Area based management tools: Ships' Routeing Measures

Chapter V, Regulation 10, of SOLAS, as amended, provides for the establishment of ships’ routeing systems and recognizes the IMO as the international body with the authority to establish and adopt such measures. International Convention for the Safety of Life at Sea (SOLAS), Nov. 1, 1974, 1184 U.N.T.S. 2, ch. V, reg. 10. Routeing systems are systems of predetermined routes and related measures that are “recommended for use by, and may be made mandatory for, all ships, certain categories of ships or ships carrying certain cargoes when adopted and implemented in accordance with the guidelines and criteria developed by the [IMO]” and are designed to “contribute to the safety of life at sea, safety and efficiency of navigation, and/or protection of the marine environment.” SOLAS Chapter V, reg. 10, para. 1.

Routeing Measures include:

Further Information:

ROUTEING MEASURES: Recommended Route

According to the General Provisions on Ships’ Routeing, a recommended route is a “route of undefined width, for the convenience of ships to transit, which is often marked by centerline buoys.” General Provisions on Ships’ Routeing, adopted Nov. 20, 1985, IMO Resolution A.572(14) as amended at 2.1.9.

Chapter V, Regulation 10, of SOLAS, as amended, provides for the establishment of ships’ routeing systems, including recommended routes, and recognizes the IMO as the international body with the authority to establish and adopt such measures. International Convention for the Safety of Life at Sea (SOLAS), Nov. 1, 1974, 1184 U.N.T.S. 2, ch. V, reg. 10.

International Example - Thames Estuary: An integrated traffic routeing scheme for the Sunk area and Northern approaches to the Thames Estuary in Western Europe includes the “Galloper” recommended route. This route is recommended specifically for use by ferry traffic sailing in and out of the port of Ostend. Int’l Maritime Org. [IMO], Ships’ Routeing, E at 9-1 (2019), electronic edition.

Example of recommended route routeing measure in chartlet, illustration of arrows and bouys
Example of recommended route routeing measure in chartlet (U.S. Chart No. 1, p.67)

Further Information:

ROUTEING MEASURES: Recommended Track

 

Example of recommended track routeing measure in chartlet, with line depending on whether or not (dashed line) based on a system of fixed markers (solid line)
Example of recommended track routeing measure in chartlet, with line depending on whether or not (dashed line) based on a system of fixed markers (solid line) (U.S. Chart No. 1, p.65)

According to the General Provisions on Ships’ Routeing, a recommended track is a “route that has been specially examined to ensure so far as possible that it is free of dangers and along which ships are advised to navigate.” General Provisions on Ships’ Routeing, adopted Nov. 20, 1985, IMO Resolution A.572(14) as amended, 2.1.10.

Chapter V, Regulation 10, of SOLAS, as amended, provides for the establishment of ships’ routeing systems, including recommended tracks, and recognizes the IMO as the international body with the authority to establish and adopt such measures. International Convention for the Safety of Life at Sea (SOLAS), Nov. 1, 1974, 1184 U.N.T.S. 2, ch. V, reg. 10.

Cordell Banks/Greater Farallones/Monterey Bay: adopted in 2000, off the California coast to apply to ships of 300 gross tonnage or above AND ships carrying bulk hazardous cargo. These are organized into north-south lanes in order to reduce the risk of groundings and collisions. According to the Monterey Bay National Marine Sanctuary Vessel Traffic Analysis (2009-2012), three different analyses using Automated Information System (AIS) ship traffic data were completed to assess vessel compliance with the recommended tracks, indicating that a “great majority” of vessels that transit through the MBNMS comply with the recommended tracks.

Further Information:

ROUTEING MEASURES: Precautionary Area

Channel Islands: The traffic separation scheme approaching Los Angeles/Long Beach on the California coast includes a precautionary area enclosing the Los Angeles – Long Beach breakwater. Because of heavy traffic in this area, the routeing measure advises vessels to not “anchor or linger” in the precautionary area except when picking up or disembarking a pilot.

Example of precautionary area routeing measure in chartlet
Example of precautionary area routeing measure in chartlet (U.S. Chart No. 1, p.66-67)

Further Information:

ROUTEING MEASURES: Area to Be Avoided (ATBA)

In general, these areas should be established only in places where:

  • inadequate survey or insufficient provision of aids to navigation may lead to danger of stranding;
  • local knowledge is considered essential for safe passage;
  • there is the possibility that unacceptable damage to the environment could result from a casualty; or
  • there might be hazard to a vital aid to navigation.

General Provisions on Ships’ Routeing, adopted Nov. 20, 1985, IMO Resolution A.572(14) as amended, 5.5.

Channel Islands: The ATBA protecting the Channel Islands was adopted in 1991 (updated 2013) to avoid the risk of pollution in the Channel Islands National Marine Sanctuary. The ATBA applies to most cargo ships, but explicitly allows cargo ships which are bound to and from ports on one of the islands within the area to enter. Also, although not the original intention when creating the ATBA, it has resulted in a quieter ocean habitat for marine species as compared to the shipping lanes in place in the northern portion of the sanctuary. According to the 2016 Channel Islands National Marine Sanctuary Condition Report, compliance with the ATBA is high.

Cordell Banks/Greater Farallones/Monterey Bay: One part of the traffic separation scheme off  San Francisco includes an ATBA within a precautionary area.

Papahānaumokuākea: These ATBA were adopted in 1981 but then amended in 2007 and serve as an Associated Protective Measure for the PSSA. Specifically, their purpose is to increase the maritime safety due to hazardous navigation obstacles in the area, protect the environment, preserve cultural resources and areas of cultural importance significant to Native Hawaiians, and to facilitate response to developing maritime emergencies.

Stellwagen Banks: Ships of 300 gross tonnage or above should avoid the ATBA between April 1st- July 31st in order to significantly reduce strikes of the North Atlantic Right Whales (highly endangered).

Olympic Coast: The ATBA in the Olympic Coast was originally adopted in 1994 and then amended in 2012 in order to create a further buffer from the coast to protect against oil spills by advising operators of vessels carrying oil or other hazardous materials as cargo or cargo residue, and all ships 400 gross tons and above to remain at least 25 nautical miles from the coast. Compliance with this ATBA has been high, with estimates in 2009 reaching 98.9% compliance according to the OCNMS 2011 Management Plan. More recent compliance, according to AIS vessel data, suggests compliance rates within the ATBA around 95% for both 2017 and 2018.

 

Example of area to be avoided routeing measure in chartlet
Example of area to be avoided routeing measure in chartlet (U.S. Chart No. 1, p.66-67)

 

Further Information:

ROUTEING MEASURES: No-Anchoring Area

According to the General Provisions on Ships’ Routeing, a No Anchoring Area, or NAA, is “a routeing measure comprising an area within defined limits where anchoring is hazardous or could result in unacceptable damage to the marine environment. Anchoring in a no-anchoring area should be avoided by all ships or certain classes of ships, except in cases of immediate danger to the ship or the persons onboard.” General Provisions on Ships’ Routeing, adopted Nov. 20, 1985, IMO Resolution A.572(14) as amended, 2.1.14; see also General Provisions on Ships’ Routeing, adopted Nov. 20, 1985, IMO Resolution A.572(14) as amended, 5.6 on guidance for planning of No-Anchoring Areas. In general, an NAA should be established only in areas where anchoring is hazardous, or where there is a possibility that unacceptable harm to the marine environment could result.

Florida Keys: Three mandatory No-Anchoring Areas were adopted in 2002 to protect the unique, fragile, pristine coral reef ecosystem from anchoring as an Associated Protective Measure for the PSSA. The No-Anchoring Areas are located in the:

  • Northernmost area of the Tortugas Ecological Reserve
  • Southernmost area of the Tortugas Ecological Reserve
  • Tortugas Bank outside of the Tortugas Ecological Reserve.

Flower Garden Banks:  Three mandatory No-Anchoring Areas were adopted in 2000 to protect the coral marine environment from damage by ships. According to the FGBNMS Condition Report for 2008, the impact of the adjacent major shipping lane leading to the Port of Houston (one of the nation’s busiest ports) has been minimized through the combination of sanctuary regulations and the No-Anchoring Area. The establishment of the IMO-approved no-anchor areas means that the restriction appears on international charts used by foreign-flagged vessels. The mandatory NAAs, which are applicable to all ships, are located in:

  • East Flower Garden Bank
  • West Flower Garden Bank
  • Stetson Bank

The establishment of this NAA marked the first time in history this action was taken by for the purpose of habitat protection.

Example of no anchoring area routeing measure in chartlet
Example of no anchoring area routeing measure in chartlet (U.S. Chart No. 1, p.74)

 

Further Information:

ROUTEING MEASURES: Established Direction of Traffic Flow

According to the General Provisions on Ships’ Routeing, an established direction of traffic flow is “a traffic flow pattern indicating the directional movement of traffic as established within a traffic separation scheme.”General Provisions on Ships’ Routeing, adopted Nov. 20, 1985, IMO Resolution A.572(14) as amended, 2.1.15.

Chapter V, Regulation 10, of SOLAS, as amended, provides for the establishment of ships’ routeing systems, including establishing traffic flow directions, and recognizes the IMO as the international body with the authority to establish and adopt such measures. International Convention for the Safety of Life at Sea (SOLAS), Nov. 1, 1974, 1184 U.N.T.S. 2, ch. V, reg. 10.

Cordell Banks/Greater Farallones/Monterey Bay: The traffic separation scheme creating a three-way approach to San Francisco off the coast of California includes established directions of traffic flow going in two directions and separated by a separation zone. Int’l Maritime Org. [IMO], Ships’ Routeing, B.VII at 5-3 (2019), electronic edition.

Examples of established direction of traffic flow routeing measure in chartlet
Examples of established direction of traffic flow routeing measure in chartlet (U.S. Chart No. 1, p.66-67)

Further Information:

ROUTEING MEASURES: Recommended Direction of Traffic Flow

Chapter V, Regulation 10, of SOLAS, as amended, provides for the establishment of ships’ routeing systems, including recommended traffic flow directions, and recognizes the IMO as the international body with the authority to establish and adopt such measures. International Convention for the Safety of Life at Sea (SOLAS), Nov. 1, 1974, 1184 U.N.T.S. 2, ch. V, reg. 10.

Delaware Bay: Approaching the Delaware Bay and off the coast of Cape May, a two way route is recommended specifically for tug and tow traffic traveling back and forth between the north-east in order to separate such traffic from the large inbound vessel traffic. Int’l Maritime Org. [IMO], Ships’ Routeing, E at 45 (2019), electronic edition.

Example of recommended direction of traffic flow routeing measure in chartlet
Example of recommended direction of traffic flow routeing measure in chartlet (U.S. Chart No. 1, p.66-67)

Further Information:

ROUTEING MEASURES: Traffic Separation Scheme (TSS)

Chapter V, Regulation 10, of SOLAS, as amended, provides for the establishment of ships’ routeing systems, including a TSS, and recognizes the IMO as the international body with the authority to establish and adopt such measures. International Convention for the Safety of Life at Sea (SOLAS), Nov. 1, 1974, 1184 U.N.T.S. 2, ch. V, reg. 10.

Channel Islands: The TSS was amended in 2012, as proposed by the US to the IMO, to narrow the existing TSS, including the approaches to the Los Angeles and Long Beach ports so as to narrow the overall width of the existing lanes and shift the southbound lane one nautical mile north in order to move vessels away from known areas of high seasonal aggregations of endangered whales, in particular blue whales. See 2016 Channel Islands National Marine Sanctuary Condition Report. 

Cordell Banks/Greater Farallones/Monterey Bay: The TSS in place here, off of San Francisco, was initially adopted in 1973 and then amended in 2012 to further reduce interactions between ships and endangered whales. It is divided into four parts:

  • A Northern,
  • Southern, and
  • Western approach, each split into two traffic lanes and
  • a separation zone with a precautionary area surrounding an area to be avoided and a main ship channel consisting of a separation line and two traffic lanes.

Olympic Coast: A traffic separation scheme amended in 2006 separates the Strait of Juan de Fuca into two parts. Part I consists of a Western approach TSS, a South-western approach TSS, and a precautionary area in the approaches to the straights of Juan de Fuca. Part II consists of Western lanes TSS, Southern lanes TSS, Northern lanes TSS, Eastern lanes TSS, and a precautionary area in the Strait of Juan de Fuca.

Stellwagen Banks: The TSS was originally established in 1973 and amended in 2008. The TSS is located in the approach to Boston, MA, passing through the Stellwagen Banks National Marine Sanctuary, and was established to reduce the likelihood of ship strike deaths and serious injuries to endangered right and other whales. The shift of the TSS shipping lanes from the southern portion of the bank to the mid-bank diverted ships away from concentrated zooplankton in Cape Cod Bay and the southern part of the sanctuary and the primary feeding area for humpback, finback, and minke whales, removing a large amount of commercial traffic from the usual whale watching area, further reducing potential for and threat of collisions between ships and whales. AIS technology indicates near 100% compliance with the TSS.  See Stellwagen Bank National Marine Sanctuary 2020 Condition Report.

Example of traffic separation scheme routeing measure in chartlet
Example of traffic separation scheme routeing measure in chartlet (U.S. Chart No. 1, p.67)

 

Further Information:

ROUTEING MEASURES: Traffic Separation Zone or Line

According to the General Provisions on Ships’ Routeing, a separation zone or line is “a zone or line separating the traffic lanes in which ships are proceeding in opposite or nearly opposite directions; or separating a traffic lane from the adjacent sea area; or separating traffic lanes designated for particular classes of ship proceeding in the same direction.”General Provisions on Ships’ Routeing, adopted Nov. 20, 1985, IMO Resolution A.572(14) as amended, 2.1.4.

Chapter V, Regulation 10, of SOLAS, as amended, provides for the establishment of ships’ routeing systems, including separation zones or lines, and recognizes the IMO as the international body with the authority to establish and adopt such measures. International Convention for the Safety of Life at Sea (SOLAS), Nov. 1, 1974, 1184 U.N.T.S. 2, ch. V, reg. 10.

Stellwagen Banks: The traffic separation scheme in the approach to Boston, MA includes a one-mile wide separation zone between lanes of traveling from Boston to sea and from sea to Boston.

Example of traffic separation zone/line routeing measure in chartlet. Whether a measure is a zone or line is indicated by the thickness of the zone shaded in on the chart
Example of traffic separation zone/line routeing measure in chartlet. Whether a measure is a zone or line is indicated by the thickness of the zone shaded in on the chart. (U.S. Chart No. 1, p.67)

 

Further Information:

ROUTEING MEASURES: Traffic Lane

Approaches to the Chesapeake Bay: There are four separate traffic lanes in the approaches to the Chesapeake Bay, each with an established direction of traffic flow. The northern two lanes are divided by a separation line while the southern two lanes are divided by a deep-water route. Int’l Maritime Org. [IMO], Ships’ Routeing, C.IV at 1-1 (2019), electronic edition.

Example of traffic lane routeing measure in chartlet
Example of traffic lane routeing measure in chartlet (U.S. Chart No. 1, p.67)

 

Further Information:

ROUTEING MEASURES: Roundabout

International Example – Approaches to the Ports of Odessa and Ilichevsk: The traffic separation scheme in the approaches to the Ukrainian Ports of Odessa and Ilichevsk in the Black Sea includes a roundabout. The roundabout includes a circular separation zone, 2 miles wide in diameter, and then a circular traffic lane 2.5 miles wide around that circular separation zone. The roundabout can be entered and exited by ships going from the arm of the Prorva to the Bugsko-Dneprovsko-Limanskiy Channel and back. Int’l Maritime Org. [IMO], Ships’ Routeing, B.III at 18-1/19-1 (2019), electronic edition.

Example of roundabout routeing measure in chartlet
Example of roundabout routeing measure in chartlet (U.S. Chart No. 1, p.67)

 

Further Information:

ROUTEING MEASURES: Deep-Water Route

According to the General Provisions on Ships’ Routeing, a deep-water route is a “route within defined limits which has been accurately surveyed for clearance of sea bottom and submerged obstacles as indicated on the chart.” General Provisions on Ships’ Routeing, adopted Nov. 20, 1985, IMO Resolution A.572(14) as amended, 2.1.11.

Chapter V, Regulation 10, of SOLAS, as amended, provides for the establishment of ships’ routeing systems, including recommended tracks, and recognizes the IMO as the international body with the authority to establish and adopt such measures. International Convention for the Safety of Life at Sea (SOLAS), Nov. 1, 1974, 1184 U.N.T.S. 2, ch. V, reg. 10.

Approaches to the Chesapeake Bay: The traffic separation scheme governing the approaches to the Chesapeake Bay includes a deep-water route for specified deep-draught shifts and naval aircraft carriers. Use of the route includes specific recommendations to ships to 1) announce its intention radio; 2) avoid, as much as possible, overtaking other ships operating in the deep-water route; and 3) keep as close to the outer limit of the route lying on the starboard side as possible while remaining safe. Ships which do not qualify to use the deep-water route are to use the inbound and outbound traffic lanes on either side of the deep-water route as part of the same traffic separation scheme. Int’l Maritime Org. [IMO], Ships’ Routeing, C.IV at 1-1 (2019), electronic edition.

Example of deep-water route routeing measure in chartlet
Example of deep-water route routeing measure in chartlet (U.S. Chart No. 1, p.67)

 

Further Information:

ROUTEING MEASURES: Inshore Traffic Zone

Chapter V, Regulation 10, of SOLAS, as amended, provides for the establishment of ships’ routeing systems, including inshore traffic zones, and recognizes the IMO as the international body with the authority to establish and adopt such measures. International Convention for the Safety of Life at Sea (SOLAS), Nov. 1, 1974, 1184 U.N.T.S. 2, ch. V, reg. 10.

International Example - Sabana-Camagüey Archipelago: As part of the associated protective measures adopted along with the designation of the Archipelago of Sabana-Camagüey as a Particularly Sensitive Sea Area, Cuba established an inshore traffic zone around the portions of the of the archipelago located off of Costa de Matanzas. Int’l Maritime Org. [IMO], Ships’ Routeing, B.IX at 14 (2019), electronic edition.

Example of inshore traffic zone routeing measure in chartlet
Example of inshore traffic zone routeing measure in chartlet (U.S. Chart No. 1, p.66-67)

Further Information:


ROUTEING MEASURES: Two-Way Route

Olympic Coast: The two-way route in the Olympic Coast National Marine Sanctuary was adopted in 2002 and then updated in 2006. It recommends routes within the US waters of the Strait of Juan de Fuca for smaller, slower moving vessels (tugs, barges, smaller fishing vessels) that usually do not use traffic separation schemes.

Example of two-way route routeing measure in chartlet
Example of two-way route routeing measure in chartlet (U.S. Chart No. 1, p.67)

 

Further Information:

 Last updated July 29, 2020