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beacons (racons).
These recommendations were developed by an OCIMF study of navigational risks in the Straits. The aids appear to be at different locations than the aids proposed by OCIMF in 1981 (though Fair Channel Bank is involved in both proposals).
8
Accident statistics for the Straits area are by no means complete or comprehensive. Figures supplied by the Singapore authorities for the area covered by the Singapore VTIS show an average of 4.7 marine incidents per annum for the years from 1985 to 1990 inclusive, increasing to ten in 1991 and nine in 1992.
9 Indonesian statistics for the Malacca and Singapore Straits area for the years 1981 to 1992 show a total of 126 marine incidents. These are broken down as follows:
Strandings
Sinkings
Collisions
Others
Fire
43
38
13
29
3
(34.1%)
(30.2%)
(10.3%)
(23%)
(2.4%)
10
The Malacca and Singapore Straits together form the main sea route for shipping between Europe/Middle East/India and Malaysia/Singapore/East Asia. The Straits are of vital importance to the littoral States with all of Malaysia's main ports situated on the Strait and the major Indonesian oil exporting port of Dumai and trading port Belawan also within the Malacca Strait. Singapore's position as the major bunkering port in the world and a major transhipment point depends to a great extent on traffic through the Malacca Strait.
11 As can be seen from the foregoing, the Straits area is of vital importance, not only to the countries of the region, but to the majority of the world's trading nations and it is essential that world shipping is able to navigate through this area with safety and security.
Navigation (prevention of accidental pollution)
12
In considering safety of navigation in the area, the Group considered that the navigational aids available, the routeing measures in place (including traffic separation schemes) and the rules for navigation, allow for a well found ship possessing modern navigational equipment in good working order and with a full complement of properly trained and qualified personnel, to navigate the area in safety.
13
The foregoing statement assumes that all ships are competently manned and abide by relevant rules and regulations, that navigational aids are in place and fully functional, and that hydrographic surveys are complete and up to date. In the real world, however, this is not the case and the Malacca Strait area is not an exception to the rule.
14 In view of the traffic density passing through the Straits, the high proportion of VLCCs and other tankers and the restricted navigational channels, the potential for accidents resulting in major ecological damage, loss of life and disruption to navigation is high. It is essential that
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