MARINE GUIDANCE NOTE

MGN 364 (M+F)

Navigation: Traffic Separation Schemes -

Application of Rule 10 and Navigation in the Dover
Strait
Notice to all Shipowners, Masters and all concerned with the navigation of Seagoing
vessels

This notice replaces Marine Guidance Notes 128 and 200

PLEASE NOTE:-
Where this document provides guidance on the law it should not be regarded as definitive.
The way the law applies to any particular case can vary according to circumstances - for
example, from vessel to vessel and you should consider seeking independent legal advice if
you are unsure of your own legal position.

Summary
• The International Regulations for Preventing Collisions at Sea (COLREGs) 1972 as
amended, govern the conduct of all vessels in and near Traffic Separation Schemes
(TSSs) which have been adopted by the International Maritime Organisation (IMO).

• This notice draws attention to mariners on the mandatory reporting regime and the
recommendations for navigating within the Dover Strait.

1. Introduction/ Background

1.1 TSSs adopted by the IMO are set out in the IMO publication “Ships’ Routeing”, 9th
Edition March 2008, and in the subsequent amendments and IMO Circulars.

1.2 A list of all existing TSS, both IMO-adopted and others, can be found in the Annual
Summary of Admiralty Notices to Mariners (ANM) No.17 published early each year.
Subsequent changes are in the weekly editions of Admiralty Notices to Mariners published on
the United Kingdom Hydrographic Office (UKHO) website; www.ukho.gov.uk.

1.3 Rule 10 of the COLREGs, governs the conduct of all vessels in and near TSSs which
have been adopted by IMO. A current version of the COLREGs is attached as an Annex to
MSN 1781 (M+F) as amended.

1.4 In some schemes, special provisions may be included governing their use by specified
classes of vessels. Relevant information is given on charts, or there may be a recommendation
for chart users to consult Admiralty Sailing Directions for details.

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2. Traffic Separation Schemes – Application of Rule 10

2.1 Admiralty charts show both IMO-adopted and national authority schemes. ANM Notice
No.17 and IMO “Ships’ Routeing” should be consulted to determine whether a particular
scheme has been adopted by the IMO.

2.2 TSSs are usually sited where there is a heavy concentration of shipping. Mariners are
therefore reminded of the particular importance of strictly adhering to Rules 5, 6, 7 and 8,
which refer to Look-out, Safe Speed, Risk of Collision, and Action to Avoid Collision.

Mariners are also reminded that except where there are special local rules to the
contrary, the other Steering and Sailing Rules (Section II – Conduct of vessels in sight
of one another and Section III – Conduct of vessels in restricted visibility) apply within
a scheme as they do elsewhere at sea. Vessels proceeding in a TSS do not have
priority over crossing traffic.

2.3 Vessels crossing a TSS must do so on a heading as nearly as practicable at right

angles to the direction of traffic flow. This minimises the time a crossing vessel is in the lane
irrespective of the tidal stream, and should lead to a clear encounter situation with vessels
passing through the main traffic lanes.

2.4 Within the context of Rule 10(d) it is the view of the MCA that neither the density of
traffic in a lane nor restricted visibility are sufficient reasons to justify the use of an Inshore
Traffic Zone (ITZ), nor will the apparent absence of traffic in the ITZ qualify as a reason for not
complying with this Rule.

2.5 Vessels may use an ITZ where necessary to seek shelter from weather, and whilst in
an ITZ vessels may be encountered heading in any direction.

2.6 Where a TSS is bordered on both sides by an ITZ, a vessel must not use the ITZ
except as permitted by Rule 10 (d).

2.7 A vessel which needs to anchor, for example because of an engine breakdown or bad
visibility, may do so in a separation zone.

2.8 Vessels fishing within a Scheme are considered to be using the Scheme, and must
comply with the general requirements set out in Rules 10(b) and (c), however, when fishing in
a separation zone they may follow any course.

2.9 The requirement that vessels fishing must not impede the passage of traffic passing
through a TSS, means that they must not operate in such a manner that neither they, nor their
gear, seriously restricts the sea room available to other vessels within a lane, and must take
early and substantial action to avoid any risk of collision developing.

2.10 Rule 8(f) places further obligations upon fishing vessels, with regard to their
responsibility not to impede the passage of any vessel following a traffic lane, and fishing
vessels are not relieved from this obligation in a developing situation where risk of collision
may exist. When taking any action they must, however, take account of the possible
manoeuvres of the vessel which is not to be impeded.

2.11 No specific mention is made in Rule 10(j) of a sailing vessel having an auxiliary
engine, however, if such a vessel cannot follow the routeing procedures under sail because of
light or adverse winds, then she should make use of her engines in order to do so, and should
show the appropriate lights, shapes and sound signals for a power-driven vessel.

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2.12 Maintenance of Safety of Navigation includes maintenance of navigational buoys and
aids to navigation, wreck removal, hydrographic surveying and in certain circumstances
dredging.

2.13 Many TSSs have Precautionary Areas associated with them, where traffic lanes
cross or converge, so that proper separation of traffic is not possible. Precautionary Areas
should be avoided, if practicable, by ships not making use of the associated schemes or
deep-water routes.

Precautionary areas are not part of a TSS, and Rule 10 is not generally applicable,
however, ships should navigate with particular caution within such areas.

2.14 Any vessel observed in a TSS which appears not to be complying with the
requirements of the Scheme should be immediately notified by the best available means. If
the TSS is within a Vessel Traffic Service (VTS) coverage area, the VTS should be notified.

2.15 The international two-letter signal YG meaning “you appear not to be complying with
the TSS” may also be used for this purpose. The master of any vessel receiving this signal
by whatever means should check their course and position and immediately take action to
rectify the situation.

3. Traffic Separation Schemes – Navigation in the Dover Strait

3.1 Summary
The Dover Strait is covered by a TSS, adopted by the IMO, which is bordered by the English
ITZ and the French ITZ. The TSS and associated ITZs, the Channel Navigation Information
Service (CNIS) and the Mandatory Reporting System CALDOVREP (established in
accordance with SOLAS V – 2002 Regulation 11) have been designed to assist seafarers to
navigate these waters in safety.

3.2 TSS
Information on the TSS is provided on British Admiralty chart 5500, in the Admiralty List of
Radio Signals, Volume 6(1), in NP28–The Dover Strait Pilot and in ANM No.17 Any vessel
transiting the Dover Strait must comply with the requirements of Rule 10.

3.3 ITZ
The English ITZ extends from a line drawn from the western end of the TSS to include
Shoreham, to a line drawn due South from South Foreland. The French ITZ extends from
Cap Gris-Nez in the north, to a line drawn due west near Le Touquet in the South.

Neither CNIS, nor HM Coastguard has authority to grant permission for vessels to use
the English ITZ in contravention of Rule 10(d). Masters deciding that circumstances
warrant their use of the English ITZ, must report their decision to CNIS. Vessels may
enter the ITZ if necessary to avoid immediate danger.

3.4 CNIS
Shipping movements are monitored from both Dover and Gris-Nez. Each station broadcasts
information about weather and navigational hazards as part of the joint CNIS.

All vessels are tracked and recorded by radar and AIS – any vessel found
contravening the collision regulations will be reported to their flag state for
appropriate action to be taken. Vessels contravening collision regulations and
arriving at UK ports may be liable for prosecution.

3.5 CALDOVREP
The following categories of vessels are required to participate in the Reporting System:

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 1. All vessels of 300GT and over
2. All vessels of less than 300GT, in circumstances where they:-
(a) are not under command or at anchor in the TSS or an ITZ,
(b) are restricted in their ability to manoeuvre, or
(c) have defective navigational aids.

SW-bound vessels call Dover Coastguard via VHF Ch.11 not later than crossing a line drawn
from North Foreland Light (51o 23’N; 001o 27’E) to the border between France and Belgium
(51o 05’N; 002o 33’E).

NE-bound vessels call Gris-Nez Traffic on VHF Ch.13 when abeam the Bassurelle Light-buoy
(50o 33’N; 000o 58’E).

4. Passage Planning

4.1 A passage plan and possible contingency arrangements containing all required
reporting information, as well as the reporting points, should be prepared well in advance of
reaching the outer limits of the reporting area. This will avoid last-minute decision-making,
and searching for sources of information, enabling full concentration on traffic and navigation
in the Dover Strait.

4.2 Mariners should be aware that concentrations of fishing vessels and recreational craft
may be encountered in the English Channel and the Dover Strait and should navigate with
caution. Fishing vessels are reminded of the requirements of Rule 10(i) and sailing vessels
and other vessels of less than 20 metres in length of the requirements of Rule 10(j) of the
COLREGs.

4.3 Mariners are reminded that there is a concentration of crossing ferry traffic, including
high speed craft, in the Dover Strait. These vessels may make course alterations outside the
lanes in order to cross them at right angles.

Vessels in either traffic lane may frequently have to give way to ferries and other
crossing vessels in order to comply with the Steering and Sailing Rules (Rules 4 – 19)
of the COLREGs.

4.4 Surveillance surveys indicate that risk of collision increases if cross channel traffic,
leaving Dover or the Calais approach channel, shape courses without due regard to the traffic
situation in the adjacent lane. Vessels proceeding along the traffic lanes, in meeting their
obligations under Rules 15 and 16, are often observed making substantial course alterations
and their actions are frequently complicated when traffic converges within a particular lane.
Attention is therefore drawn to the need for cross channel traffic to take into account this
possible situation arising when passage planning. Consideration should also be given to
where the lane is to be crossed so that potential collision risk situations can be anticipated and
are not allowed to develop. Passage planning should be dynamic and include selection and
setting of a course as soon as practicable.

4.5 NE-bound vessels sailing to the Thames or UK east coast ports are required to use the
NE-bound lane of the scheme where they can safely do so. A ruling on whether, in any
particular case, a Master of a NE-bound vessel was justified on safety grounds in choosing to
use the English ITZ rather than the NE-bound lane can only be given in a court of law.

4.6 Radar surveillance surveys show that many vessels proceeding from the NE lane
towards the Thames and UK east coast ports cross the TSS in the vicinity of the MPC light-
buoy. Masters are recommended to cross the SW lane in compliance with Rule 10(c)
anywhere up to approximately 5 miles NE of the MPC light-buoy. In selecting the crossing

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point regard should be given to traffic in the SW Lane and the need to avoid the development
of situations where risk of collision exists.

4.7 The F3 light-float (51o 24.15N; 002o 00.38E) is in an area of heavy crossing traffic.
Ships leaving the West Hinder TSS, and intending to transit the Dover Strait should leave the
F3 on their port side, and must avoid the area within 500 metres of the light-float, when
crossing the NE-bound traffic lane of the Dover Strait TSS and proceeding through the
Precautionary Area.

4.8 Many vessels keep too close to the north of the SW-bound lane between South Falls
and Dungeness, risking collision with the CS4 light-buoy and vessels in the English ITZ.
Vessels should therefore make use of the full width of the traffic lanes and open waters to
reduce collision risks. An ‘area to be avoided by all vessels’; radius 3 cables, has been
established around the CS4 light-buoy.

4.9 The main traffic lane for NE-bound traffic lies to the SE of the Sandettié Bank and
should be followed by all such ships as can safely navigate therein having regard to their
draught.

4.10 The deep-water route to the NW of the Sandettié Bank is intended for use by vessels
with a draught of 16 metres or more. Masters considering using this route should take into
account the proximity of traffic using the SW-bound lane. Through traffic to which this
consideration does not apply should, if practicable, avoid using the deep-water route.

4.11 In two-way routes, including two-way deep-water routes, vessels should, as far as
practicable, keep to the starboard side of the marked route. Vessels using deep-water
routes are recommended to avoid overtaking.

4.12 Master of ships, when planning their passage through the Dover Strait and its
approaches, should ensure that there is an adequate under-keel clearance at the time of
passage. To achieve this, allowance must be made for the effects of squat at the passage
speed, for uncertainties in charted depths and tide levels, and for the effects of waves and
swell resulting from local and distant storms.

4.13 In assessing a safe under-keel allowance, masters of vessels constrained by their

draught are strongly advised to consult the Sailing Directions, Mariners’ Routeing Guides
and Deep-Draught Planning Guides published for the area by hydrographic offices, and to
be guided by the recommendations for under-keel allowance contained therein.

4.14 When calculating the depth of water, mariners are reminded that the height of the
tide in mid-Strait can be up to one metre less than predicted for the adjacent standard port.

4.15 Vessels transiting the SW lane are permitted to pass either side of the Varne Bank.

5. Recreational Activities in a UK TSS.

5.1 Recreational diving within a UK TSS, although not recommended, is permitted

provided it is carried out in accordance with British Sub-Aqua Club (BSAC), British Diving
Safety Group (BDSG) safe diving practices and MCA guidelines, which generally advise
against diving in areas of heavy surface traffic. Chartered, private or club dive support craft
must always proceed in the general direction of traffic flow for that lane. They should not
impede the safe passage of a power-driven vessel following a traffic lane, nor should they
anchor in the lane.

5.2 Recreational divers considering participating in diving in any TSS, are reminded that
deep draught and high speed ships transiting TSSs may be unable to detect typical diving

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 surface marker buoys at distance. Some vessels may also have a draught in excess of 10
metres, which may pose additional problems for divers contemplating decompression stops
above that depth. Such vessels also generate wash and wake that may create difficulties
when recovering divers from the water, or for dive support craft with low freeboards.

5.3 Masters of dive support craft in the Dover Strait should always advise CNIS, of their
intentions in order to promote diving safety, and to benefit from any safety advice that may
be available.

5.4 Mariners should be aware that during summer months (April-September) through
traffic may encounter channel crossings by swimmers or other unorthodox craft. These will
normally be attended by support vessels fitted with AIS and complying with the COLREGs.
Information regarding these crossings is routinely broadcast by CNIS.

More Information

Navigation Safety Branch

Maritime and Coastguard Agency
Bay 2/29
Spring Place
105 Commercial Road
Southampton
SO15 1EG

Tel : +44 (0) 23 8032 9146

Fax : +44 (0) 23 8032 9204
e-mail: [email protected]

General Inquiries: 24 Hour Infoline

[email protected]
0870 600 6505

MCA Website Address: www.mcga.gov.uk

File Ref: MNA 136/003/0031

Published: May 2008

© Crown Copyright 2008

Safer Lives, Safer Ships, Cleaner Seas

Printed on material containing minimum 75% post-consumer waste paper

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 Annex

INTERNATIONAL REGULATIONS FOR PREVENTING COLLISIONS AT SEA, 1972 (as

amended by Resolutions A464 (XII), A626 (15), A678 (16), A736 (18) and A.910 (22))

Rule 10
Traffic separation schemes

(a) This Rule applies to traffic separation schemes adopted by the Organization and does
not relieve any vessel of her obligation under any other Rule.
(b) A vessel using a traffic separation scheme shall:
(i) proceed in the appropriate traffic lane in the general direction of traffic flow for
that lane;
(ii) so far as practicable keep clear of a traffic separation line or separation zone;
(iii) normally join or leave a traffic lane at the termination of the lane, but when
joining or leaving from either side shall do so at as small an angle to the general
direction of traffic flow as practicable.
(c) A vessel shall, so far as practicable, avoid crossing traffic lanes but if obliged to do so
shall cross on a heading as nearly as practicable at right angles to the general direction
of traffic flow.
(d) (i) A vessel shall not use an inshore traffic zone when she can safely use
the appropriate traffic lane within the adjacent traffic separation scheme.
However, vessels of less than 20 metres in length, sailing vessels and vessels
engaged in fishing may use the inshore traffic zone.
(ii) Notwithstanding sub-paragraph (d) (i), a vessel may use an inshore traffic zone
when en route to or from a port, offshore installation or structure, pilot station or
any other place situated within the inshore traffic zone, or to avoid immediate
danger.
(e) A vessel other than a crossing vessel or a vessel joining or leaving a lane shall
not normally enter a separation zone or cross a separation line except:
(i) in cases of emergency to avoid immediate danger;
(ii) to engage in fishing within a separation zone.
(f) A vessel navigating in areas near the terminations of traffic separation schemes shall
do so with particular caution.
(g) A vessel shall so far as practicable avoid anchoring in a traffic separation scheme or in
areas near its terminations.
(h) A vessel not using a traffic separation scheme shall avoid it by as wide a margin as is
practicable.
(i) A vessel engaged in fishing shall not impede the passage of any vessel following a
traffic lane.
(j) A vessel of less than 20 metres in length or a sailing vessel shall not impede the safe
passage of a power-driven vessel following a traffic lane.
(k) A vessel restricted in her ability to manoeuvre when engaged in an operation for the
maintenance of safety of navigation in a traffic separation scheme is exempted from
complying with this Rule to the extent necessary to carry out the operation.
(l) A vessel restricted in her ability to manoeuvre when engaged in an operation for the
laying, servicing or picking up of a submarine cable, within a traffic separation scheme,
is exempted from complying with this Rule to the extent necessary to carry out the
operation.

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