Maritime atlas

i

LLOYD’S
MARITIME ATLAS
OF WORLD PORTS AND SHIPPING PLACES
Publisher:
Lloyd’s MIU
An Informa business
69-77 Paul Street, London EC2A 4LQ, United Kingdom
Tel: +44 (0) 20 7017 4482 Fax: +44 (0) 20 7017 5007
Email: enquiries@lloydsmiu.com
www.lloydsmiu.com

Cartography:
Department of Maritime Studies
University of Wales College of Cardiff, Cardiff CF1 3YP

Editor:
Paul Aldworth

Deputy Editor:
Jan Waters

Map Preparation and Origination:
Oxford Cartographers, Eynsham, Oxford OX29 4TP,

Index Origination:
Interactive Sciences Ltd, Gloucester

Distance Tables:
BP Shipping Marine Distance Tables

Printed and Bound By:
Emirates Printing Press, Dubai

Whilst every care has been taken to ensure the accuracy of this Atlas at the time of publication,
Lloyd’s Marine Intelligence Unit does not accept responsibility for any errors or omissions or
for any consequences arising therefrom.
© Lloyd’s MIU 2007

A division of Informa UK
All rights reserved. No part of this publication may be reproduced, stored in a retrieval system,
or transmitted, in any form or by any means, electronic, mechanical, photocopying,
recording or otherwise, without the prior written permission of the publisher.

British Library Cataloguing in Publication Data
A catalogue record for this book is available from the British Library.

ISBN 978-184311-604-2
ISSN 0076-020X

Lloyd’s Maritime Atlas www.lloydsmiu.com © Lloyds MIU

ii USER GUIDE

GEOGRAPHICAL INDEX Port Facility Key
This index helps you find ports and
places according to their geographic
P Petroleum Q Other Liquid Bulk Y Dry Bulk G General Cargo
proximity. The index begins with 120 GEOGRAPHIC INDEX C Containers R Ro-Ro B Bunkers D Dry Dock T Towage
A Airport (within 100km)

London, and follows the coastlines of NETHERLANDS ANTILLES continued 154A St. Pierre 14 44 N 61 11 W
La Trinite 14 48 N 61 00 W
155A Frederiksted 17 43 N 64 53 W 156A

the world in a spiral, incorporating all Fuick Bay 12 03 N 65 50 W

Y G T A
DOMINICA
G C R B T A

Krause Lagoon

islands and ending in Canada. The
world map below shows the route this
P Petroleum Q Other Liquid Bulk Y Dry Bulk G General Cargo

index takes.
120 GEOGRAPHIC INDEX C Containers R Ro-Ro B Bunkers D Dry Dock T Towage

Country Column 154,
section D
The geographical index gives detailed Georgetown 13 14 N 61 10 W
Bequia Island 13 00 N 61 14 W

information for all port facilities, as Place, and BARBADOS

well as the latitude and longitude latitude/longitude
Bridgetown 13 06 N 59 36 W

P Q Y G C B D T A

(latitude for North and South of the Speightstown 13 17 N 59 37 W

ST. LUCIA
154D

equator, and longitude for East and Port Facilities Vieux Fort 13 44 N 60 57 W

P Q Y G C R B A
West of the Greenwich Meridian Line).

The geographical index is arranged in columns which are divided into four sections, marked A-D. The column/section reference
is used by the alphabetical index to cross-refer to the correct listing in the geographical index (see below).

Cross-reference
132 ALPHABETICAL INDEX ALPHABETICAL INDEX
to the geographical Look up a place in the Alphabetical Index. This will show the
25A 24 Brevik

index, column 154, 24D
167C
154D
24
58
61
Brevikfjord
Bridgeport
Bridgetown
column and section reference to the listing in the geo index. It
section D 170A
4D
57
17
Bridgewater
Bridgwater also shows the page number to the map on which the place is
15D 17 Bridlington
3B 17 Bridport

Place
featured.
Map page
number

The Course Of The Geographical Index


SYMBOLS and ABBREVIATIONS iii

LLOYD’S
MARITIME ATLAS


iv GLOBAL MARITIME STATISTICS
Lloyd’s MIU Consultancy has compiled the following global statistics, examining the movements of the merchant fleet and
detailing some findings by vessel category where significant. The data is sourced from the Lloyd’s MIU database. For any
statistical or research enquiries please email enquiries@lloydsmiu.com

Port Calls By Region 2006

North America

30,000
20,000
10,000
0
Container

Dry Bulk

Gas

Cargo
General

Misc

Passenger

RoRo

Tanker
Central America / Caribbean

15,000

10,000

5,000

0
Container

Dry Bulk

Gas

Cargo
General

Misc

Passenger

RoRo

Tanker

South America

25,000
20,000
15,000
10,000
5,000
0
Container

Dry Bulk

Gas

Cargo
General

Misc

Passenger

RoRo

Tanker

Calls By Region 2006 No.Calls
500,000 Far East 493,989
Far East 471,079
400,000
Med/Black Sea 295,818
Number of Calls

300,000
North America 119,567
200,000 Indian Ocean 115,610
South America 85,560
100,000
Central America/Caribbean 68,500
0
Australasia 40,006
Far East

North Europe

Med/BlackSea

America

Indian Ocean

South America

America/Carib

Australasia

West Africa
North

West Africa 24,228
C.

Total 1,714,357


© Lloyds MIU
v

Tanker Tanker
Tanker
RoRo RoRo
RoRo
Passenger Passenger
Passenger
Misc
Misc
Misc

Australasia
Indian Ocean
Far East

General
General
Cargo General Cargo
Cargo
Gas
Gas
Gas
Dry Bulk
Dry Bulk
Dry Bulk

www.lloydsmiu.com
Tanker
Container Tanker
Container
GLOBAL MARITIME STATISTICS

Container
RoRo

50,000
200,000
150,000
100,000

0
Tanker
RoRo

15,000

10,000

5,000

0
40,000
30,000
20,000
10,000
0
Passenger RoRo
Passenger
Misc
NorthhEuropee

Passenger
Nort Europ

Misc

West Africa
General
Cargo Misc General

Med/BlackSea
Cargo
Gas General
Cargo Gas
Dry Bulk Gas
Dry Bulk

Lloyd’s Maritime Atlas
Container Dry Bulk
Container

50,000
200,000
150,000
100,000

0
Container

8,000
6,000
4,000
2,000
0
90,000
60,000
30,000
120,000

0

vi GLOBAL MARITIME STATISTICS

Calls By Region and Vessel Type 2006

Australasia Central Far East Indian
America Ocean
Caribbean
Container 7,719 12,557 159,036 27,228
Dry Bulk 12,202 3,828 55,868 16,734
Gas 880 1,745 11,153 3,695
General cargo 6,976 12,604 130,964 20,036
Miscellaneous 2,023 7,306 28,477 4,494
Passenger 2,201 12,257 11,498 1,812
Ro Ro 4,143 7,013 20,555 7,953
Tanker 3,828 9,314 74,319 32,923

Container

Australasia Gas
West Africa 2%
South America 1%
6%
North Central America/Caribbean Australasia
Europe 4% West Africa 2%
South America
1%
15% 6% Central America/Caribbean
4%
North America Far
North
6% Far East
Europe
East 26%
30%
Med/BlackSea 47%
11%
IndianSub/ArabGulf/EastAfr
Indian Sub/Arab Gulf/East Africa
ica
Indian Sub /Arab Gulf/
8% North America
Eastica
Africa
3%
Med/BlackSea 9%
19%

Dry Bulk

West Africa Australasia Central General Cargo
South America 1% 7% America/Caribbean Australasia
9% 2% 2% Central
North
West Africa America/Caribbean
Europe
South America 1% 3%
13% Far
East 3%
32%
North America North Far
13% East
Europe
IndianSub/ArabGulf/EastA 28%
IndianSub/Arab Gulf/East Africa 36%
Med/BlackSea frica
14% 9%
IndianSub/ArabGulf/EastA
IndianSub/Arab Gulf/
East Africa
frica
North America 4%
2% Med/BlackSea
21%


GLOBAL MARITIME STATISTICS vii

Mediterranean North North South West
Black Sea America Europe America Africa

35,906 22,046 52,764 19,070 4,150
23,544 23,741 23,869 16,966 2,691
8,072 1,276 12,720 2,449 555
96,116 9,948 165,998 14,209 6,315
6,333 11,110 44,048 3,461 2,354
48,841 13,168 31,790 2,414 713
29,700 9,894 59,580 3,219 2,150
46,428 27,993 79,997 15,667 5,264

Miscellaneous

Australasia
West Africa 2% RoRo
South America Central America/Caribbean
2%
3% 7% West Africa
1%
Far Australasia Central America/Caribbean
South America
East 3% 5%
26% 2%
North Far
14%
Europe East
40% North IndianSub/Arab
IndianSub/ArabGulf/EastAfr Europe Gulf/East Africa
East Africa
ica
ica 6%
41%
North America 4%
Med/BlackSea
10%
6%
Med/BlackSea
21%
North America
7%

Passenger
Central
America/Caribbean
West Africa Australasia 10%
South America 1% 2%
2% Tanker
North Far
Europe East 9%
Australasia
25% IndianSub/ArabGulf/EastA West Africa 1% Central
IndianSub/Arab Gulf/ America/Caribbean
frica
East Africa 2%
1% 3%
South America
5%
North America Far
North East
11% Med/BlackSea Europe
39% 25%
28%

IndianSub/ArabGulf/EastA
North America East Africa
frica
9%
Med/BlackSea 11%
16%


viii GLOBAL MARITIME STATISTICS

Marine Casualties throughout 2006

North America
Wrecked/stranded (aground)
Piracy
Missing/overdue
Miscellaneous
Machinery damage/failure (lost rudder,
fouled propellor)
Labour dispute
Hull damage (holed, cracks, structural
failure)
Foundered (sunk, submerged)
Fire/explosion
Contact (eg. Harbour wall)
Collision (involving vessels)

0 20 40 60 80 100 120 140 160 180

South America

Piracy
Missing/overdue
Miscellaneous
fouled propellor)
Labour dispute
failure)
Fire/explosion

0 5 10 15 20 25 30 35

Casualties By Region 2006

South America
Other
North America
Middle East
Indian Subcontinent
Europe
Australasia
Asia
Africa
0 200 400 600 800 1000 1200


GLOBAL MARITIME STATISTICS ix
Europe
Piracy
Missing/overdue
Miscellaneous
fouled propellor)
Labour dispute
failure)
Fire/explosion
Asia
Collision (involving vessels) Wrecked/stranded (aground)
Piracy
0 50 100 150 200 250 300 350
Missing/overdue
Miscellaneous
fouled propellor)
Labour dispute
failure)
Fire/explosion
Middle East
Middle East 0 20 40 60 80 100 120 140 160
Piracy
Missing/overdue
Miscellaneous
fouled propellor)
Labour dispute
failure)
Fire/explosion

0 2 4 6 8 10 12 14 16 18 20

Indian Ocean
Piracy
Missing/overdue
Miscellaneous
fouled propellor)
Labour dispute
failure)
Fire/explosion

0 2 4 6 8 10 12 14 16

Africa Australasia
Australasia
Wrecked/stranded (aground) Wrecked/stranded (aground)
Piracy Piracy
Missing/overdue Missing/overdue
Miscellaneous Miscellaneous
Machinery damage/failure (lost rudder, Machinery damage/failure (lost rudder,
fouled propellor) fouled propellor)
Labour dispute Labour dispute
Hull damage (holed, cracks, structural Hull damage (holed, cracks, structural
failure) failure)
Foundered (sunk, submerged) Foundered (sunk, submerged)
Fire/explosion Fire/explosion
Contact (eg. Harbour wall) Contact (eg. Harbour wall)
Collision (involving vessels) Collision (involving vessels)

0 5 10 15 20 25 0 5 10 15 20 25


x GLOBAL MARITIME STATISTICS
These charts identify the ownership, nationality and place of domicile of owners
of the world merchant fleet broken down by region.

Ownership, nationality and place of domicile 2006

North America
7,723
70
Ships 7,719 Ships
60
50
Million DWT

40
30
20
10

0
Nationality Domicile

Central America

5 1,247 Ships 1,234 Ships

4
Million DWT

3

2

1

0

South America
15 2,148 Ships 2,129 Ships
Million DWT

10

5

0


GLOBAL MARITIME STATISTICS xi

Europe
27,051
27,144 Ships Ships Far East
500
14,444 14,400
400 350 Ships Ships
Million DWT

300
300

Million DWT
250
200
200
100 150
100
0
Nationality Domicile 50
0

Indian Subcontinent

South East Asia
25
10,194 1,474 Ships 1,448 Ships
10,070
100 Ships
Ships 20
Million DWT

15
75
Million DWT

10
50
5
25
0
0

Australasia

707 Ships 703 Ships
4

3
Million DWT

2

1

0


xii EDITORIAL

THE SHOREBASED USE OF AIS
Whilst only just over two years have passed since the carriage of AIS became mandatory for ships to which Ch V of SOLAS applies,
things have moved a long way in the use of AIS ashore.

Unfettered by the presentational restrictions that have necessarily been imposed on the display of AIS in ships, the more flexible
IALA guidelines for the presentation of AIS data has resulted in more imaginative solutions being offered by equipment providers.
A significant number of VTS Centres now have AIS integrated into their traffic image displays. Some centres fuse AIS on a radar
display but a growing majority fuse AIS and radar on a traffic image display that is backed by an Electronic Chart System (ECS).

So what advantages has AIS brought to shore stations? Whilst a few centres have reported a reduction in VHF communications,
the most significant benefit has been a dramatic improvement in the accuracy of tracking and confidence in the identification of
tracks. When properly displayed, AIS can also improve the spatial awareness of VTS Operators through the presentation of
dynamic data such as heading and rate of turn, and through the accurate presentation of ship dimensions in the close passing sit-
uations that are prevalent in the port environment (see example graphics). An AIS base station will generally see further than a
co-located radar. This can offer the benefit of advanced warning for planning and pilot allocation. It can also provide the ability

Example of AIS alone with radar video inhibited

to look into dock systems, under bridges and into channels where there would otherwise be a radar blind spot, but in such
circumstances it should be used for vessel monitoring and traffic organisation rather than navigational assistance.

To a degree AIS has been a victim of its own success. Its accelerated introduction resulted in the acceptance of the Minimum
Keyboard Display (MKD) onboard ship; its tabular presentation is of much reduced benefit to the mariner compared with a graph-
ical display. Although some vessels are fitted with a graphical display, the majority rely on MKD. With its poor interface for data
input, errors can be introduced that have the potential to confuse the unwary. Early teething problems were not unexpected
but the situation is now much improved.

Errors in the static message are now relatively infrequent and the introduction in some VTS Centres of comparisons between
data sources to validate AIS identity fields will help reduce this still further. Voyage related messages rely on operator update and
are more prone to errors - perhaps due to the MKD, but arguably such errors impact little on navigational safety. Errors in the
dynamic message are becoming less and less frequent with the most common being the transmission of an offset heading due to
the misalignment of the gyro input signal with the AIS transponder. Whilst anecdotal reports suggest the incidence of erroneous


EDITORIAL xiii

Examples with radar video overlaid with AIS

AIS messages are still as high as 30%, VTS Centres with accurate records indicate that the incidence of AIS errors of navigation-
al significance that are not immediately corrected is probably nearer 1% or less.
Clearly any level of error is unacceptable if AIS is used as the sole source of information and for this reason AIS needs to be
validated in the port environment if it is to be used for the provision of a navigational assistance service, or in the organisation of
traffic where it involves the management of navigational safety. There are many reasons why a VTS Centre would not consider
decommissioning existing radars and placing reliance for coverage solely on AIS at this early stage. However, AIS may allow a VTS
to extend its area of influence and there are examples of AIS being introduced for non-SOLAS vessels in the inland and river
environment where radar coverage may be impractical.

The messaging features of AIS are not widely used at present but early examples include the transmission of tidal data and secu-
rity related information. As users become more familiar with the system and its capabilities, it is likely that AIS messaging will be
used more widely for the dissemination of routine information that must otherwise be passed by voice over VHF.

In sum, the use of AIS ashore has provided a quantum enhancement of VTS capability. Whilst it may extend the horizon and the
ability to monitor traffic at extended ranges or in confined areas, AIS should be seen as another sensor. Properly correlated, AIS
provides the maritime world with the sort of additional track data, and more, that the air world has enjoyed for decades.

Barry Goldman
IHMA reprepresentative at IALA
and VTS Manager, PLA

Sponsored by


xiv EDITORIAL

A SEAMAN’S PERSPECTIVE -
THE ROLE OF AIS ON THE BRIDGE AT SEA
Life at sea has changed immeasurably over recent years, and the advances in equipment have come thick and
fast. This technological progress has been relentless, touching every facet of the ship-to-shore relationship,
and spanning almost every shipboard activity.

Many initiatives have made routine tasks simpler, while others have changed forever the way watch-keepers
operate and the very safety and processes of navigation itself.

One of the most fundamental changes has been the introduction of Automatic Identification Systems (AIS)
for vessels. AIS brings to the seafarer many benefits, principal amongst these is the automatic and immedi-
ate provision of vessel identity, thereby facilitating rapid radio communication where necessary, no longer do
nameless ships simply pass in the night.

There are other advantages of AIS over existing navigation equipment, and the systems provide precise nav-
igational advice over a wide geographical coverage. AIS offers real-time maneuvering data and a high level of
traffic image accuracy, and all without the effect of the weather on tracking performance, and with the
absence of “radar shadow” areas. Advantages that provide a real boost to the officers on the bridge, as they
no longer struggle to adjust sets for rain and sea clutter.

AIS has changed not just the reactions and procedures of the navigators using it, but has affected the provi-
sion of assistance to them – whether from other vessels or port Vessel Traffic Services (VTS) operators. The
provision of navigation data is now a complete closed loop, with all parties provided with the information
they need, when they need it.

While there are numerous benefits gained from the new equipment, we must never become complacent, and
must always remember that professional navigators still have work to do – it’s not all just pressing buttons
and relying solely on the machine to do all the work.

There are naturally some drawbacks to the system, one major concern being that some operators may
become overly dependent on AIS, and therefore, may treat the system as a sole or primary means for vessel
identification. This can be a fatal mistake, especially when one considers that AIS has the same vulnerabilities
as VHF-FM, and has a propensity to cull transmissions when it reaches its saturation point (maximum num-
ber of transmission receipts), so just when you need it most, in heavy traffic, it may not be providing the full
picture – the old lesson remains, and we must never rely on scanty information.

Other weaknesses to be guarded against include poor installation, incorrect data, poor displays (MKDs), and
officers not switching units on/off as appropriate.

There are also important issues related to the development of electronic aids to navigation, and The Nautical
Institute has long stressed the difficulties of dealing with technology, such as AIS, before it is fully developed
and realised. We have also stressed the absolute need for proper training long before crews are expected
to use such equipment.


EDITORIAL xv

The correct equipment used to its full potential by fully trained individuals can have a positive effect on the
passage planning, voyage monitoring and safe conduct of the vessel. Small problems though, can quickly
become very big problems if the equipment is not used properly and if it is not maintained correctly.

Equipment needs always to reflect the needs not just of the company, and the vessel – but also the people
using it. So providers must stay aware of the operational demands, the design, ergonomics and must ensure
that any equipment is truly fit-for-purpose.

In general,The Nautical Institute has found that mariners really do like AIS, as it improves situational aware-
ness and provides positive and effective identification of targets. The days of the “ship on my port bow” VHF
chatter are now over, and this is significant progress.

The Nautical Institute's Technical Committee has long been involved in the collation of reports from faulty
AIS units, and the aim of this initiative has been to identify problems, improve installation and ultimately to
improve the technology through design and regulation. AIS users are requested to report any AIS problems
to ais@nautinst.org

As the professional body for those in command of seagoing craft, the Nautical Institute supports, recognises
and embraces the importance of advances such as AIS, we also applaud the efforts of Lloyd’s MIU in work-
ing to bring this system to its full potential, and thank them for giving us this chance to put the views of our
members, the seafarers, across.

For more details of the work of the Nautical Institute, or to enquire about membership please visit our web-
site, www.nautinst.org

Steven Jones
Professional Development Manager
The Nautical Institute


xvi CONTENTS

PAGE PAGE

INSIDE FRONT COVER 31 Gulf of Naples
WORLD DISTANCE TABLE 31 Gulf of Tunis
31 Gulf of Venice
32 Aegean Sea
II USER GUIDE Inset: Piraeus
33 Eastern Mediterranean
III SYMBOLS AND ABBREVIATIONS 34 Africa and the Middle East
Inset: Azores
36 West Africa
IV GLOBAL MARITIME STATISTICS 37 Persian Gulf
38 South Asia
XII INDEX TO MAPS Inset: Hong Kong
40 India
XIII EDITORIAL - SHORE-BASED AIS 41 Gulf of Thailand
42 Malaysia, Indonesia
Insets:
XIV EDITORIAL - AIS AT SEA Singapore,
Brunei
1 FOREWORD 44 Philippines
45 Japan
2 MAPS 46 China, Korea
48 Australasia and Pacific Islands
50 North America
69 GEOGRAPHICAL INDEX 52 Pacific Northwest
53 Southern California
131 ALPHABETICAL INDEX 54 Eastern United States
Inset: Bermuda
56 Great Lakes
2 INDEX MAP 57 Gulf of St. Lawrence
58 Eastern Seaboard
4 WEATHER HAZARDS AT SEA Inset: New York
59 Central America
6 INTERNATIONAL LOAD LINE ZONES 60 Caribbean Sea
62 South America
64 River Plate, Southern Brazil
OCEAN MAPS 65 Kiel Canal
66 Rhine-Main-Danube Canal
8 North Atlantic Ocean 67 Suez Canal
10 Atlantic and Indian Oceans 68 Panama Canal
12 Pacific Ocean 69 Geographical Index
14 Arctic 134 Alphabetical Index
15 Antarctic

REGIONAL MAPS
16 United Kingdom and Ireland
Insets:
Thames
Humber, Trent
Tyne, Tees FACT PANELS
Clyde
18 English Channel
19 North Sea 18 Seine 57 St. Lawrence
20 Northern Europe 23 Rhine Seaway
22 Belgium, Netherlands and Germany 23 Western Scheldt 62 Amazon
24 Southern Scandinavia 25 Lake Vanern 64 River Parana
26 Baltic Sea 26 Saimaa Canal 65 Kiel Canal
27 Black Sea, Caspian Sea 27 Volga, Don 66 Rhine-Main-Danube
28 Mediterranean Sea 38 Yangtze Canal
30 Bay of Biscay (Chiang Jiang) 67 Suez Canal
30 Strait of Gibraltar 56 Great Lakes 68 Panama Canal
31 Northern Mediterranean


FOREWORD 1

LLOYD’S
MARITIME ATLAS

This is the 24th edition of the Lloyd’s Maritime Atlas, the premier reference guide to the world’s ports and shipping
places.

Fully updated and revised to reflect changes in port and country names and international borders, the latest edition is
again supplemented with a FREE CD Rom, which gives the book enhanced portability. In this edition, 225 port places
have been added to the geographical index.

The Atlas provides precise latitude and longitude co-ordinates, details of the main canals and river systems, weather
conditions, load line zones, international airports, plus details on principal road and rail connections. In addition, the
Atlas features world and regional marine distance tables, a comprehensive user guide and detailed statistics on com-
mercial vessel movements, characteristics and casualties.

Featuring world maps, regional maps and larger scale maps for the busiest shipping areas, the book also encompasses
a unique indexing system which allows users to search for ports on both a geographical and alphabetical basis.The use
of full colour throughout adds to the user friendliness of the Atlas.

The Atlas is designed to be used in conjunction with the Lloyd’s List Ports of the World annual publication. By cross
referencing between the two books, users can glean full details on cargo-handling facilities and services provided at all
the major ports and shipping centres across the globe.

As a group, Lloyd’s MIU is always looking for ways in which its products and services can be improved and we wel-
come any comments and suggestions that you may have concerning this Atlas or any of our other publications.To con-
tact us, please send an e-mail to enquiries@lloydsmiu.com

John Fossey
Editorial Director
Lloyd’s Marine Intelligence Unit
www.lloydsmiu.com

Lloyd's and the crest are the registered trademarks of the Society incorporated by the Lloyd's Act 1871 by the name of Lloyd's


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