborev14: Off Kiel Lighthouse15: Between Korsoer and Sprogoe16: At Hatter Barn 97068

(Amended 1996) Fid

19hJ

1998

SW

iShi

R

i(f

h)1

f

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 followinggeographical 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, 27843.5 E

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

Part III:

(a) A separation line connects the following geographical positions:(6) 60811.1 N, 27849.0 E(7) 60807.7 N, 28816.1 E

(8) 60801.9 N, 28829.0 E

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

Part IV:

(a) A separation line connects the following geographical positions:(9) 60812.8 N, 27847.8 E (10) 60824.5 N, 28805.0 E

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

Note: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

50' 55 5' '28

60

(2)

(10)

(5) (6)

O. Nerva

O. BolshoyBerezovyy

BolshoyFiskar

O. ZapadnyyBerezovyy

O. Moshchnyy

O. Malyy

Sitirok

Khalli

O. Rondo

Sommers I.

O. Seskar

H

H

45'40' 10' 15' 20' 25' 30' 35'55

'5

'10

'15

'20

'25

'30

'

40'35'30'25'20'

.

.

.

.

.

.

.

.(4)(3).

(8)

(7)

(1)

H

H

(9)H

97069

H

H

H

OFF SOMMERS ISLAND

I/1-2

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.)


(a) A separation zone, half a mile wide, is centred upon the following geographical positions:(1) 59859.9 N, 26836.5 E(2) 60800.4 N, 26840.3 E

(3) 60800.1 N, 26844.3 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.)


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(2) 59858.7 N, 27801.4 E

(3) 59859.7 N, 27804.8 E

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

Part II:


(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)

5'

55'

30'20' 25' 35'50'

5' 10' 15'35' 40' 45' 50' 55'

H Rodsher

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

(5)

(2)

.

..

.

.

.

.

B Ljuderonank.

B Meririuttank.

Hogland I.(O. Gogland)

B Vikallank.

O. Bolshoy Tyuters

O. Virginy

H

H

H

9708227

60

OFF RODSHER ISLAND OFF HOGLAND (GOGLAND) ISLAND

I/2-2/3-2

OFF KALBADAGRUND LIGHTHOUSE



(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

(b)

9707

0

I/4(2) 59853.0 N, 25838.6 E

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

55'

35'

40'

50' 55'35' 40' 45'25' '30 26

60

H

.

.

.

(1)(2)

(3)

Kalbadagrund

Prispea

Juminda nina

Mohni

H

H

Loksa

45

50

'

'

OFF KALBADAGRUND LIGHTHOUSE

(Amended December 1992)

OFF PORKKALA LIGHTHOUSE



(a) A separation zone, one mile wide, is centred upon the following geographical positions:(1) 59844.1 N, 24813.7 E(2) 59844.9 N, 24821.4 E

(3) 59845.9 N, 24829.1 E

(b) A tr e of thesepa

(c) A tr arationzonaffic lane, one and a half miles wide, for westbound traffic, is established on the northern sidration zone.

affic lane, two miles wide, for eastbound traffic, is established on the southern side of the sepe.

.

.

.

(1)(2)

(3)

35'

40'

45'

50'

55'

NAISSAAR

Naissaar

Uusmadal

Tallinamadal

SavinPorkkala

Mkiluoto

Rnnskr

H

H

H

H

H

5910'5' 15' 20' 25' 30' 35' 40' 45'24 97071

OFF PORKKALA LIGHTHOUSE

I/5(Amended December 1992)

OFF HANKONIEMI PENINSULA



(a) A separation zone, two miles wide, is centred upon the following geographical positions:(1) 59828.2 N, 22833.3 E(2) 59831.9 N, 22842.6 E

(3) 59833.3 N, 22853.9 E

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

60

Padvamaa

9726

8

I

'

'

50

20'

30'

40

10'

30' 40' 50'20'10' 30' 40' 50'20'10'40' 50' 22 23

59

(1).

.

.

(2)(3)

Osmussaar

ApollomadalikGlotovimadalik

Ristna

Bengtskr

Russar LngdenJussar

H

H

H

H

H

H

H

H

HIIUMAAVORMSI

Hanko

Tahkuna

.

.

OFF HANKONIEMI PENINSULA/6 (Amended December 1992)

OFF KOPU PENINSULA (HIIUMAA ISLAND)



(a) A separation zone, two miles wide, is centred upon the following geographical positions:(1) 59802.9 N, 21835.8 E(2) 59807.7 N, 21842.6 E

(3) 59811.6 N, 21852.0 E

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

20'

97072

H

H

H

H

H

H

Ristna

Kiipsaarenukk

VilsandiSAAREMAA

HIIUMAAKpu

Glotovimadalik

Tahkuna

VORMSI

MUHU

.

.

.

(2)

(1)

(3)

20'

30'

40'

50'

10'

10' 20' 30' 40' 50' 10' 20' 30' 40' 50' 10'21 22 23

59

H

OFF KOPU PENINSULA (HIIUMAA ISLAND)I/7

OFF OLAND ISLAND

(Reference chart: British Admiralty 2251)


(a) A se

(b) A tr

Inshore tThe area tween a linedrawn in e drawn in adirection

OFF GO

(Referenc

Descripti

(a) A se

(b) A tr

Inshore tThe area etween linesdrawn in

I/8/9paration zone, two miles wide, is centred upon the following geographical positions:(1) 56802.0 N, 16835.0 E(2) Olands Sodra Grund Lighthouse

(3) 56806.7 N, 16846.9 E

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

raffic zonebetween the landward boundary of the traffic separation scheme and Oland Island and bean approximate direction of 3288 from position (1) to Olands Sodra Udde lighthouse and a linof 3238 from position (3) to the shore-line is designated as an inshore traffic zone.

TLAND ISLAND

e chart: British Admiralty 2288)

on of the traffic separation scheme

paration 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

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

raffic zonebetween the landward boundary of the traffic separation scheme and Gotland Island and ba direction of 3248 from positions (1) and (2) is designated as an inshore traffic zone.

H

Inshore

traffic

zone

Hoburg

GOTLAND

.

.

(2)

(1) .

.

50'

57. . . . . . . . . . . .

H

H

H

lands Sdra Grund

lands Sdra Udde

Segerstad

Inshor

e

traffic

zone

LAND

.

.(2)

(3)

(1)

'

20' 30' 40' 50' 10' 20' 30' 40' 50' 10' 20' 30' 40'17 18. . . . . . . . .. . . . . . . . .

.

.

.

.

50

10

20

30

'

'

'

40'

56

.

97073

. .

1016 '

Kalmar

OFF OLAND ISLAND OFF GOTLAND ISLAND

(Correction)

IN THE APPROACHES TO ROSTOCK [cancelled]

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

I/10(Cancelled 1996)

SOUTH OF GEDSER

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



(b)

(c)

(d)

Not

1.

2.

I/11(2) 54827.6 N, 12812.3 E (4) 54825.3 N, 12807.0 E

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

A traffic lane for westbound traffic is established between the separation line, the separation zone and aline connecting the following geographical positions:

(6) 54831.6 N, 12810.7 E(7) 54828.1 N, 12809.5 E

(8) 54827.1 N, 12805.2 E(9) 54827.1 N, 12800.0 E

A traffic lane for eastbound traffic is established between the separation line, the separation zone and aline connecting the following geographical positions:

(10) 54830.8 N, 12817.6 E(11) 54827.2 N, 12815.2 E(12) 54823.4 N, 12809.8 E

(13) 54823.4 N, 12805.1 E(14) 54823.4 N, 12800.0 E

e:

The northern termination of the traffic separation scheme is connected to the deep-water route North-east of Gedser.

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

30'54

(6) (1)(10)

.

.

.25'

15'10'5'

(5) (4) (3)

(11)

(12)

(2)

12

.

...

.

.

.

.

(7)

(8)(9)

(14) (13)

97074

.

.

.

SOUTH OF GEDSER

(Amended)

IN THE SOUND

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


(a) A separation line connects the following geographical positions:(1) 56807.3 N, 12831.5 E(2) 56803.3 N, 12839.2 E

(3) 55858.9 N, 12841.4 E

(b) A traffic lane for northbound traffic is established between the separation line and a separation lineconnecting the following geographical positions:

(4) 56808.0 N, 12832.8 E(5) 56806.4 N, 12834.9 E

(6) 56803.4 N, 12840.1 E(7) 55859.1 N, 12842.5 E

(c) A traffic lane for southbound traffic is established between the separation line and a separation lineconnecting the following geographical positions:

(8) 56806.6 N, 12830.3 E(9) 56805.5 N, 12833.3 E

(10) 56803.1 N, 12838.3 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 lineconnecting the following geographical positions:

(12) 56801.2 N, 12838.6 E(13) 56801.7 N, 12838.9 E

(14) 56800.0 N, 12840.0 E(15) 55858.8 N, 12840.1 E

Inshore traffic zonesWestern inshore traffic zoneThe area between the western landward boundary of the traffic separation scheme and the Danish coast andbetween a line drawn in the direction of 2238 from position (8) and a line drawn in the direction of 2578 fromposition (11) is designated as an inshore traffic zone.

Eastern inshore traffic zoneThe area between the eastern landward boundary of the traffic separation scheme and the Swedish coast andbetween 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 trafficAll precautions, including if necessary a reduction of speed, should be taken in the area between Helsingborg andHelsingr, which is widely used by local cross-channel ferry traffic.

(Chartlet overleaf)

I/12-1

'5

45'40'35'

56

12

The Sound

Helsingborg

Helsingor/



.

.

.

.

(6)(2)(10)

(9)

(5)

(4)(1)

(8)

(11) (12)

(13)

(14)

(15)(7)

(3)

.

30'

97075

DENMARK

SWEDEN

.

.

.

.

.

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.

.

.

IN THE SOUND

I/12-2

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.)


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 thefollowing 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 separationzone.

Part II:


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

Part III:


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

Part IV:


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

Inshore traffic zoneThe area between the eastern landward boundaries of the roundabout and the traffic separation scheme and theSwedish 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 Skanor 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

25'

20'

15'

50'45'40'35'30'

55

12

H

Falsterbo


Stevns

Skanr

(2)

(4)

(5)

(3)

(6)

(7)

.

.

.

.

.

.

.

(1)

97076

H

55'

H

OFF FALSTERBOREV

I/13-2

OFF KIEL LIGHTHOUSE

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


(a) A separation zone is bounded by a line connecting the following geographical positions:(1) 54829.97 N, 10818.52 E(2) 54829.78 N, 10818.72 E

(3) 54829.02 N, 10816.57 E(4) 54829.18 N, 10816.53 E

(b) A traffic lane for north-eastbound traffic is established between the separation zone and a lineconnecting the following geographical positions:

(5) 54828.15 N, 10817.57 E (6) 54829.20 N, 10819.40 E

(c) A traffic lane for south-westboun

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