ROUTEING MEASURES AND MANDATORY SHIP REPORTING SYSTEMS

E SUB-COMMITTEE ON NAVIGATION, COMMUNICATIONS AND SEARCH AND RESCUE 5th session Agenda item 3 NCSR 5/INF.23 15 December 2017 ENGLISH ONLY ROUTEING MEASURES AND MANDATORY SHIP REPORTING SYSTEMS Information on Routing Measures and Mandatory Ship Reporting Systems in Lombok Strait, Indonesia Submitted by Indonesia SUMMARY Executive summary: Strategic direction: Based on the need to ensure ship traffic safety and to reduce the event of ship collision, the Government of Indonesia is preparing for proposals for ship routeing measures and a mandatory ship reporting system for Lombok Strait. The routeing measures are proposed in order to establish an IMO-adopted Traffic Separation Scheme (TSS), Precautionary Area, Inshore Traffic Zone, and Area to be Avoided (ATBA). The proposed routeing measures have been analysed using IWRAP (IALA Waterways Risk Assessment Program) and the designed measures could maintain the traffic in the acceptable risk of collision. The mandatory ship reporting system (SRS) is also proposed as a guidance for ships in entering the strait and to minimize the risk of collision in the areas. Other Work High-level action: Output: OW 4 Action to be taken: Paragraph 21 Related documents: Resolution A.572(14), as amended; resolution MSC 71(69), resolution MSC 72(69), MSC.1/Circ.1060, as amended, resolution MSC.433(98); resolution A.851(20); MEPC 71/INF.39 Introduction 1 Lombok Strait is considered as one of the areas that has a significant traffic density of ships which serves national and international traffic lane. The number of ship passing and crossing the strait is predicted to increase in the future regarding to the economic growth

Page 2 among the nations. Both national and international shipping lane intersect in the strait will induce a risk of collision. There are several histories of incidents involving ships in this strait including collision, grounding and fire. Figure 1: Location of Lombok Strait 2 According to the Indonesian Law Number 6, Year 1996 on Indonesian Waters and Government Regulation Number 37, Year 2002 on Rights and Obligations of Foreign Ship and Aircraft Exercising Archipelagic Sea Lanes Passage in Designated Archipelagic Sea Lanes, Lombok Strait is designated as Indonesian Archipelagic Sea Lanes (IASL) II. This Strait serves as a domestic and international sea lane and is also crossed by ferries between the islands of Bali and Lombok. The IASL is also adopted by the IMO through resolution MSC.72(69) in 1998. 3 Indonesia, as the Archipelagic State, has rights to prescribe the Traffic Separation Scheme to enhance the safety of navigation on the Archipelagic Sea Lane, based on Article 53(6) of United Nations Convention on the Law of the Sea (UNCLOS), 1982 and also based on the IMO's General Provisions for the Adoption, Designation and Substitution of Archipelagic Sea Lanes. The designation of the Traffic Separation Scheme will not affect the ships which are exercising the rights of Archipelagic Sea Lane Passage in the Lombok Strait. 4 Based on the AIS data, Lombok Strait is considered as one of the busiest Straits in Indonesia. It can be summarized that from 2014 to 2016, in average 29,841 unique voyages were made annually. 5 Lombok Strait is located in the coral triangle, area that is known as the richness of marine biodiversity. Its water hosts many species of hard coral, coral reefs, underwater canyons, seamounts, mangroves and seagrass. In the water area it is also found the notable species such as bottlenose dolphin (Tursiops truncates), pantropical spotted dolphin (Stenella attenuate), spinner dolphin (Stenella longirostris), Bryde's whale (Balaenoptera edeni), manta ray, leatherback turtle, ocean sunfish (mola). These inhabitants are sensitive to shipping activities and their impact such as oil spills, marine debris, introduction of harmful marine species, and physical impact due to navigational (anchoring), ship sinking and grounding.

Page 3 6 There are two areas in vicinity of Lombok Strait dedicated as marine protected area (MPA); Nusa Penida MPA in the west side of IASL II and MMAF of Gili Matra covering three Gili Islands (Gili Air, Gili Meno, and Gili Trawangan) in the east side. 7 A draft submission is currently being prepared to propose the designation of the area around Lombok Strait, including the Gili Islands and Nusa Penida Islands as a Particularly Sensitive Sea Area, with the aim of being considered by the Marine Environment Protection Committee in 2018. (MEPC 71/INF.39). Objective 8 Indonesia intends to submit the proposals on establishment of Traffic Separation Scheme (TSS), Inshore Traffic Zone, Area to be Avoided (ATBA), and Ship Reporting System in Lombok Strait on the sixth session of the NCSR Sub-Committee in 2019. 9 Details of the following ship routeing and ship reporting systems in Lombok Strait are provided as follows:.1 the draft proposal on the Traffic Separation Scheme is provided in annex 1;.2 the draft proposal on the Area to be Avoided (ATBA) is provided in annex 2; and.3 the draft proposal on the Ship Reporting System is provided in annex 3. 10 The main objective of the documents is to propose and establish routing measures and ship reporting system in Lombok Strait. The routing measures are done by means of Traffic Separation Scheme (TSS), Precautionary Area, Inshore Traffic Zone, and Area to be Avoided (ATBA). While ship reporting system is proposed by determining the ship's reporting points for ship entering or crossing the TSS and Precautionary Area. 11 The objectives of establishing TSS with precautionary area, inshore traffic zone, ATBA, and SRS are to:.1 reduce the number of head-on situations to increases the safety of navigation, by separating opposing traffic streams in the area;.2 reduce, if not eliminate, the risk of accidental ship grounding by keeping ships well away from coral reef atolls/structures as well as the marine protected areas;.3 reduce, if not eliminate, the risk of crossing collision between ships by recommending precautionary area;.4 prevent and reduce the risk to the environment caused by pollution resulting from unlikely event of marine traffic accident; and.5 contribute to safety and efficiency of navigation and/or protection of the marine environment in water area of Lombok Strait.

Page 4 Methodology Figure 2: Ship routeing and reporting system in Lombok Strait 12 The risk assessment was conducted according to methodology as shown in figure 1. Several data are collected and employed in the risk assessment study such as vessel traffic data, metocean data (current, wind, tide, wave), bathymetry data, location of ports in vicinity of Lombok Strait, and location of marine conservation and protected areas. Based on these data, ship traffic was designed and modelled. The designed ship traffic and scenario are then to be assessed using IWRAP.

Page 5 Figure 3: Routeing design and risk assessment using IWRAP 13 The advantage of using IWRAP software is the ability to accommodate some parameters that cannot be included in manual calculations such as the distribution of traffic density and water depth data which of course will affect the accuracy of the calculation results. 14 Traffic flow density data for the Lombok Strait were obtained from port authorities in the vicinity of Lombok Strait. Verification of ship density was done using AIS data obtained from VTS Benoa and AIS data provider (https://www.marinetraffic.com). Traffic pattern and traffic density obtained from AIS data are then to be used to design and assess the routeing measures using IWRAP. 15 Three main scenarios of collision were analysed such as head-on collision, crossing collision and over taking collision. Two scenarios of collision in addition from IWRAP were also considered such as bend collision and merging collision. The acceptance criteria for total annual frequency of collision is less than unity (annual frequency of 1). 16 The routing measures are modelled to accommodate 20 years future traffic up to 2037. It is assumed that there is 2 % increase of the number of vessel passing and crossing the area every year. Mandatory Ship Reporting System (SRS) 17 The SRS is proposed to be mandatory for designated ships according to the proposed routeing measure in Lombok Strait. This SRS provides a system that manage the ship traffic in the strait. SRS guides the vessel to minimize the risk of collision between vessels as well as grounding on the existing coral reefs and the existence of marine protected areas.

Page 6 18 The proposed SRS are aimed to increase the safety of navigation in the strait by controlling the two-way traffic route as well as the crossing area in order to avoid the event of grounding and collision. Conclusion 19 As mentioned, the risk assessment is employed in order to design the routing measures in Lombok Strait. Several scenarios are constructed during the assessment. Three collision scenarios such as head-on, crossing, overtaking collision including two scenarios given by IWRAP namely bend and merging collision were examined. Given marine traffic data, environmental condition and incident history, the routeing measures that could maintain the safe navigation in these areas were proposed. 20 Feedbacks and comments on the proposal of the Traffic Separation Scheme (TSS), Inshore Traffic Zone, Area to be Avoided (ATBA), and Ship Reporting System could be further addressed to ditnav@dephub.go.id, alur.kenavigasian@gmail.com and dianyonk@yahoo.com Action requested of the Sub-Committee 21 The Sub-Committee is invited to note the information contained in this document. ***

Annex 1, page 1 ANNEX 1 DRAFT Establishment of a New Traffic Separation Scheme, Precautionary Areas, and Inshore Traffic Zone in Lombok Strait, Indonesia Submitted by Indonesia SUMMARY Executive summary: This document contains a proposal to establish a Traffic Separation Scheme (TSS) located in Lombok Strait for enabling separation of the two streams of routes by using separation zone to minimize the risk of collision. Precautionary Areas and Inshore Traffic Zone, as an additional measure to assist navigation in the vicinity of TSS. The proposed TSS, two Precautionary Areas, and two Inshore Traffic Zones will serve as the propose Associated Protective Measures (APMs) for the Particularly Sensitive Area (PSSA) in the vicinity of Lombok Strait, namely Nusa Penida Island and Gili Islands Strategic direction: High-level action: Output: Action to be taken: Paragraph 48 Related documents: Resolution A.572(14), as amended; Resolution MSC 71(69), Resolution MSC 72(69), MSC.1/Circ.1060, as amended Introduction 1 This document is a proposal by the Republic of Indonesia to establish a ships' routeing system consists of an IMO-adopted Traffic Separation Scheme (TSS), Precautionary Areas, and Inshore Traffic Zones of Lombok Strait, located between Lombok Island and Bali Island, Indonesia. 2 Details of the proposed ships' routeing systems are provided as follows:.1 a general description of the systems which include a TSS, Precautionary Areas, and Inshore Traffic Zone is provided in paragraph 4 and a chartlet are provided in annex 1 below;.2 the names, numbers, editions and geodetic datums of the reference charts (paper and electronic) used to delineate the TSS, as well as the geographical coordinates that define the TSS, Precautionary Areas, and Inshore Traffic Zones are provided in annex 2 below; and.3 the existing visual aids to navigation in the area are provided in annex 3 below.

Annex 1, page 2 Summary 3 The objectives for submitting the proposed routeing system are to establish a new TSS, two Precautionary Areas, and two Inshore Traffic Zones in Lombok Strait which located within Bali Island and Lombok Island as given in Figure 1. Figure 1: Location of Indonesia and Lombok Strait 4 Details of the ships' routeing measures can be seen in Figure 2 followed by the explanation for each routeing measure.

Annex 1, page 3 Figure 2: The proposed TSS, two Precautionary Areas and two Inshore Traffic Zones in Lombok Strait.1 two nautical wide TSS in Lombok Strait as a main shipping lane for national and international route which extend approximately 42 nautical miles from the southern entrance to northern entrance of Lombok Strait (see Figure 2);.2 southern Precautionary Area that lies approximately 19.2 nautical miles to the north of southern entrance of TSS of Lombok Strait. The southern Precautionary Area extends approximately 4.6 nautical miles and 2 nautical miles wide (see Figure 2);.3 northern Precautionary Area that lies approximately 4.95 nautical miles to the south of northern entrance of TSS of Lombok Strait. The northern Precautionary Area extends approximately 4.6 nautical miles and 2 nautical miles wide (see Figure 2);.4 Inshore Traffic Zone that lies from TSS to the west (east coast of Bali Island) as seen in Figure 2;.5 Inshore Traffic Zone that lies from TSS to the east (west coast of Lombok Island) as seen in Figure 2; 5 The designation of TSS with two Precautionary Areas is to ensure that all ships will obtain adequate information concerning the surrounding traffic. Hence, the designated TSS would reduce the likely ship collision on the route, by providing the separation scheme between two way routes and two Precautionary Areas for the intersection routes. 6 A TSS is designated since it is considered as the most effective means to separate opposing streams of traffic and establishing traffic lanes. A separation zone is established through TSS to give adequate sea separation area to control the two-way traffic routes. The separation zone is aimed to increase the safety of ship navigation in the route, reducing the

Annex 1, page 4 probability of ship collision and grounding that would probably affect the marine protective areas in the adjacent of the route. 7 The designated TSS serves as a guidance to help ship navigating safe by providing clear navigation courses which avoid the ship to approach the shallow water. The separation line that lies between the two routes is expected to avoid the event of collision between the ships coming from the reverse direction. The collision in the intersection area of route is prevented by the existence of Precautionary Areas which enable the ship master to have more awareness so that the risk of collision could be minimized. 8 A risk assessment had been conducted using the IWRAP (IALA Waterways Risk Assessment Program). Based on the risk assessment using the said tools, it was found that by using the designated routeing measures in the area of Lombok Strait, the potential number of incidents involving collisions and grounding of ships can be reduced. The design of routeing measures is modelled using projected traffic for the year of 2037 (2 % increase annually to current traffic) and revealed that such routeing measure could maintain the potential collision involving head-on collision, crossing collision, over taking collision, bend collision and merging collision to the value of less than unity (0,044574 incidents per year). 9 The risk assessment was conducted according to methodology as shown in Figure 3. Several data are collected and employed in the risk assessment study such as vessel traffic data, metocean data (current, wind, tide, wave), bathymetry data, location of ports in vicinity of Lombok Strait, and location of marine conservation & protected areas. Based on those data, ship traffic was designed and modelled. The designed ship traffic and scenario then to be assessed using IWRAP. The designed ship traffic and modelling in IWRAP are given in Figure 4. As shown in this figure, several legs are determined and analysed in order to calculate the annual frequency of collision at every leg due to ships enter the TSS from northern and southern entrance as well as annual frequency of collision for the precaution areas to anticipate potential crossing collisions in the area. Figure 3: Risk assessment methodology

Annex 1, page 5 Figure 4: Routeing design and risk assessment using IWRAP 10 Three main scenarios of collision were analysed such as head-on collision, crossing collision and over taking collision. Two scenarios of collision in addition from IWRAP also considered such as bend collision and merging collision. Following figure shows a part of result of annual collision risk assessment obtained using IWRAP given future traffic (in the year of 2037) estimated that approximately 2 % increase annually to current traffic. Based on the risk assessment, the total annual frequency of collision is 0,044574 incidents per year which is less than unity (annual frequency of 1 as acceptance criteria). Figure 5: Routeing design and risk assessment using IWRAP 11 Indonesia seeks IMO approval for the TSS, two Precautionary Areas, and and two Inshore Traffic Zones in the area of Lombok Strait to be approved as IMO-adopted ships' routeing systems. 12 History of incidents can be found in Table 1, the incidents include groundings, collisions, sinking and fire.

Annex 1, page 6 Year Type of ship Type of accident Location 2003 Ferry Ro-Ro KMP. Wimala Dharma Sinking Padangbai 2011 Ferry Ro-Ro KMP. Perdana Nusantara Striking the wharf Lembar Passenger ship KM. Sri Murah Rejeki Sinking, 11 casualties Nusa penida, Bali 2012 Cargo ship KM.Lintas Timur Fire Anchorage area, Lembar Port Cargo ship MV. Agnes Grounding Lombok Lembar North of Gili Cargo ship KM. Ombak Biru Drifting 2013 Trawangan Passenger ship KMP Mulyadi Grounding Padangbai, Bali Passenger ship KMP. PBK Muryati Grounding Access channel of Padangbai Port Cargo ship KM. Ocean Star Expres I Fire Access channel of Padangbai Port 2014 Passenger ship KMP Munawar Sinking, 3 casualties Lombok KM Gelis Rauh Fire Nusa Penida 2015 Cargo ship KM Wahana IV Fire 10 nm from Senggigi Port 2016 Passenger ship KMP Wihan Bahari Grounding Gili Nanggu Area Lombok 2017 LPG Tanker KMP Sita Giri Nusa Grounding Gili Layar, Sekotong, Lombok Table 1: Incident in Lombok Strait (2011-2017) 13 On 17 July 2014, KMP. Gelis Rauh, a ferry ro-ro ship was on fire in the Lombok Strait while sailing from Port of Padangbai in Bali to Lembar Port in Lombok. The vessel was drifted to southward around the water area of Nusa Penida (Figure 6). Figure 6: KMP. Gelis was on fire and stranded in water area of Nusa Penida Island 14 KMP Wimala Dharma, a ferry roro ship, in 7 September 2003 sank in the water area near to Tempikong Island, about six miles from Padangbai Port, Bali. KMP Wimala Dharma sank in a voyage from Padangbai Port in Bali to Lembar Port in Lombok. Location where the KMP. Wimala Dharma sank can be seen in Figure 7 (Source: Investigation Report of KMP. Wimala Dharma, National Transportation Safety Committee, 2003).

Annex 1, page 7 Description of the area Figure 7: Location of the sink of KM. Wimala Dharma 15 The Lombok Strait lies between the Bali and the Lombok Islands. This Strait becomes a main pathway sea transportation lane connected the Pacific Ocean and the Indian Ocean. The bathymetry contour variates along the bottom of strait with the depth vary between around 800 1000 m with a shallow sill in the southern part of the strait. The location of the proposed scheme, including geographical coordinates and width of the lanes and the separation zone, the number, edition and geodetic datum of the reference charts used to delineate the scheme are provided in the annexes below. 16 There are two Inshore Traffic Zones that have been proposed, as there is much coastal traffic in the eastern and western bounds of the Lombok Strait. Cooperation between States 17 This proposal has been developed solely by Indonesia. The TSS, Precautionary Areas, and Inshore Traffic Zone are proposed to be applied in the Lombok Strait between Bali and Lombok Island and between Bali Sea and Indian Ocean. 18 Indonesian government has deeply communicated with all the stakeholders which are concerned with the existence of the route, namely government agencies, shipping companies, ship owners, port management, ship operator association. 19 Indonesia through the IMO/NORAD Cooperation Programme, also had consultations with other regional countries. The programme itself has the priority activities of which is to provide assistance to countries within the South-East Asia region for the development of proposals for the designation of PSSAs (MEPC 67/15). Traffic considerations 20 According to the Indonesian Law Number 6 Year 1996 on Indonesian Waters and Government Regulation Number 37 Year 2002 on Rights and Obligations of Foreign Ship and Aircraft Exercising Archipelagic Sea Lanes Passage in Designated Archipelagic Sea Lanes,

Annex 1, page 8 Lombok Strait is designated as Indonesian Archipelagic Sea Lanes (IASL) II. This Strait serves as a domestic and international sea lane and also crossed by ferries between Bali and Lombok islands. The IASL also adopted by the IMO through the resolution of MSC.72(69) on 1998. 21 Indonesia, as the Archipelagic State, has rights to prescribe the Traffic Separation Scheme to enhance the safety of navigation on the Archipelagic Sea Lane, based on the Article 53(6) of United Nations Convention on the Law of the Sea (UNCLOS) 1982 and also based on the IMO's General Provisions for the Adoption, Designation and Substitution of Archipelagic Sea Lanes. The designation of the Traffic Separation Scheme will not be affecting the ships which exercising the rights of Archipelagic Sea Lane Passage in the Lombok Strait. 22 The existing traffic pattern is obtained from ship pattern given by reported AIS data as shown in Figure 8. The number of vessels is obtained from Benoa VTS data and data reported by several local ports in the area of Lombok Strait (IASL II). The number of voyages comprise from three year reported vessel data (2014-2016) that visiting ports in surrounding Lombok Strait (Figure 9) and annual vessels that passing through IASL II (Figure 10). It can be summarized that in average twenty-nine thousand eight hundred forty-one / 29,841 unique voyages were made annually. This translates to about eighty-two / 82 ships per day. Among of these data, the traffic was contributed by 34.17% of fast boat, 29.28% of ferry, 10.31% of merchant ships, 9.81% of fishing vessel, 5.4% passenger ship and other types of vessel for about 13.27% (tug boats, pleasure vessels, offshore supporting vessels, military, etc.). Figure 8: Traffic density in Lombok Strait given by density plot of AIS data Source: https://www.marinetraffic.com/

Annex 1, page 9 12000 11286 10000 8000 9665 9637 8590 8679 8947 6000 Number of vessels 4000 2000 0 4485 4650 3690 2523 1773 1189 248 522 45 586 402 71 32 48 275 13 2014 2015 2016 941 2991 Year RO-RO Ferry Fast Boat Fishing Vessel General Cargo & Container Oil and Gas Tanker Bulk Carrier Passenger Other Figure 9: Number of reported vessels operate in vicinity of Lombok Strait Figure 10: Number of annual vessels passing through IASL II among 2016-2017 23 It is expected that the shipping activity on the vicinity of Lombok Strait will increase due to the increasing traffic in the Straits of Malacca and Singapore and Sunda Strait, and the economic development in East Asia. The traffic is also affected by increasing number of yacht and cruise which expected to be increased due to adoption of Indonesian Presidential Decree Number 105 Year 2015 on Foreign Yacht Visit to Indonesia and Minister for Transportation Regulation Number PM 121 Year 2015 on Facilitation for Tourist Visit by Foreign Cruise Ship. Both regulations ease the requirements and facilitate better access of yacht and cruise vessels in tourist destinations. 24 The increasing traffic also occurred on two main shipping routes which intersect at the middle of Lombok Strait. An international shipping route which lies on the north south bound intersects with national shipping route which lies on the east west bound of Lombok Strait. The international shipping route is increased since there is transportation of commodity between South East and East Asia country to Australia. Likewise, the national shipping route is increasing due to the crossing of shipping route between Padang Bai, Sanur, Amed, Nusa Lembongan and Senggigi, Teluk Nare, Bangsal, Gili Islands. Ship traffic density between these routes would be likely growing since Indonesian government are accelerating the development especially for eastern part of Indonesia including this area.

Annex 1, page 10 25 The TSS has been designed to follow the designated IASL II (existing traffic pattern) as closely as possible. Courses alterations, convergence areas and route junctions have been kept to a minimum. 26 There are no offshore structures such as drilling rigs or exploration platforms located in or near the proposed TSS. 27 There are no fishing grounds in the area of the proposed TSS. 28 There are no existing hydrocarbon exploration or exploitation activities planned in the vicinity of the proposed TSS. 29 There are no foreseeable changes in the traffic patterns stemming from port or any other related developments. Position-fixing in relation to the routeing system 30 There are numerous existing visual aids to navigation in the area including navigation lights, beacon lights, and buoy lights. Detail coordinates of the navigation lights are provided in annex 3 below. 31 The proposed TSS, Precautionary Areas, and Inshore Traffic Zone are within coverage of the fully operational AIS based station. 32 Two AIS receivers are installed in the two Vessel Traffic Service (VTS). They are located at Benoa VTS (approximately 08 44' 36" S, 115 12' 36" E) and Lembar VTS (approximately 08 43' 41.58" S, 116 04' 25.32" E), covering the entire area of the proposed TSS. Marine environmental considerations 33 The sea water current in the Lombok Strait is influenced by some current formation which have different source. The sea water current appears as the result of the superposition of the main current and tidal currents. Since the location of Lombok Strait is between Indian and Pacific Ocean, the tidal wave is highly influenced by the tidal wave propagation from both oceans. From this propagation, the tidal wave of Indian Ocean has the highest influence on the tidal wave in Lombok Strait. The tidal velocity, with ± 3.5 m/s maximum speed, periodically appears at the sill during 12.4-hour period. Around the north part of the Lombok Strait, the tidal velocity ranges approximately 0.2 to 0.5 m/s. 34 On wind speed and direction, in general, there are two main conditions that appear in Lombok Strait. These two main conditions are influenced by the boreal season. The boreal summer and early autumn activates the southeast monsoon which flow a southward wind direction. During this season, the wind flows on the Lombok Strait which reaches the strongest speed around the location between Nusa Penida and Lombok Island. During the boreal winter, the northward wind flows caused by the northwest monsoon. 35 Lombok Strait is located in the coral triangle, area that known as the richness of marine biodiversity (see Figure 11). Its water hosts many species of hard coral, coral reefs, underwater canyons, seamounts, mangroves and seagrass. In the water area it is also found the notable species such as bottlenose dolphin (Tursiops truncates), pantropical spotted dolphin (Stenella attenuate), spinner dolphin (Stenella longirostris), Bryde's whale (Balaenoptera edeni), manta ray, leatherback turtle, ocean sunfish (mola). These inhabitants are sensitive to shipping activities and their impact such as oil spills, marine debris, introduction

Annex 1, page 11 of harmful marine species, and physical impact due to navigational (anchoring), ship sinking and grounding. Source: http://thinga.com/boom/articles/totally-triangle Figure 11: Lombok Strait is located in The Coral Triangle 36 There are two areas dedicated as marine protected area; Nusa Penida MPA in the west side of IASL II (see Figure 12) and MMAF of Gili Matra covering three Gili Islands (Gili Air, Gili Meno, and Gili Trawangan) in the east side (see Figure 13). 37 The Nusa Penida MPA covers an area of 20,057 hectares around Nusa Penida and two smaller neighbouring islands, Nusa Ceningan and Nusa Lembongan. The area is host to 296 species of coral and 576 species of reef fish, including five species that previously undefined to science. 38 In 2008, the area was found to have a high livelihood dependency on marine resources and then categorised as a critical area for marine biodiversity through a Rapid Ecological Assessment (REA). Two years later, the Nusa Penida MPA was established as a marine park with two aims i.e: to protect the island's waters and to sustain the island's communities. 39 The population in Nusa Penida and its two neighbouring islands is approximately 48,000 people living in 56 traditional villages and sub-villages. Their life depends on fisheries and seaweed farming along the coastline and marine tourism as their main sources of income. They also do agriculture and animal husbandry inshore.

Annex 1, page 12 Figure 12: Nusa Penida Island as Marine Protected Area Form Marine Tourism Park (MMAF) 40 Marine Protected Area Form Marine Tourism Park (MMAF) Gili Meno, Gili Air, and Gili Trawangan commonly refers to Gili Matra or MMAF Gili Indah, covers 2,954 Ha area and consists of 3 islands, Gili Meno (± 150 hectares), Gili Air (± 175 hectares), Gili Trawangan (±340 hectares), and ± 2,289 hectares of marine area. In 1993, the area surrounding the 3 Gilis was designated as a Marine Recreation Park under the Minister of Forestry Decree Number 85/Kpts-II/1993, dated 16 February 1993, based on the proposal of the Governor of West Nusa Tenggara Province. Moreover, in the year 2001, the area was then designated as a Marine Conservation Area based on the Decree of the Minister of Forestry No. 99 / Kpts-II / 2001. 41 The main objectives of designated MMAF or Marine Conservation Area of Gili Matra are firstly to promote sustainable use of the Park's resources, and secondly to encourage and integrate local participation in park management to protect biological matters of the park. It is also aimed to reduce further disturbances or change of its natural habitats, to protect endangered and threatened wild animal species and their habitats, to maintain the area allocated for recreation and tourism development, to maintain sustainable use of commercial fish habitats, and to achieve a suitable use and careful management of species' and their habitats.

Annex 1, page 13 Figure 13: Nusa Penida Island as Marine Conservation Area (MPA) 42 A significant rise in shipping activities in such sensitive zone make the water area in Lombok Strait is categorised as a high-risk region. Currently this water area has little or no protection from the impact of shipping activities. Mandatory Routeing System 43 All the measures are proposed in mandatory nature. 44 The proposed ships' routeing system is expected to be used by all ships navigating in the area Compliance and enforcement of a mandatory system 45 If vessel fails to comply with the measures on designated ship routeing system, appropriate actions will be taken, including interaction with the flag state, in accordance with United Nations Convention in the Law at the Sea (UNCLOS) 1982 and relevant IMO regulations. Miscellaneous information 46 Extensive consultations have taken place with Australian government departments and agencies, ship-owners and managers and other local interests. Proposed date of implementation 47 It is proposed that the ships' routeing system proposed will enter into force 6 months after the adoption by the Maritime Safety Committee. Action requested of the Sub-Committee [48 The Sub-Committee is invited to consider the proposal and recommend the proposal to the Maritime Safety Committee for adoption.] ***

Annex 1, page 14 Annex 1 Description of the Proposed Traffic Separation Scheme and Inshore Traffic Zones General Description of the Traffic Separation Scheme The traffic separation scheme "Lombok Strait'' consists of three parts: (a) (b) (c) (d) (e) (f) (g) (h) (i) (j) A separation line connects the following geographical positions: (1) 08 19.00"S, 115 53.06'E (2) 08 20.48'S, 115 52.53'E A traffic lane for southbound traffic is established between the separation line in paragraph (a) above and a line connecting the following geographical positions: (3) 08 18.53'S, 115 51.53'E (4) 08 20.15'S, 115 51.55'E A traffic lane for northbound traffic is established between the separation line in paragraph (a) above and a line connecting the following geographical positions: (5) 08 19.47'S, 115 54.47'E (6) 08 20.83'S, 115 53.48'E A separation line connects the following geographical positions: (2) 08 20.48'S, 115 52.53'E (7) 08 23.66'S, 115 51.38'E A traffic lane for southbound traffic is established between the separation line in paragraph (d) above and a line connecting the following geographical positions: (4) 08 20.15'S, 115 51.55'E (8) 08 23.33'S, 115 50.43'E A traffic lane for northbound traffic is established between the separation line in paragraph (d) above and a line connecting the following geographical positions: (6) 08 20.83'S, 115 53.48'E (9) 08 24.00'S, 115 52.37'E A northern precautionary area is established bounded by a line joining the following geographical positions: (8) 08 23.33'S, 115 50.43'E (9) 08 24.00'S, 115 52.37'E (12) 08 27.68'S, 115 48.86'E (14) 08 28.37'S, 115 50.77'E A separation line connects the following geographical positions: (10) 08 28.03'S, 115 49.82'E (11) 08 36.26'S, 115 46.86'E A traffic lane for southbound traffic is established between the separation line in paragraph (h) above and a line connecting the following geographical positions: (12) 08 27.68'S, 115 48.86'E (13) 08 35.92'S, 115 45.90'E A traffic lane for northbound traffic is established between the separation line in paragraph (h) above and a line connecting the following geographical positions: (14) 08 28.37'S, 115 50.77'E (15) 08 36.60'S, 115 47.80'E

Annex 1, page 15 (k) (l) (m) (n) (o) (p) (q) A southern precautionary area is established bounded by a line joining the following geographical positions: (13) 08 35.92'S, 115 45.90'E (15) 08 36.60'S, 115 47.80'E (18) 08 40.27'S, 115 44.33'E (20) 08 40.97'S, 115 46.23'E A separation line connects the following geographical positions: (16) 08 40.62'S, 115 45.30'E (17) 08 52.42'S, 115 41.05'E A traffic lane for southbound traffic is established between the separation line in paragraph above and a line connecting the following geographical positions: (18) 08 40.27'S, 115 44.33'E (19) 08 52.08'S, 115 40.08'E A traffic lane for northbound traffic is established between the separation line in paragraph (l) above and a line connecting the following geographical positions: (20) 08 40.97'S, 115 46.23'E (21) 08 52.72'S, 115 42.00'E A separation line connects the following geographical positions: (17) 08 52.42'S, 115 41.05'E (22) 08 53.87'S, 115 40.50'E A traffic lane for southbound traffic is established between the separation line in paragraph (o) above and a line connecting the following geographical positions: (19) 08 52.08'S, 115 40.08'E (23) 08 53.35'S, 115 39.06'E A traffic lane for northbound traffic is established between the separation line in paragraph above and a line connecting the following geographical positions: (21) 08 52.72'S, 115 42.00'E (24) 08 54.38'S, 115 41.97'E Inshore traffic zone Western inshore traffic zone The area between the western landward boundary of the traffic separation scheme and the Padang Bai coast and between a line drawn in the direction of 277 from position (8), and a line drawn from position (18) to Water Conservation Area (WCA) Nusa Penida No. (29) and lying along WCA Nusa Penida boundary, and a line drawn from position (35) in the direction 248 to Nusadua coast, is designated as an inshore traffic zone. Eastern inshore traffic zone The area between the eastern landward boundary of the traffic separation scheme and Water Conservation Area (WCA) Gili Ayer, Gili Meno and Gili Trawangan in position (25) and between a line drawn in a direction of 65 from position No. (9) and a line drawn in a direction of 121 from position (20) to the Lombok coast (Pandanan) is designated as an inshore traffic zone.

Annex 1, page 16 Annex 2 Chartlet of the Traffic Separation Scheme Reference chart: Dinas Hidro-Oceanograf Chart 291, May 2008 edition. In the Lombok Strait (Chart 1 of 3)

Annex 1, page 17 In the Lombok Strait (Chart 2 of 3) In the Lombok Strait (Chart 3 of 3)

Annex 1, page 18 Annex 3 Coordinates of Existing Navigation Aids (1.) Lembongan light 08 40'00"S/115 27.53'E (2.) Sedihing light 08 49.33'S/115 35.70'E (3.) Bukit Bandung light 08 49.33'S/115 08.63'E (4.) Trewangan light 08 21.00'S/116 01.47'E (5.) Ampenan light 08 34.00'S/116 04.50'E (6.) Gili Selang light 08 23.83'S/115 43.00'E (7.) Tg. Bungkulan beacon light 08 03.71'S/115 11.02'E (8.) Padang Bai beacon light 08 31.71'S/115 30.28'E (9.) Padang Bai beacon light 08 31.50'S/115 30.15'E (10.) Tanjung Sari beacon light 08 31.95'S/115 30.85'E (11.) Padang Bai beacon light 08 32.07'S/115 30.74'E (12.) Padang Bai beacon light 08 32.09'S/115 30.69'E (13.) Gili Tepekong beacon light 08 31.88'S/115 35.17'E (14.) Gili Anyer beacon light 08 21.00'S/116 01.47'E (15.) Gili Meno beacon light 08 20.54'S/116 03.20'E (16.) Tg. Ager-Ager beacon light 08 12.69'S/116 22.05'E (17.) Bukit Puyahan beacon light 08 43.74'S/116 03.86'E (18.) Pelabuhan Lembar beacon light 08 43.75'S/116 04.43'E (19.) Gili Mas beacon light 08 44.37'S/116 04.68'E (20.) Tg. Bunutan beacon light 08 43.49'S/116 02.68'E (21.) Keramat beacon light 08 44.37'S/116 03.58'E (22.) Lembar beacon light No. 6 08 44.25'S/116 03.86'E (23.) Lembar beacon light No. 5 08 44.23'S/116 03.94'E (24.) Lembar beacon light No. 7 08 44.47'S/116 03.68'E (25.) Gili Poh beacon light 08 42.47'S/115 58.50'E (26.) Tg. Pandanan beacon light 08 43.29'S/116 51.18'E (27.) Batu Gendang beacon light 08 45.17'S/115 49.27'E (28.) Sopialousia beacon light 08 55.30'S/116 01.30'E (29.) Pel. Nusa Penida red light beacon 08 40.31'S/115 33.15'E (30.) Pel. Nusa Penida green light beacon 08 40.32'S/115 33.23'E (31.) Padangbai channel buoy light No. 1 08 32.59'S/115 30.80'E

(32.) Padangbai channel buoy light No. 2 08 32.16'S/115 30.08'E (33.) Lembar channel buoy light No. 1 08 43.63'S/116 02.98'E (34.) Lembar channel buoy light No. 2 08 43.46'S/116 03.30'E (35.) Lembar channel buoy light No. 3 08 44.34'S/116 03.01'E (36.) Port of Lembar channel buoy light No. 4 08 44.33'S/116 03.28'E (37.) Port of Lembar channel buoy light No. 5 08 44.55'S/116 03.15'E NCSR 5/INF.23 Annex 1, page 19 ***

Annex 2, page 1 ANNEX 2 DRAFT Establishment of Areas to be Avoided in Adjacent of the Proposed Routeing System in Lombok Strait, Indonesia Submitted by Indonesia SUMMARY Executive summary: This document contains a proposal to establish areas to be avoided (ATBA) located in Lombok Strait as an additional measure to assist navigation in the vicinity of TSS. The proposed two ATBAs will serve as one of the the Associated Protective Measures (APMs) for the Particularly Sensitive Area (PSSA) in the vicinity of Lombok Strait, namely Nusa Penida Island and Gili Islands Strategic direction: [5.2] High-level action: [5.2.4] Output: [5.2.4.1] Action to be taken: Paragraph 46 Related documents: Resolution A.572(14), as amended; MSC.1/Circ.1060, as amended. Introduction 1. This document contains a proposal by the Republic of Indonesia to establish a ships' routeing system consists of Areas to be Avoided (ATBA) at the Marine Protected Area of Nusa Penida and Marine Protected Area Form Marine Tourism Park (MMAF) Area Gili Anyer, Gili Meno and Gili Trawangan (as PSSAs) in Lombok Strait, located between Lombok Island and Bali Island, Indonesia. 2. Details of the proposed ships' ATBA are provided as follows:.1 the general description of the ATBA, including the geographic coordinates, and the chartlet are set out in annexes 1 and 2, respectively;.2 the location of the two proposed ATBAs are indicated in Figure 1 below

Annex 2, page 2 Figure 1: Location of Indonesia and Lombok Strait Summary 3. The objectives for submitting the proposed two ATBAs in Lombok Strait which located within Bali Island and Lombok Island are to:.1 reduce, if not eliminate, the risk of accidental ship grounding by keeping ships well away from the PSSA of Nusa Penida and Gili Islands and its component coral reef atolls/structures through an ATBA.2 allow for more time to respond to incidents of ships adrift or accidental discharges/pollution from ships travelling within the vicinity of the TRNP;.3 ensure that ships follow routes absolutely free from the known dangers posed by the coral reef atolls/structures in the Nusa Penida MPA and MMAF Gili Matra by recommending the routeing system adjacent to the ATBAs;.5 prevent and reduce the risk of pollution or other damage to the marine environment; and.6 serve as the APM to support the proposed designation of the Nusa Penida MPA and MMAF Gili Matra as two PSSAs.

Annex 2, page 3 4. Details of the ATBA can be seen in Figure 2 followed by the explanation for each routeing measure. Figure 2: The proposed two ATBAs with the existing IASL II in Lombok Strait.1 An ATBA for Nusa Penida Island as the seawater Area of Nusa Penida located in the southwest of the existing IASL II is designated as a Marine Conservation Area (see Figure 2); and.2 ATBA for Gili Islands at the northwest of Lombok Island as Gili Island located in the northeast of the existing IASL II is designated as Gili Matra Marine Park and marine protected area (see Figure 2). 5. The designation of two ATBAs is to ensure that all ships will obtain adequate information concerning the ATBA surrounding the traffic as well as to reduce the risk of ship grounding in the two ATBAs, namely the Marine Protected Area (MPA) of Nusa Penida and Marine Protected Area Form Marine Tourism Park (MMAF) Area Gili Anyer, Gili Meno and Gili Trawangan. 6. The ATBAs are proposed to enhance the protection measures for the marine environment in Lombok Strait especially for the MPA of Nusa Penida and MMAF of Gili Matra, by reducing the risk of pollution and other damage caused by collision or other marine activity. 7. Due to the existence of oil carrier using the shipping lane, the separating zone, Precautionary Areas and proposed ATBA, the risk of oil spill coming from oil carrier caused by ship collision and grounding could be reduced. The pollutant of oil containment could be

Annex 2, page 4 minimized since more adequate time for the response vessel to come, additionally, the natural drift of the pollutant need more time to reach the MPA of Nusa Penida and MMAF of Gili Matra. 8. In addition, the risk of ship grounding could be reduced since the proposed routeing system provide more times for the vessel to give an assistance to the drifting vessel, in order to prevent further damage to the reef since the vessel could be assisted before the contact is really occurred. 9. Indonesia seek IMO approval for the two ATBAs in the area of Lombok Strait to be approved as IMO-adopted Area to be Avoided. 10. History of incidents can be found in Table 1, the incidents include groundings, collisions, sinking and fire. Year Type of ship Type of accident Location 2003 Ferry Ro-Ro KMP. Wimala Dharma Sinking Padangbai 2011 Ferry Ro-Ro KMP. Perdana Nusantara Striking the wharf Lembar Passenger ship KM. Sri Murah Rejeki Sinking, 11 casualties Nusa penida, Bali 2012 Cargo ship KM.Lintas Timur Fire 2013 2014 Cargo ship MV. Agnes Cargo ship KM. Ombak Biru Grounding Drifting Anchorage area, Lembar Port Lombok Lembar North of Gili Trawangan Passenger ship KMP Mulyadi Grounding Padangbai, Bali Passenger ship KMP. PBK Muryati Cargo ship KM. Ocean Star Expres I Grounding Fire Passenger ship KMP Munawar Sinking, 3 casualties Lombok Access channel of Padangbai Port Access channel of Padangbai Port KM Gelis Rauh Fire Nusa Penida 2015 Cargo ship KM Wahana IV Fire 2016 Passenger ship KMP Wihan Bahari Grounding 2017 LPG Tanker KMP Sita Giri Nusa Grounding Table 2: Incident in Lombok Strait (2011-2017) 10 nm from Senggigi Port Gili Nanggu Area Lombok Gili Layar, Sekotong, Lombok 11. On July 17, 2014 KMP. Gelis Rauh, a ferry ro-ro ship was on fire in the Lombok Strait while sailing from Port of Padangbai in Bali to Lembar Port in Lombok. The vessel was drifted to southward around the water area of Nusa Penida (Figure 3).

Annex 2, page 5 Figure 3: KMP. Gelis was on fire and stranded in water area of Nusa Penida Island 12. KMP Wimala Dharma, a ferry roro ship in September 7, 2003 sank in the water area near to Tempikong Island, about six miles from Padangbai Port, Bali. KMP Wimala Dharma sank in a voyage from Padangbai Port in Bali to Lembar Port in Lombok. Location where the KMP. Wimala Dharma sank can be seen in Figure 4 (Source: Investigation Report of KMP. Wimala Dharma, National Transportation Safety Committee, 2003). Description of the area Figure 4: Location of the sink of KM. Wimala Dharma 13. The location of the proposed areas, including the geographical positions, the number, edition, and geodetic datum of the reference chart used to delineate the ATBA are set out in annexes 1 and 2. The proposed ATBAs are entirely located within the archipelagic baselines, and therefore archipelagic waters of Indonesia. Lombok Strait is a main pathway sea

Annex 2, page 6 transportation lane connected the Pacific Ocean and the Indian Ocean. The bathymetry contour variates along the bottom of strait with the depth vary between around 800 1000 m with a shallow sill in the southern part of the strait. Cooperation between States 14. This proposal has been developed solely by Indonesia. The ATBAs are proposed to be applied in the Lombok Strait between Bali and Lombok Island and between Bali Sea and Indian Ocean. 15. Indonesian government has made thorough communications with all the stakeholders which are concerned with the existence of these areas, namely government agencies, shipping companies, ship owners, port management, ship operator association. 16. Indonesia, through the IMO/NORAD Cooperation Programme, also had consultations with other regional countries. The programme itself has the priority activities of which is to provide assistance to countries within the South East Asia region for the development of proposals for the designation of PSSAs (MEPC 67/15). Traffic considerations 17. According to the Indonesian Act No. 6, 1996 and Government Regulation No. 37, 2002, Lombok Strait is designated as Indonesian Archipelagic Sea Lanes (IASL) II. This strait acts as a domestic and international sea lane and also crossed by ferries between Bali and Lombok islands. 18. The existing traffic pattern is obtained from ship pattern given by reported AIS data as shown in Figure 5. The number of vessels are obtained from Benoa VTS data and data reported by several local ports in the area of Lombok Strait (IASL II). The number of voyages comprise from three year reported vessel data (2014-2016) that visiting ports in surrounding Lombok Strait (Figure 6) and annual vessels that passing through IASL II (Figure 7). 19. The traffic pattern that can be summarised from that data is: in average twenty-nine thousand eight hundred forty-one / 29,841 unique voyages were made annually. This translates to about eighty-two / 82 ships per day. Among of these data, the traffic was contributed by 34.17% of fast boat, 29.28% of ferry, 10.31% of merchant ships, 9.81% of fishing vessel, 5.4% passenger ship and other types of vessel for about 13.27% (tug boats, pleasure vessels, offshore supporting vessels, military, etc.).

Annex 2, page 7 Figure 5: Traffic density in Lombok Strait given by density plot of AIS data 12000 11286 10000 8000 9665 9637 8590 8679 8947 6000 Number of vessels 4000 2000 0 4485 4650 3690 2523 1773 1189 248 522 45 586 402 71 32 48 275 13 2014 2015 2016 941 2991 Year RO-RO Ferry Fast Boat Fishing Vessel General Cargo & Container Oil and Gas Tanker Bulk Carrier Passenger Other Figure 6: Number of reported vessels operate in vicinity of Lombok Strait Figure 7: Number of annual vessels passing through IASL II among 2016-2017 20. The shipping activities on the vicinity of Lombok Strait is expected to be increased due to the increasing traffic in the Straits of Malacca and Singapore and Sunda Strait, and the

Annex 2, page 8 economic development in East Asia. The traffic also affected by increasing number of yacht and cruise which expected to be increased due to adoption of Indonesian Presidential Decree Number 105 Year 2015 on Foreign Yacht Visit to Indonesia and Minister for Transportation Regulation Number PM 121 Year 2015 on Facilitation for Tourist Visit by Foreign Cruise Ship. Both regulations ease the requirements and facilitate better access of yacht and cruise vessels in tourist destinations. 21. The increasing traffic also occurred on two main shipping routes which intersect at the middle of Lombok Strait. An international shipping route which lies on the north south bound intersects with national shipping route which lies on the east west bound of Lombok Strait. The international shipping route is increased since there is transportation of commodity between South East and East Asia country to Australia. While the national shipping route is increasing due to the the crossing of shipping route between Padang Bai, Sanur, Amed, Nusa Lembongan and Senggigi, Teluk Nare, Bangsal, Gili Islands. Ship traffic density between these routes would be likely growing since Indonesian government are speeding the development especially for eastern part of Indonesia including this area. 22. There are no offshore structures such as drilling rigs or exploration platforms located in or near the proposed ATBA. 23. There are no fishing grounds in the area of the proposed ATBA. 24. There are no existing hydrocarbon exploration or exploitation activities planned near the proposed ATBA. 25. There are no foreseeable changes in the traffic patterns stemming from port or any other related developments. Position-fixing in relation to the ATBA 26. There are numerous existing visual aids to navigation in the area including navigation lights, beacon lights, and buoy lights. Detail coordinates of the navigation lights are provided in annex 3. 27. The proposed ATBAs are within coverage of the fully operational AIS based station. 28. Two AIS receiver are installed in the two Vessel Traffic Service (VTS). They are located at Benoa VTS (approximately 08 44' 36" S, 115 12' 36" E) and Lembar VTS (approximately 08 43' 41.58" S, 116 04' 25.32" E), cover the entire area of the proposed TSS. Management 29. There are risk management measures in place in the Lombok Strait. These include:.1 fit-for-purpose navigational charts (both paper and electronic); and.2 adequate visual and electronic aids to navigation. 30. The proposed ATBA can be reasonably expected to reduce the risk pollution or other harm to the marine environment.

Annex 2, page 9 Marine environmental considerations 31. The sea water current in the Lombok Strait is influenced by some current formation which have different source. The sea water current appears as the result of the superposition of the main current and tidal currents. Since the location of Lombok Strait is between Indian and Pacific Ocean, the tidal wave is highly influenced by the tidal wave propagation from both oceans. From this propagation, the tidal wave of Indian Ocean has the highest influence on the tidal wave in Lombok Strait. The tidal velocity, with ± 3.5 m/s maximum speed, periodically appears at the sill during 12.4-hour period. Around the north part of the Lombok Strait, the tidal velocity ranges approximately 0.2 to 0.5 m/s. 32. The wind speed and direction, in general, there are two main conditions that appear in Lombok Strait. These two main conditions are influenced by the boreal season. The boreal summer and early autumn activates the southeast monsoon which flow a southward wind direction. During this season, the wind flows on the Lombok Strait which reaches the strongest speed around the location between Nusa Penida and Lombok Island. During the boreal winter, the northward wind flows caused by the northwest monsoon. Marine protective measure in ATBA 33. Lombok Strait is located in the coral triangle, area that known as the richness of marine biodiversity (see Figure 8). Its water hosts many species of hard coral, coral reefs, underwater canyons, seamounts, mangroves and seagrass. In the water area also found the notable species such as bottlenose dolphin (Tursiops truncates), pantropical spotted dolphin (Stenella attenuate), spinner dolphin (Stenella longirostris), Bryde's whale (Balaenoptera edeni), manta ray, leatherback turtle, ocean sunfish (mola). These habitats are sensitive to shipping activities and their impact such as oil spills, marine debris, introduction of harmful marine species, and physical impact due to navigational (anchoring), ship sinking and grounding. Figure 8: Lombok Strait is located in the Coral Triangle 34. There are two areas dedicated as marine protected area; Nusa Penida MPA in the west side of IASL II (see Figure 9) and MMAF of Gili Matra covering three Gili Islands (Gili Air, Gili Meno, and Gili Trawangan) in the east side (see Figure 10).

Annex 2, page 10 35. The Nusa Penida MPA covers an area of 20,057 hectares around Nusa Penida and two smaller neighbouring islands, Nusa Ceningan and Nusa Lembongan. The area is host to 296 species of coral and 576 species of reef fish, including five species that previously undefined to science. 36. In 2008, the area was found to have a high livelihood dependency on marine resources and then categorised as a critical area for marine biodiversity through a Rapid Ecological Assessment (REA). Two years later, the Nusa Penida MPA was established as a marine park with two aims to protect the island's waters and to sustain the island's communities. 37. The population in Nusa Penida and its two neighbouring islands is around 48,000 people living in 56 traditional villages and sub-villages. Their life depends on fisheries and seaweed farming along the coastline and marine tourism as their main sources of income. They also do agriculture and animal husbandry inshore. 38. Marine Protected Area Form Marine Tourism Park (MMAF) Gili Meno, Gili Air, and Gili Trawangan commonly referred as Gili Matra or MMAF Gili Indah, covers 2,954 Ha area and consists of 3 islands, Gili Meno (± 150 hectares), Gili Air (± 175 hectares), Gili Trawangan (± 340 hectares), and ± 2,289 hectares of marine area. In 1993, the area surrounding the 3 Gilis was designated as a Marine Recreation Park under the Minister of Forestry Decree Number 85/Kpts- II/1993, dated 16 February 1993, based on the proposal of the Governor of West Nusa Tenggara Province. Moreover, in the year 2001, the area was then designated as a Marine Conservation Area based on the Decree of the Minister of Forestry No. 99 / Kpts-II / 2001. Figure 9: Nusa Penida Islands as Marine Protected Area Form Marine Tourism Park (MMAF)

Annex 2, page 11 39. The main objectives of designated MMAF or Marine Conservation Area of Gili Matra are firstly to promote sustainable use of the Park's resources, and secondly to encourage and integrate local participation in park management to protect biological matters of the park and to reduce further disturbances or change of its natural habitats, to protect endangered and threatened wild animal species and their habitats, to maintain the area allocated for recreation and tourism development, to maintain sustainable use of commercial fish habitats, and to achieve a suitable use and careful management of species' and their habitats. Figure 10: Nusa Penida Islands as Marine Conservation Area (MPA) 40. A significant rise in shipping activities in such sensitive zone make the water area in Lombok Strait is categorised as a high-risk region. Currently this water area has little or no protection from the impact of shipping activities. Proposed routeing system adjacent to the ATBA 41. A TSS, two precautionary areas, and two inshore traffic zones, delineated in annexes 4 and 5, are proposed to be in recommendatory nature. Although ships have more than enough sea room to navigate, the proposed routeing system will assist ships that do happen to sail close to the ATBA to chart a course that would keep themselves at a reasonably safe distance from those two ATBAs. 42. Upon adoption of the proposed ATBA and the following routeing system, the appropriate Notice to Mariners and the nautical chart on the routeing system in the Lombok Strait will be timely issued by the Government of Indonesia, as appropriate, taking into account the date of implementation of the measure. 43. On the Water Conservation Area (WCA) Gili Ayer, Gili Meno and Gili Trawangan, ATBA will be applies to all ships of more than 300 GT, while on Nusa Penida, ATBA will be applies to all ships of more than 500 GT. Compliance and enforcement of a mandatory system 44. If vessel fails to comply with the measures on designated ship routeing system, appropriate actions will be taken, including interaction with the flag state, in accordance with United Nations Convention in the Law at the Sea 1982 and relevant IMO regulations.

Annex 2, page 12 Proposed date of implementation 45. It is proposed that the ATBA will enter into force 6 (six) months after adoption by the Maritime Safety Committee. Action requested of the Sub-Committee [46. The Sub-Committee is invited to consider the proposal and recommend the proposal to the Maritime Safety Committee for adoption.]

Annex 2, page 13 Annex 1 The Geographic Coordinates of the Area to be Avoided Description of the area to be avoided In order to avoid the risk of oil pollution and severe damage to the environment of Water Conservation Area (WCA) Gili Ayer, Gili Meno and Gili Trawangan, all ships of more than 300 gross tonnage should avoid the area bounded by lines connecting the following geographical positions: (25) 08 19.85'S, 116 01.43'E (27) 08 22.47'S, 116 05.48'E (26) 08 20.57'S, 116 05.70'E (28) 08 21.98'S, 116 01.02'E Description of the area to be avoided In order to avoid the risk of oil pollution and severe damage to the environment of Water Conservation Area (WCA) Nusa Penida, all ships of more than 500 gross tonnage should avoid the area bounded by lines connecting the following geographical positions: (29) 08 39.24'S, 115 34.62'E (32) 08 45.77'S, 115 26.11'E (30) 08 46.42'S, 115 39.69'E (33) 08 41.09'S, 115 24.22'E (31) 08 51.66'S, 115 35.55'E (34) 08 38.58'S, 115 26.71'E

Annex 2, page 14 Annex 2 The Chartlet of the Area to be Avoided Reference chart: Dinas Hidro-Oceanograf Chart 291, May 2008 edition.

Annex 2, page 15 Annex 3 Coordinates of Existing Navigation Aids (1.) Lembongan light 08 40'00"S/115 27.53'E (2.) Sedihing light 08 49.33'S/115 35.70'E (3.) Bukit Bandung light 08 49.33'S/115 08.63'E (4.) Trewangan light 08 21.00'S/116 01.47'E (5.) Ampenan light 08 34.00'S/116 04.50'E (6.) Gili Selang light 08 23.83'S/115 43.00'E (7.) Tg. Bungkulan beacon light 08 03.71'S/115 11.02'E (8.) Padang Bai beacon light 08 31.71'S/115 30.28'E (9.) Padang Bai beacon light 08 31.50'S/115 30.15'E (10.) Tanjung Sari beacon light 08 31.95'S/115 30.85'E (11.) Padang Bai beacon light 08 32.07'S/115 30.74'E (12.) Padang Bai beacon light 08 32.09'S/115 30.69'E (13.) Gili Tepekong beacon light 08 31.88'S/115 35.17'E (14.) Gili Anyer beacon light 08 21.00'S/116 01.47'E (15.) Gili Meno beacon light 08 20.54'S/116 03.20'E (16.) Tg. Ager-Ager beacon light 08 12.69'S/116 22.05'E (17.) Bukit Puyahan beacon light 08 43.74'S/116 03.86'E (18.) Pelabuhan Lembar beacon light 08 43.75'S/116 04.43'E (19.) Gili Mas beacon light 08 44.37'S/116 04.68'E (20.) Tg. Bunutan beacon light 08 43.49'S/116 02.68'E (21.) Keramat beacon light 08 44.37'S/116 03.58'E (22.) Lembar beacon light No. 6 08 44.25'S/116 03.86'E (23.) Lembar beacon light No. 5 08 44.23'S/116 03.94'E (24.) Lembar beacon light No. 7 08 44.47'S/116 03.68'E (25.) Gili Poh beacon light 08 42.47'S/115 58.50'E (26.) Tg. Pandanan beacon light 08 43.29'S/116 51.18'E (27.) Batu Gendang beacon light 08 45.17'S/115 49.27'E (28.) Sopialousia beacon light 08 55.30'S/116 01.30'E (29.) Pel. Nusa Penida red light beacon 08 40.31'S/115 33.15'E (30.) Pel. Nusa Penida green light beacon 08 40.32'S/115 33.23'E (31.) Padangbai channel buoy light No. 1 08 32.59'S/115 30.80'E

Annex 2, page 16 (32.) Padangbai channel buoy light No.2 08 32.16'S/115 30.08'E (33.) Lembar channel buoy light No.1 08 43.63'S/116 02.98'E (34.) Lembar channel buoy light No.2 08 43.46'S/116 03.30'E (35.) Lembar channel buoy light No.3 08 44.34'S/116 03.01'E (36.) Port of Lembar channel buoy light No.4 08 44.33'S/116 03.28'E (37.) Port of Lembar channel buoy light No.5 08 44.55'S/116 03.15'E

Annex 2, page 17 Annex 4 Description of the Proposed Routeing System General Description of the Traffic Separation Scheme The traffic separation scheme "Lombok Strait'' consists of three parts: a) A separation line connects the following geographical positions: (1) 08 19.00"S, 115 53.06'E (2) 08 20.48'S, 115 52.53'E b) A traffic lane for southbound traffic is established between the separation line in paragraph (a) above and a line connecting the following geographical positions: (3) 08 18.53'S, 115 51.53'E (4) 08 20.15'S, 115 51.55'E c) A traffic lane for northbound traffic is established between the separation line in paragraph (a) above and a line connecting the following geographical positions: (5) 08 19.47'S, 115 54.47'E (6) 08 20.83'S, 115 53.48'E d) A separation line connects the following geographical positions: (2) 08 20.48'S, 115 52.53'E (7) 08 23.66'S, 115 51.38'E e) A traffic lane for southbound traffic is established between the separation line in paragraph (d) above and a line connecting the following geographical positions: (4) 08 20.15'S, 115 51.55'E (8) 08 23.33'S, 115 50.43'E f) A traffic lane for northbound traffic is established between the separation line in paragraph (d) above and a line connecting the following geographical positions: (6) 08 20.83'S, 115 53.48'E (9) 08 24.00'S, 115 52.37'E g) A northern precautionary area is established bounded by a line joining the following geographical positions: (8) 08 23.33'S, 115 50.43'E (9) 08 24.00'S, 115 52.37'E (12) 08 27.68'S, 115 48.86'E (14) 08 28.37'S, 115 50.77'E h) A separation line connects the following geographical positions: (10) 08 28.03'S, 115 49.82'E (11) 08 36.26'S, 115 46.86'E i) A traffic lane for southbound traffic is established between the separation line in paragraph (h) above and a line connecting the following geographical positions: (12) 08 27.68'S, 115 48.86'E (13) 08 35.92'S, 115 45.90'E

Annex 2, page 18 j) A traffic lane for northbound traffic is established between the separation line in paragraph (h) above and a line connecting the following geographical positions: (14) 08 28.37'S, 115 50.77'E (15) 08 36.60'S, 115 47.80'E k) A southern precautionary area is established bounded by a line joining the following geographical positions: (13) 08 35.92'S, 115 45.90'E (15) 08 36.60'S, 115 47.80'E (18) 08 40.27'S, 115 44.33'E (20) 08 40.97'S, 115 46.23'E l) A separation line connects the following geographical positions: (16) 08 40.62'S, 115 45.30'E (17) 08 52.42'S, 115 41.05'E m) A traffic lane for southbound traffic is established between the separation line in paragraph (l) above and a line connecting the following geographical positions: (18) 08 40.27'S, 115 44.33'E (19) 08 52.08'S, 115 40.08'E n) A traffic lane for northbound traffic is established between the separation line in paragraph (l) above and a line connecting the following geographical positions: (20) 08 40.97'S, 115 46.23'E (21) 08 52.72'S, 115 42.00'E o) A separation line connects the following geographical positions: (17) 08 52.42'S, 115 41.05'E (22) 08 53.87'S, 115 40.50'E p) A traffic lane for southbound traffic is established between the separation line in paragraph (o) above and a line connecting the following geographical positions: (19) 08 52.08'S, 115 40.08'E (23) 08 53.35'S, 115 39.06'E q) A traffic lane for northbound traffic is established between the separation line in paragraph (o) above and a line connecting the following geographical positions: (21) 08 52.72'S, 115 42.00'E (24) 08 54.38'S, 115 41.97'E Inshore traffic zone Western inshore traffic zone The area between the western landward boundary of the traffic separation scheme and the Padang Bai coast and between a line drawn in the direction of 277 from position (8), and a line drawn from position (18) to Water Conservation Area (WCA) Nusa Penida No. (29) and lying along WCA Nusa Penida boundary, and a line drawn from position (35) in the direction 248 to Nusadua coast, is designated as an inshore traffic zone. Eastern inshore traffic zone The area between the eastern landward boundary of the traffic separation scheme and Water Conservation Area (WCA) Gili Ayer, Gili Meno and Gili Trawangan in position (25) and between a line drawn in a direction of 65 from position No. (9) and a line drawn in a direction of 121 from position (20) to the Lombok coast (Pandanan) is designated as an inshore traffic zone.

Annex 2, page 19 Annex 5 Chartlet of the Area to be Avoided Reference chart: Dinas Hidro-Oceanograf Chart 291, May 2008 edition. ATBA in Gili Matra (Chart 1 of 2)

Annex 2, page 20 ATBA in Nusa Penida (Chart 2 of 2) ***