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measures in place (navigational aids, TSSs, VTSs and local navigation rules) to assist with the safety of navigation are not only adequate but address the local conditions and take into account the practical problems facing
navigators in the area.
Existing aids to navigation
15 The majority of aids to navigation (buoys/beacons) in the Malacca Strait are funded by the Malacca Strait Council of Japan. The Council has a comprehensive reinstallation schedule covering planned work on navigation beacons up to 1995.
16
In discussions with the littoral States, the Group was informed that Malaysia is maintaining a 99% availability of offshore aids to navigation and this will be upgraded to 99.9% availability (reliability). Indonesia stated that they had never received any complaints regarding the failure of aids to navigation in the TSS area.
17
Mention was also made by the littoral States of problems with unidentified vessels colliding with navigational buoys and causing them to be dragged out of position and/or damaged.
18 Despite the assurances from the littoral States it is evident from reports from ships that the availability of aids to navigation in the Malacca Strait cannot be fully relied upon. Notices to Mariners, pilot publications and lists of radio signals all contain warnings regarding the reliability of aids to navigation in the Malacca Strait.
19 It was evident to the Group that there is a perception in the States bordering the Malacca Strait that an unfair burden is being placed upon their resources requiring them to maintain aids to navigation for shipping which in the main part is not calling at their ports. This attitude, combined with limited facilities and expertise, does not produce the efficient maintenance regime which is required in this area.
20
Malaysian officials expressed some concern regarding the necessity for the establishment of an inshore traffic zone for local shipping and informed the Group of a planned sea surveillance system, the feasibility of which is being investigated at the present time. The system would initially consist of radar coverage at One Fathom Bank, south of Keland, Port Dickson and Melaka.
21 Malaysia also saw a need to review the traffic separation scheme at One Fathom Bank and possibly to extend the TSS at the south end of the Strait to cover Fair Channel Bank.
22
Indonesian officials presented the group with various proposals for the installation of new aids to navigation, extension of the present TSSS from One Fathom Bank to Horsburgh Light with associated (unspecified) deepening of channels, establishment of three new VTSs with four surveillance radars and the operation of three patrol vessels around each radar site. The funding of these proposals was estimated to be US$163,722.169 to be provided by non-Indonesian sources. In discussions with Indonesian officials the Group was informed that dredging could not be allowed in Indonesian waters for environmental and ecological reasons.
W/9181e
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