1 SOUTHERN RED SEA œ SUMMARY

1. The Red Sea and Gulf of Aden form part of the major east-west shipping route passing through the Suez Canal, which carries around 7% of global seaborne trade. Some 14,000 vessels totaling 440 million NRT transit through the Canal each year. The great majority of these vessels also pass through the Straits of Bab el Mandeb at the southern entrance to the Red Sea. Coastal ships trading between the Gulf of Aden and ports in the southern Red Sea, deep sea ships trading between the Red Sea, Indian Ocean and the Far East, plus fishing vessels and dhows add to the volume of traffic transitting Bab el Mandeb, where a Traffic Separation Scheme was introduced around 30 years ago. Total traffic passing through the southern Red Sea is now estimated to be around 20,000 ships per year, including tankers carrying an estimated 85 million tonnes of oil from The Gulf annually.
2. Vessels passing to the east of Jabal Zuqar Island and to the south and west of Hanish al Kubra must navigate in areas where northbound and southbound traffic will naturally converge

For reasons of economy, this document is printed in a limited number. Delegates are kindly asked to bring their copies to meetings and not to request additional copies.

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due to the presence of islands, rocks, shallow water and other navigational hazards. In neither of these areas of convergence are any routeing measures in place at present. The objective of this proposal is therefore to introduce new measures intended to provide safe routes clear of the various hazards in this area and to amend the existing traffic separation scheme through Bab el Mandeb. These measures are designed to broadly follow existing traffic patterns in the area and to regulate and guide the movement of ships.

2 DESCRIPTION OF THE AREA

2.1 The area in which the proposed measures are located lies in the southern Red Sea between the coasts of Yemen and Eritrea and Yemen and Djibouti. They are intended for the use of ships passing between the Straits of Bab el Mandeb and the Yemeni islands of Jabal Zuqar and Hanish Al Kubra and their surrounding islands, as well as the three Eritrean Haycock islands located some eight miles SSE of Hanish Al Kubra. The area is shown on United Kingdom Admiralty Charts 452 and 453, which were re-schemed and published on 28 February 2002 following completion and acceptance by United Kingdom Hydrographic Office of the 2001 hydrographic survey. Admiralty Charts 452 and 453, both at a scale of 1:100,000 allow mariners I:\NAV\48\3-4.doc

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to complete the passage between Bab el Mandeb and the Abu Ali Channel on two charts only. World Geodetic System Datum 1984 (WGS84) positions can be plotted directly onto these charts.

1. Admiralty Charts 3661 and 1925 (1:200,000) provide more general area coverage, while Admiralty Chart 6 (1:750,000) covers the western end of the Gulf of Aden and southern part of the Red Sea. Admiralty Chart 143 (1:400,000) covers the area between Bab el Mandeb to north of Jabal At Tair, including the Avocet Rock lying 18 miles NNW of Abu Ali islands, also fully surveyed in 2001. Large scale coverage of Bab el Mandeb is provided by Admiralty Chart 2588 (1:75,000).
2. A Chartlet showing the proposed routeing system in the southern Red Sea is attached
3. As the proposed measures lie in the waters of Yemen, Eritrea and Djibouti, these proposals are being submitted to IMO by the three Governments, with Yemen acting as the lead State supported by Eritrea and Djibouti.

3 TRAFFIC CONSIDERATIONS

Navigation aids:

1. Existing aids to navigation are shown on Admiralty Charts 452 and 453. The proposed routes are marked by four lighthouses located on the islands of Jabal Zuqar, Hanish al Kubra, and their offlying islands, lighthouses established at Al Mokha on the coast of Yemen, east of the precautionary area, and on Ras Fatuma on the coast of Eritrea to the west. The High Light on Mayyun Island, range 24 miles, together with Balfe Point, range 11 miles, mark the Straits of Bab el Mandeb.
2. During the hydrographic survey, carried out in adverse weather conditions with generally strong southerly winds of Force 6 to 7 for much of the period, the survey vessel was asked to report on the quality of radar targets available. These reports indicated that radar positions were available over much of the area covered by the proposed measures and that good radar targets are available when within about 15 miles of coasts and islands.
3. The measures are designed to keep ships well clear of potential hazards, such as the Three Foot Rock south of Hanish Al Kubra and the wreck depth 7.3m in latitude 13° 10'N north of Ras Fatuma. They allow ships to navigate at lesser distances from prominent islands where positions can be determined by several methods. The light on Quoin Island in the Abu Ali group, range 13 miles, is particularly important for ships approaching and passing southbound through the Abu Ali channel.
4. It is therefore considered that the existing aids to navigation in the area covered by these measures, together with strong radar targets, are adequate and appropriate to allow ships to determine their positions with the precision required by the International Regulations for Preventing Collisions at Sea, 1972. The countries submitting these proposals are, however, committed to improving the quality of navigation aids in the area as necessary and appropriate. Traffic patterns and traffic management measures:
5. An estimated 20,000 ships of all types per year pass between the southern Red Sea and western end of the Gulf of Aden. The majority of these are large ocean going vessels, with smaller numbers of coastal ships operating between Mokha, Djibouti, Aden, and ports in

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Somalia. Relatively small numbers of fishing vessels also operate in the area from ports and villages on the coasts of the three countries and from the islands.

1. To verify existing traffic patterns the United Kingdom Hydrographic Office provided archive records of ships‘ tracks, interviews were conducted with ships‘ masters and navigating officers operating in the area in early 2000, and traffic observations were recorded by the survey vessel over a 6 month period between December 2000 and June 2001.
2. Each of these investigations showed that ships of all types currently follow various routes when passing between or around the several obstructions on the eastern and western sides of Jabal Zuqar and the Hanish islands. From survey vessel reports and interviews it is estimated that around 60% of the traffic currently passes east of Jabal Zuqar and the Hanish islands while 40% uses the western passage. There is little crossing traffic apart from occasional container feeder ships operating between Mokha in Yemen and Aseb/Mitsiwa on the coast of Eritrea.
3. Traffic using the existing TSS through Bab el Mandeb is reported by the survey vessel to generally observe the scheme and follow the present northbound and southbound routes. Reports indicate that a small percentage, perhaps less than 5%, of ships navigating in this area, do not observe the existing routeing measures.
4. It is the intention of the Government of Yemen to introduce a Vessel Traffic Management system for the area around Bab el Mandeb and to make use of other surveillance methods becoming available as Automatic Identification Systems (AIS) required under SOLAS are introduced on ships from 1 July 2002 onwards. These actions will be taken to ensure that ships adhere to the proposed measures, should these be adopted, throughout the area.

1. All types of cargo are carried on vessels navigating in the area, with tankers carrying an estimated 85 million tonnes of oil from Persian Gulf northwards annually. Yemen also produces around 400,000 barrels of oil per day, about half of which is exported from Ras Issa, 60 miles north of the northern limit of the proposed measures, and some of which moves south to Aden. LNG and LPG vessels operate in the area, hazardous cargoes are carried on some container vessels and large quantities of bulk cargo (grain, coal etc.) are moved through the area.
2. The new measures have been designed to provide safe routes clear of the various hazards in this area and to broadly follow existing traffic patterns in the area as determined by observation and other methods. Course alterations along the proposed routes have been kept to a minimum consistent with maintaining a sufficient distance off the coasts of Yemen and Eritrea.
3. One convergence area/route junction is included in the proposals, defined by a large pentagonal-shaped Precautionary Area where very little crossing traffic may be expected.

Hydrographic surveys and charts of the area:

1. The proposed routeing measures were developed following an extensive hydrographic survey of the area commissioned by PERSGA (the Regional Organization for the Conservation of the Environment of the Red Sea and Gulf of Aden, based in Jeddah), under its —Strategic Action Programme“. The survey (funded by the World Bank) was completed between December 2000 and June 2001. The proposed measures lie entirely within the area surveyed.
2. The limits of the area surveyed are shown on the updated versions of Admiralty Charts 452 and 453 published on 28 February 2002, and on their source diagrams. The specification for

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the 2001 survey was prepared by the United Kingdom Hydrographic Office to meet the International Hydrographic Organization (IHO) S44 Standards for routeing measures.

1. Survey data was submitted to the United Kingdom Hydrographic Office, which carried out a full appraisal before deciding to use it for the publication of new charts and updating of existing charts. A number of important shoal patches have been removed from charts of the area as a result of the disproval survey work undertaken. The first complete survey of the navigationally significant Avocet Rock 18 miles NNW of the Abu Ali islands was completed to a radius of 2.5 miles from the rock.
2. The new versions of Admiralty Charts 452 and 453 allow mariners to navigate between Bab el Mandeb and the northern limits of the proposed measures, both east and west of Jabal Zuqar and Hanish Al Kubra. WGS84 positions obtained from satellite navigation systems can be plotted directly on to these charts.
3. The survey has demonstrated that the sea-bed is generally stable, with no very significant depth differences in comparison with the previous 1870 to 1960 surveys apart from the elimination of some reported shoal patches and the more accurate location and depth measurement of others. During the survey seabed samples were taken in every one square kilometer of the area.
4. Other Admiralty Charts also provide coverage this area, as stated in Section 2, DESCRIPTION OF THE AREA.
5. These measures are intended for use by all ships, particularly those navigating between the Gulf of Aden and Red Sea. They provide sufficient sea room for coastal vessels that may wish to navigate well clear of them using, for example, the Small Strait through Bab el Mandeb between Mayyun Island and the coast of Yemen to the east of the measures, or the waters between the measures and the coasts of Djibouti and Eritrea to the west.
6. No oil platforms currently operate, or are expected to operate, in or close to the area in which the measures are located.

4 MARINE ENVIRONMENTAL CONSIDERATIONS

Weather conditions:

4.1 The weather in the southern Red Sea is generally hot and dry throughout the year, with

°

mean daily temperatures at Mayyun Island in Bab el Mandeb varying between 24 C (winter

°

minimum) and 37 C (summer maximum). Rainfall is minimal, averaging around 40 mm per year.

1. Prevailing winds in the area vary from summer to winter. During winter months (October to May) winds are south to southeasterly, averaging force 3-4 in the southern part of the area, but sometimes for extended periods reaching force 6-7 further north between Bab el Mandeb and the Hanish islands. In May the monsoon changes and the wind shifts to northwest, force 2-4.
2. During winter months waves are prevented from developing by the short fetch of the south to southeasterly winds, but short waves of up to 2-3 metres in height do occur in the more northerly part of the area. Waves during summer months reach 1-2 metres in height in the western part of the area and a moderate swell has been recorded during summer months towards Bab el Mandeb.

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4.4 Visibility in the area is generally good, with rare haze during the summer months in Bab el Mandeb. On the western side, in the area near Aseb and the Hanish islands, haze occurs for about 2 days/month throughout most of the year.

Tides and currents:

1. Chart datum is at approximately the level of the Lowest Astronomical Tide (LAT). The tide is a combination of diurnal and semidiurnal periods. At Mayyun, mean higher high water is 1.9 metres above chart datum and mean lower low water 0.7 metres above chart datum. At Al Mokha, mean higher high water is 0.8 metres above chart datum and mean lower low water 0.3 metres above chart datum, while at the Abu Ali islands these values are 0.8 and 0.2 metres.
2. Surface currents are wind-driven, flowing north westwards from Bab el Mandeb in the winter months (October to May) and south eastwards from June to August. Currents are generally weak, ² or ½ of a knot, but currents of up to 3 knots in the Bab el Mandeb area have occasionally been recorded between October and May. During transitional periods between monsoons currents are weak and variable.
3. During the 2001 hydrographic survey tide and current measurements were taken at key points within the area. Tidal stream data are not currently shown because depiction of these on the charts awaits updating of the Tidal Stream Atlas, due to be issued on 01 January 2003. It is anticipated that additional tidal stream information will be included on any new charts published following adoption of the proposed measures.
4. It is anticipated that the proposed routeing measures will have the effect of significantly reducing the risk of collision and grounding by guiding ships to use routes that have been surveyed to the standards required for routeing measures and to take them clear of obstructions.

5 ROUTEING SYSTEMS

1. The proposed routeing measures are recommended for all vessels. The measures would eliminate the present situation whereby northbound and southbound ships approaching alter course positions at the Abu Ali islands and/or the Haycock islands cannot be sure whether vessels approaching from the other direction will meet them end-on in the relatively narrow sections passages available for safe navigation.
2. It is not considered that these proposed measures will adversely affect shipping calling at ports in littoral states, and the proposed measures have been limited to what is necessary to the interests of safety of navigation and protection of the marine environment for the area.

6	POSITION FIXING IN RELATION TO THE ROUTEING SYSTEM
	See Section 3 TRAFFIC CONSIDERATIONS œ NAVIGATION AIDS.
7	MISCELLANEOUS INFORMATION
7.1	The numbers of fishing vessels operating in the area from ports and villages on the coasts

of the three countries and from the islands is relatively low. No oil-related developments are anticipated in or near the routeing measures for the foreseeable future.

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1. The proposed measures will have the effect of modifying and extending the existing separation scheme through Bab el Mandeb, moving it clear of the 13 metres shoal area which lies 4 miles north of Mayyun Island.
2. Consultations with ships‘ masters and navigating officers operating in the area were conducted in the Port of Aden before starting the hydrographic survey, to determine their views and which routes they normally followed. The consultations confirmed that ships generally follow the routes defined in the proposals, with some of them keeping closer to the coast of Yemen than allowed for under these measures, and closer to the wreck depth 7.3m in latitude 13° 10'N, north of Ras Fatuma. Navigating officers on foreign naval vessels calling at Aden were also questioned, confirming the routes as being sound.
3. In addition, marine experts (harbour masters, pilots etc.) from all the states in the Red Sea and Gulf of Aden were brought together on three occasions between April 2000 and March 2002 to review these proposals, the arrangements for the hydrographic survey and the survey results. In March 2002, this Navigation Working Group (NWG), convened under the auspices of the Regional Organization for the Conservation of the Environment of the Red Sea and Gulf of Aden (PERSGA), confirmed its approval for the measures as designed (See Annex 5).
4. See also section 3 TRAFFIC CONSIDERATIONS œ TRAFFIC PATTERNS AND TRAFFIC MANAGEMENT MEASURES
5. If vessels fail to comply with the requirements of the traffic separation schemes, appropriate action will be taken by the Coastguard of the Republic of Yemen, and when necessary by the relevant authorities in Eritrea and Djibouti.

8 ACTION REQUESTED OF THE SUB-COMMITTEE

The Sub-committee is requested to examine the proposed routeing measures and recommend the adoption of these to the Maritime Safety Committee.

***

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ANNEX 1

NEW ROUTEING MEASURES FOR THE SOUTHERN RED SEA -TRAFFIC SEPARATION SCHEME EAST OF JABAL ZUQAR

Designed to control the movement of northbound and southbound ships passing to the east of Jabal Zuqar in the vicinity of the Abu Ali islands by means of a traffic separation scheme, ensuring that they operate in waters recently surveyed to the standards required for routeing measures.

A1.1 The new traffic separation scheme east of Jabal Zuqar will consist of:

2 traffic lanes one traffic separation zone between them

A1.2 The direction of navigation will be:

southbound traffic lane, 140°(T) as far as the turning line abeam of the 18.3m shoal, thence 166°(T) to the southern limit of the scheme.

northbound traffic lane, 346°(T) as far as the turning line abeam of the 18.3m shoal, thence 320°(T) to the northern limit of the scheme.

A1.3 Description of the new traffic separation scheme east of Jabal Zuqar Island:

(a)

A separation zone bounded by a line connecting the following positions:

(b)

A traffic lane for southbound traffic between the separation zone and the following positions:

Latitude		Longitude
Position 1	14° 07'.28 N	42° 45'.96 E
Position 2	14° 02'.76 N	42° 49'.85 E
Position 3	13° 58'.21 N	42° 51'.00 E
Position 4	13° 58'.55 N	42° 52'.30 E
Position 5	14° 03'.76 N	42° 51'.00 E
Position 6	14° 08'.27 N	42° 47'.10 E

Latitude Longitude

Position 7 14° 06'.49 N 42° 44'.98 E Position 8 14° 01'.93 N 42° 48'.94 E Position 9 13° 57'.97 N 42° 49'.95 E

(c) A traffic lane for northbound traffic between the separation zone and the following positions:

Latitude Longitude

Position 10 14° 09'.40 N 42° 48'.42 E Position 11 14° 04'.88 N 42° 52'.35 E Position 12 13° 58'.94 N 42° 53'.83 E

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ANNEX 2

NEW ROUTEING MEASURES FOR THE SOUTHERN RED SEA -TRAFFIC SEPARATION SCHEME WEST AND SOUTH OF HANISH AL KUBRA

Designed to control the movement of northbound and southbound ships passing to the west and south of Hanish al Kubra Island in the vicinity of the Haycock islands by means of a traffic separation scheme while ensuring that they operate in waters recently surveyed to the standards required for routeing measures.

A2.1 The amended traffic separation scheme west and south of Hanish al Kubra will consist of:

2 traffic lanes

one traffic separation zone between them

A2.2 The direction of navigation will be:

southbound traffic lane, 154°(T) as far as the turning line between the Three Foot Rock and the Haycock islands, thence 123°(T) to the eastern limit of the scheme.

northbound traffic lane, 309°(T) as far as the turning line between the Three Foot Rock and the Haycock islands, thence 333°(T) to the northern limit of the scheme.

A2.3 Description of the amended section of the traffic separation scheme west and south of Hanish al Kubra:

(a)

A separation zone bounded by a line connecting the following positions:

(b)

A traffic lane for southbound traffic between the separation zone and the following positions:

Latitude		Longitude
Position 1	13° 38'.33 N	42° 31'.78 E
Position 2	13° 30'.95 N	42° 35'.60 E
Position 3	13° 26'.61 N	42° 42'.18 E
Position 4	13° 29'.12 N	42° 44'.22 E
Position 5	13° 33'.20 N	42° 39'.08 E
Position 6	13° 40'.15 N	42° 35'.50 E

Latitude Longitude

Position 7 13° 37'.40 N 42° 29'.93 E Position 8 13° 29'.82 N 42° 33'.88 E Position 9 13° 25'.22 N 42° 41'.05 E

(c) A traffic lane for northbound traffic between the separation zone and the following positions:

Latitude Longitude

Position 10 13° 40'.82 N 42° 36'.90 E Position 11 13° 34'.06 N 42° 40'.38 E Position 12 13° 30'.25 N 42° 45'.18 E

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ANNEX 3

NEW ROUTEING MEASURES FOR THE SOUTHERN RED SEA -RECOMMENDED TRACKS AND PRECAUTIONARY AREA

(a) RECOMMENDED TRACKS BETWEEN JABAL ZUQAR AND THE PRECAUTIONARY AREA

Designed for the guidance of ships operating between the proposed traffic separation scheme east of Jabal Zuqar and the precautionary area situated north of the amendment to the section of the existing traffic scheme to the north of Bab el Mandeb, ensuring that vessels navigate in deeper water further from the coast of Yemen in recently surveyed waters.

A3.a1 The recommended tracks between the traffic separation scheme east of Jabal Zuqar and the precautionary area lie in an area recently surveyed to the standards required for routeing measures to ensure that it is free from dangers, having one southbound and one northbound recommended track with a minimum separation of 2.0 nautical miles between them.

A3.a2 The direction of navigation will be:

southbound traffic lane, 166°(T) from the southern limit of the traffic separation scheme east of Jabal Zuqar as far as the northern limit of the precautionary area lying north of the amended traffic scheme through Bab el Mandeb.

northbound traffic lane, 346°(T) from the northern limit of the precautionary area lying north amended traffic scheme through Bab el Mandeb to the southern limit of the traffic separation scheme east of Jabal Zuqar.

A3.a3 Description of the recommended tracks between the traffic separation schemes east of Jabal Zuqar and Bab el Mandeb:

(a)

Northern limit, consisting of a line connecting the following geographical positions:

(b)

Southern limit, consisting of a line connecting the following geographical positions:

Latitude			Longitude
Position	9 (Jabal Zuqar)	13° 57'.97 N	42° 49'.95 E
Position 12 (Jabal Zuqar)		13° 58'.94 N	42° 53'.83 E

Latitude Longitude

Position X (precautionary area) 13° 19'.52 N 43° 03'.60 E

Position Y (precautionary area) 13° 18'.64 N 42° 59'.95 E

(b) RECOMMENDED TRACKS BETWEEN HANISH AL KUBRA AND THE PRECAUTIONARY AREA

Designed for the guidance of ships operating between the proposed traffic separation scheme west and south of Hanish al Kubra and the precautionary area situated north of the amendment to the section of the existing traffic scheme to the north of Bab el Mandeb, ensuring that vessels navigate in areas recently surveyed to standards required for routeing measures.

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A3.b1 The recommended tracks between the traffic separation scheme west and south of Hanish Al Kubra and the precautionary area lie in an area recently surveyed to the standards required for routeing measures to ensure that it is free from dangers, having one southbound and one northbound recommended track, with a minimum separation of 2.4 nautical miles between them.

A3.b2 The direction of navigation will be:

southbound traffic lane, 123°(T) from the south eastern limit of the traffic separation scheme west and south of Hanish al Kubra as far as the north western limit of the precautionary area lying north of the amended traffic scheme through Bab el Mandeb.

northbound traffic lane, 309°(T) from the north western limit of the precautionary area lying north of the amended traffic scheme through Bab el Mandeb to the south eastern limit of the traffic separation scheme west and south of Hanish al Kubra.

A3.b3 Description of the recommended tracks between the traffic separation scheme west and south of Hanish al Kubra and the precautionary area:

(a)

North western limit, consisting of a line connecting the following geographical positions:

(b)

South eastern limit, consisting of a line connecting the following geographical positions:

Latitude		Longitude
Position 9 (Hanish al Kubra)	13° 25'.22 N	42° 41'.05 E
Position 12 (Hanish al Kubra)	13° 30'.25 N	42° 45'.18 E

Latitude Longitude

Position Y (precautionary area) 13° 18'.64 N 42° 59'.95 E

Position Z (precautionary area) 13° 15'.00 N 42° 56'.96 E

(c) PRECAUTIONARY AREA

The pentagonal area where the recommended tracks between Jabal Zuqar, Hanish Al Kubra and the amendment to the section of the existing traffic scheme to the north of Bab el Mandeb join is to be designated a 'precautionary area'. It lies in an area recently surveyed to standards required for routeing measures and is bounded by the following positions:

Latitude Longitude

Position 10 (Bab el Mandeb)

Position X

Position Y

Position Z

Position 7 (Bab el Mandeb) 13° 15'.00 N 43° 04'.70 E 13° 19'.52 N 43° 03'.60 E 13° 18'.64 N 42° 59'.95 E 13° 15'.00 N 42° 56'.96 E 13° 11'.94 N 43° 01'.72 E

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ANNEX 4

AMENDMENTS TO THE EXISTING TRAFFIC SEPARATION SCHEME AT BAB EL MANDEB

Designed to realign and extend the section of the existing traffic separation scheme through Bab el Mandeb which lies to the north of Mayyun Island to ensure that vessels operate in deeper waters further from the coast of Yemen, recently surveyed to the standards required for routeing measures, and to enable properly aligned recommended tracks connecting the traffic separation schemes at Jabal Zuqar, Hanish Al Kubra and this amendment to the traffic separation scheme through Bab el Mandeb to be introduced.

A4.1 The amended traffic separation scheme through Bab el Mandeb will consist of:

2 traffic lanes

one traffic separation zone between them

A4.2 The direction of navigation will be:

southbound traffic lane, 155°(T) as far as the turning line off Mayyun Island, thence 120°(T) to the eastern limit of the existing scheme.

northbound traffic lane, 300°(T) as far as the turning line off Mayyun Island, thence 335°(T) to the northern limit of the scheme.

A4.3 Description of the amended the traffic separation scheme through Bab el Mandeb:

(a)

A separation zone bounded by a line connecting the following positions:

(b)

A traffic lane for southbound traffic between the separation zone and the following positions:

Latitude		Longitude
Position 1	13° 13'.07 N	43° 02'.87 E
Position 2	12° 36'.82 N	43° 20'.22 E
Position 3	12° 32'.53 N	43° 27'.79 E
Position 4	12° 33'.37 N	43° 28'.30 E
Position 5	12° 37'.50 N	43° 21'.00 E
Position 6	13° 13'.83 N	43° 03'.60 E

Latitude Longitude

Position 7 13° 11'.94 N 43° 01'.72 E Position 8 12° 35'.78 N 43° 18'.98 E Position 9 12° 31'.25 N 43° 27'.04 E

(c) A traffic lane for northbound traffic between the separation zone and the following positions:

Latitude Longitude

Position 10 13° 15'.00 N 43° 04'.70 E Position 11 12° 38'.50 N 43° 22'.21 E Position 12 12° 34'.69 N 43° 29'.03 E

***

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ANNEX 5

NEW ROUTEING MEASURES FOR THE SOUTHERN RED SEA -RECOMMENDATION OF THE PERSGA NAVIGATION WORKING GROUP JEDDAH MARCH 2002

Recommendation 4 New Charts and Routeing Measures for the Southern Red Sea

The NWG noted with pleasure the progress made on the production of new and re-schemed charts of the southern Red Sea, which are now on sale internationally to shipping as a direct result of the work of PERSGA and Component 2. It wishes to thank the United Kingdom Hydrographic Office for its support in producing these new charts.

The NWG recommends that proposals for new routeing measures, including traffic separation schemes, as shown on draft charts produced at the Workshop, should be presented to the IMO Sub-Committee on the Safety of Navigation, requesting the Sub-Committee to recommend these proposals to the Maritime Safety Committee for adoption by IMO and entry into force for international shipping at the earliest possible date.

The NWG recommends to PERSGA that all necessary steps to continue the process of securing the adoption of the proposed routeing measures by the IMO should be taken.

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