notices to mariners - afdelingkust.be · 1/6 naval cooperation and guidance for shipping (ncags)...

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OSTEND JANUARY 05th 2012NR. 01

Notices to M

arinersN

r.01 — 2012

NoticestoMariners

The use of information from this publication is only allowed with complete source reference: MDK - afdeling Kust - Vlaamse Hydro-grafie (Maritime and Coastal Services - Coastal Division - Flemish Hydrography)

The Notices to Mariners can also be found on the web:www.vlaamsehydrografie.be

Compiled by:afdeling Kust - Vlaamse HydrografieAdministratief Centrum (1st floor)Vrijhavenstraat 38400 Oostende

Published by:IVA Maritieme Dienstverlening en KustBrussel 2012© Flemish Government

Design: CaymanPhotography: afdeling Kust

This Notices to mariners nr. 1 can be forwarded after prior payment of 15 euro on account nr IBAN: BE29 0910 1286 5764, BIC: GKCCBEBB Addressed to: Vlaamse Overheid (Flemish Government) E.V. Flanders Hydraulics Berchemlei 115 2140 Borgerhout

with reference: BaZ2012/1

If you would also like to receive the other Notices to Mariners (abbr. BaZ) in Dutch in addition to BaZ issue nr. 1,please transfer the subscription fee of 30 euro per year to the same account number with reference BaZ 2012/AL.

Berichten aan zeevarenden

+

Noticesto Mariners

+

OSTEND JANUARY 5th 2012 NR.01

Bearings are true directions calculated from sea for light sectors.Lengths in relation to Greenwich.

This is a free translation of the official “Berichten aan Zeevarenden, nr.1 jaargang 2012”

In case of dispute the Dutch text is the only valid copy.

www.vlaamsehydrografie.be

› TaBLe of conTenTs

1/1 noTIces To MaRIneRs p. 7

1/2 GeneRaL seT of RULes THaT aPPLY In BeLGIan WaTeRs p. 10

1/3 offIcIaL RaDIo MessaGes InTenDeD foR

BeLGIan MeRcHanT VesseLs - THe BeLMaR sYsTeM p. 13

1/4 BeLGIan coasT sTaTIon osTenD RaDIo - caLLsIGn: osU

fReQUencIes, BRoaDcasTs anD LIsTenInG oUT p. 19

1/5 IsPs ReGULaTIons p. 22

1/6 naVaL cooPeRaTIon anD GUIDance foR

sHIPPInG (ncaGs) p. 25

1/7a RaDIo naVIGaTIon MessaGes p. 37

1/7B RIVeR InfoRMaTIon seRVIces p. 37

1/8a WWW.KUsTWeeRBeRIcHT.Be p. 40

1/8B WeaTHeR foRecasT anD annoUnceMenTs of

sToRMY WeaTHeR anD GaLe foRce WInDs p. 40

1/9 aRRanGeMenTs To Be MaDe In THe eVenT

of a sUBMaRIne accIDenT p. 44

1/10 TReaTMenT of MInes anD eXPLosIVes foUnD aT sea p. 48

1/11a PILoTaGe seRVIce In THe scHeLDT-esTUaRIes anD aT

THe BeLGIan coasTaL PoRTs p. 52

1/11B ResoLUTIon of eXeMPTIon fRoM coMPULsoRY PILoTaGe

scHeLDT ReGULaTIons p. 55

1/11c InTensIfIeD coMPULsoRY PILoTaGe foR VesseLs In THe

BeLGIan TeRRIToRIaL sea anD WaTeRs UnDeR

THe aUTHoRITY of THe fLeMIsH GoVeRnMenT p. 60

1/12 PILoTaGe ReQUesT aRRanGeMenTs foR VesseLs

WITH a fLeMIsH PoRT as DesTInaTIon p. 65

1/13 sPecIaL sIGnaLs anD InsTRUcTIons

aT fLUsHInG RoaDs p. 83

1/14a faIRWaYs - MaIn faIRWaYs - seconDaRY faIRWaYs - In THe

conTRoL aRea of THe coMMon naUTIcaL ManaGeMenT p. 88

1/14B scHeLDT anD ITs esTUaRIes oVeRsIZeD coMMeRcIaL

VesseLs p. 90

1/14c WesTeRn scHeLDT - ReGULaTIons foR VesseLs WITH a

MaRGInaL DRaUGHT oR a LenGTH of aT LeasT 300 MeTRes

To anD fRoM anTWeRP anD foR VesseLs To anD fRoM

THe KaLLo LocK p. 92

2

NOTicES TO MARiNERS JANUARY 5th 2012

1/14D WesTeRn scHeLDT - RoUTe coMMeRcIaL sHIPPInG

BeTWeen HansWeeRT en MaRLeMonT - scHaaR Van VaLKenIsse

- GeneRaL saILInG InsTRUcTIons p. 104

1/14e WesTeRn scHeLDT - oosTGaT-saRDIJnGeUL -

aDJUsTMenT of saILInG BeHaVIoUR p. 104

1/15 LoWeR anD UPPeR sea scHeLDT - PeRMIssIon To MooR p.106

1/16a VesseL TRaffIc seRVIces scHeLDT aRea –

MaRIPHone cHanneLs p. 108

1/16B BeLGIan sHIPPInG WaTeRs anD WesTeRn scHeLDT -

offIcIaL LanGUaGes In THe conTRoL aRea of THe

coMMon naUTIcaL aUTHoRITY (Gna) p. 123

1/16c canaL fRoM GHenT To TeRneUZen - cHaIn oPeRaTIon -

LocKInG of sHIPs In THe WesTeRn LocK TeRneUZen p. 126

1/17 WesTeRn scHeLDT –

sPecIaL anD eXTRaoRDInaRY TRansPoRTs p. 128

1/18a sHoRe BaseD PILoTaGe (Loa) In THe eVenT of PILoTaGe

In sToRMY WeaTHeR conDITIons p. 145

1/18B sHoRe BaseD PILoTaGe (Loa)

InfoRMaTIon foR sHIPPInG p. 155

1/19 HeLIcoPTeR PILoTaGe In aLL WeaTHeR conDITIons p. 155

1/20a BeLGIan coasTaL PoRTs - oVeRsIZeD coMMeRcIaL

VesseLs p. 163

1/20B BeLGIan coasT - TRaffIc sIGnaLs p. 164

1/21 coasTaL YacHT BassIns –

sPeeD LIMIT foR MecHanIcaLLY PoWeReD VesseLs p. 166

1/22a PoRT of osTenD

sPecIaL TRaffIc sIGnaLs - fLIcKeRInG LIGHTs p. 167

1/22B PoRT of osTenD - sIGnaLLInG InsTaLLaTIon foR

WaTeR DIscHaRGes p. 170

1/23 coasTaL YacHT HaRBoURs –

saILInG oUT of PLeasURe BoaTs p. 171

1/24a PoRT of ZeeBRUGGe – TRaffIc ReGLeMenTaTIons

VIsaRTsLUIs – PRInsaLBeRTDoK - TIJDoK p. 174

1/24B PoRT of ZeeBRUGGe - YeLLoW-BLUe fLasHInG LIGHT p. 174

1/24c LnG- sHIPPInG: PRoceDURes p. 175

1/25 PoRT of ZeeBRUGGe

PoRT sIGnaLs aT THe neW BReaKWaTeRs p. 198

3


1/26 WaRnInG on THe Use of

non-eQUIVaLenT eLecTRonIc sea cHaRTs p. 200

1/27 WoRLD GeoDeTIc sYsTeM 1984 (WGs84) p. 201

1/28 (DIffeRenTIaL) GLoBaL PosITIonInG sYsTeM

THeoRY anD PRacTIce p. 202

1/29 cLaRIfIcaTIon on THe Use of Rnc anD enc In ecDIs p. 206

1/30 UnDeRWaTeR caBLes anD PIPeLInes p. 208

1/31 oceanoGRaPHIc anD oTHeR sIMILaR sTaTIons p. 212

1/32 PRoTecTIon of offsHoRe InsTaLLaTIons p. 213

1/33a MInIMUM ReQUIReMenTs ceRTaIn TanKeRs

THaT WIsH To saIL To a BeLGIan PoRT MUsT MeeT p. 214

1/33B RePoRTInG DanGeRoUs sUBsTances To THe coMMon

naUTIcaL aUTHoRITY p. 214

1/33c TRansPoRT of DanGeRoUs sUBsTances WITH Gas

TanKeRs To anD fRoM THe scHeLDT PoRTs p. 218

1/33D THe WesT eURoPean TanKeR RePoRTInG sYsTeM

(WeTReP) p. 220

1/34 sea WaTeR PoLLUTIon DUe To oIL oR

oTHeR HaZaRDoUs sUBsTances p. 230

1/35 ancHoRInG of DaMaGeD VesseLs afTeR an IncIDenT p. 233

1/36a seaWaRD aRTILLeRY PRacTIce - GeneRaL ReGULaTIons p. 234

1/36B nIeUWPooRT - seaWaRD aRTILLeRY PRacTIce

sMaLL, MeDIUM anD LaRGe secToRs p. 236

1/37 noRTH sea – BeLGIan naTIonaL eXeRcIses aRea

foR MaRIne VesseLs p. 237

1/38 Zone foR DeTonaTInG WaR aMMUnITIon anD PRacTIce MInes

noRTHeasT of THe ancHoRaGe aRea WesTHInDeR p. 238

1/39 BeLGIan coasTaL Zones foR MIne LaYInG,

MIne DeTecTIon anD MIne sWeePInG PRacTIce p. 239

1/40 sPecIaL PRoTecTIon Zones anD

sPecIaL naTURe PReseRVe Zones p. 241

1/41 sPoRTs DIVInG anD RecReaTIonaL

DIVInG aT sea - PRoceDURes p. 244

InDeX aBBReVIaTIons p. 246

4


5


6


› 1/1 NOTicES TO MARiNERS BaZ1/1-2011cancelled

The notices to Mariners (BaZ) publish the data necessary for updating

the Belgian sea- and scheldt charts and the publications issued by

the “Vlaamse Hydrografie” (flemish Hydrography).

Moreover, BaZ nr 1 of every volume contains general information for

the good of shipping.

The publication of every new edition of the nautical publications men-

tioned will also be announced by the BaZ.

The BaZ appear every fortnight and are numbered by volume from 1

to 26; every article is given a separate code. a reference to any given

article in the BaZ consists of the year, the volume number and its

article code in the BaZ.

some articles are preliminary and can be recognized by the letter (P)

following the article code; others are temporary and can be recog-

nized by the letter (T). The preliminary articles are usually followed by

a temporary or final article; the temporary ones concern information

that is usually only valid for a short period of time.

The BaZ nrs. 2, 10 & 20 give a summary of the (P) and (T) articles that

are still in force.

The BaZ nrs 2, 10 & 20 give a summary of the notices that are still in

force regarding the chart correction of the last edition of the Belgian

charts.

In addition to all that the BaZ also list the “Urgent notices to Mari-

ners” (DBZ) that are still in force. The DBZ are issued by the Maritime

Rescue and coordination center (MRcc) of the “Kustwacht oostende

- afdeling scheepvaartbegeleiding” (oostende coast Guard - Depart-

ment shipping assistance service) and mainly contain information

about temporary beaconing problems.

7


The mariners need to take into account occasional restrictions in

terms of preciseness or completeness of nautical publications and

articles.

following art. 3 of the KB of June 20th 1977 of the execution of the

law of november 24th 1975 holding approval and execution of the

treaty on the international regulations to prevent collisions at sea,

1972, with additional regulations and its annexes, and

art. 34 § 4 of the KB of august 4th 1981 holding police and shipping

regulations for the Belgian territorial sea, the harbours and the

beaches of the Belgian coast,

all mariners must:

• follow the general principles concerning the regulations of the

shipping traffic as they appear in the annually issued notices to

Mariners nr.1 that each year is promulgated.

• take into account the dispositions applied by the functionaries and

employees of the government concerning the safety of the vessels

that are not subject to the KB of July 20th 1973 holding shipping

regulations.

• observe, regarding the shipping, all notices published by the

government, in particular the notices to Mariners or the urgent

notices to mariners.

following art. 29 of the last named KB (august 4th 1981), each mariner

must also inform, through the shortest way, the nearest functionaries

or employee of the government, about all information concerning even-

tual special sightings in the area of the Belgian coast and the scheldt

that concern shipping, as well as about every eventual gaps and/or

errors in the nautical publications, in the interest of the safety at sea,

at the following address:

8


afdeling Kust - Vlaamse Hydrografie

(Department coast - flemish Hydrography)

administratief centrum

3 Vrijhavenstraat

8400 osTenD

Tel: +32 (0)59 55 42 11 • fax:+32 (0)59 51 00 41

sightings about buoys, dangers, etc. at sea in the Belgian responsibility

zone need to be communicated to the “Kustwacht oostende” (oostende

coast Guard) or to the proper traffic centre. If necessary via oostende

Radio over the proper mariphone channels.

noTes:

• all positions mentioned in this BaZ are in WGs84.

• We ask your attention for:

- amended articles: 1/1, 1/3, 1/4, 1/6, 1/8B, 1/12, 1/14B, 1/14c, 1/15, 1/17,

1/18a, 1/19, 1/23, 1/24c, 1/27, 1/28, 1/29, 1/30, 1/32, 1/34, 1/36B, 1/38, 1/39,

1/40

- Deleted articles: 1/16

- new articles: 1/14a, 1/14D, 1/14e, 1/16a, 1/16B, 1/16c

_(Source:MDK-afdelingKust-VlaamseHydrografie)

9


› 1/2 GENERAL SET OF RULES THAT APPLY iN BELGiAN WATERS

BaZ1/2-2011cancelled

1. Apply to the Scheldt area:• The shipping regulations Western scheldt 1990 for the Dutch part

of the Western scheldt

• shipping traffic law (1988) for the Dutch section of the Western

scheldt

• The shipping regulations for the Lower sea scheldt 1992

• The police regulations of the Lower sea scheldt 1992

• The general rules for shipping routes of the Kingdom 1935

• General policy regulation on inland waterway traffic (KB of

24 september 2006), based on the european ceVnI (code

européen des Voies de navigation Intérieure)

• The decree of april 5th 1995 holding approval of the treaty between

the Kingdom of the netherlands, the Kingdom of Belgium and

the flemish Government on the revision of the Regulations for

the execution of article IX of the tractate of april 19th 1839 and of

chapter II parts 1 and 2 of the tractate of november 5th 1842, as

they were adjusted, for the pilotage and the joint supervision on it

(scheldt regulations) and the additional executive decisions.

• The shipping regulations for the Dutch and Belgian part of the

canal from Ghent to Terneuzen.

• The shipping regulations for the Brussels - scheldt canal - 2005.

2. Also applies to the port of Antwerpen: a new, adjusted version of the communal Port Police regulation as

approved by the city council on september 13th 2004.

3. Also applies to the port of Ghent: General police regulation of the port of Ghent as approved by the

Ghent city council on november 24th 2003 and adjusted on May

22nd 2006.

10


11


4. To the Belgian territorial sea, coastal ports and beaches:• The police and shipping regulations of 1981.

• The decree of april 19th 1995 on the organisation and working of

the pilotage service of the flemish Government and on the quali-

fications of port pilots and boatsmen, such as modified, and the

additional excecutive decisions.

The vessels that the various decrees apply to must have a copy of

the proper regulations aboard, as well as an updated official chart

of the area.

5. Also applies to the coastal ports of Zeebrugge and Oostende: The regulations for the port of Zeebrugge, sea channel and the

Brugge docks according to KB 20.01.1937. Police regulation for

the commercial port of oostende as approved by the oostende city

council on December 21 2001.

6. Supplements to the general regulation for certain waterways

• special regulations applicable to certain shipping routes, 1950.

Most of these regulations are available at the federal government’s

website and can be downloaded:

http://www.mobilit.fgov.be/nl/aqua/general/ReGL.htm

_(Source:MDK-afdelingScheepvaartbegeleiding-DABLoodswezen

12


› 1/3 OFFiciAL RADiO MESSAGES iNTEN-DED FOR BELGiAN MERcHANT VESSELS – THE BELMAR SYSTEM


iMPORTANT:The captains of merchant vessels will make sure that a copy of this

article is delivered to the officer responsible for the ship’s radio station.

The other copy will be placed in “De algemene onderrichtingen ten

behoeve van de Gezagvoerders van Belgische Koopvaardijschepen”

(“General Instructions for the captains of Belgian Merchant Vessels),

under the chapter “Verbindingen” (“connections”).

1. GENERAL

1. This BaZ describes the system created for transmitting official

orders and/or directions for Belgian merchant vessels in extra-

ordinary circumstances, war dangers or times of war.

2. This system is known as the “BeLMaR-sYsTeM” and is declared to

be valid by the “Directoraat Generaal Maritiem Vervoer” (General

Directorship Maritime Transport) in mutual agreement with the

navy staff by name of the Belgian Government.

These reports will be communicated by the the command of navy

operations.

3. from the moment the BeLMaR-system is in use, the captains of

all Belgian merchant vessels will take following measures that

will greatly contribute to the safety of their crew and ship:

• listen to one of the radio stations mentioned under point 4, which

will ensure the broadcasting of official messages

• stop transmitting their position reports (TR’s)

• not enter a receipt or acknowledge in the Dsc upon receiving mes-

sages, unless the nature of the message requires doing so

13


• stop radio transmissions, unless ordered differently

• limit the use of radar and echo sounder to what is strictly

necessary.

2. MESSAGE FORM

1. The BeLMaR messages will have the following structure:

• incoming call

• identification and n°.

• text

• date-time-group

• end message/transmission.

2. one of the following callsigns will be used for the incoming call:

• The collective callsign onXa: all Belgian merchant vessels -

in RTBf and VRT: “Hallo alle Belgische Koopvaardijschepen

(in )”.

• The collective callsign onXB: all Belgian war and merchant

vessels -RTBf and VRT: “Hallo alle Belgische oorlogs- en

Koopvaardijschepen (in )”.

• The international callsign (spelled in radiotelephony).

The collective callsigns may be followed by a number, indicating

that the message is intended for the vessels in the MeRcasT

area (see acP 149) with the corresponding number. for example:

“onXa 4” indicates that the message is directed to all Belgian

merchant vessels in the MeRcasT area 4 (north sea).

3. • The official messages to the Belgian merchant vessels are

identfied by the word BeLMaR.

• In order to make it possible for the captains of the merchant

vessels to check if they are receiving all BeLMaR messages,

all messages will have a serial number consisting of two

numbers going from 01 up to 99 that will follow after the

word BeLMaR.

4. The text is preceded and followed by the separation sign BT

(“BReaK”) in radiotelephony.

14


5. every message has a date-time-group.

It will consist of 6 numbers, followed by the letter Z

The numbers indicate the date and the time in hours and minutes.

The letter Z indicates that the date-time-group is expressed in

Greenwich Mean Time. for example: date-time-group 131831 Z indi-

cates that the message was compiled on the 13th day of the current

month at 18.31h UTc.

6. aR and Va are used as end of message/broadcast signs.

7. The broadcasts of official messages by radio stations will be

preceeded by the following introductory words: “Uitzending van

BeLMaR-berichten bestemd voor alle Belgische koopvaardijschepen”

(“Broadcast of BeLMaR messages intended for all Belgian merchant

vessels”). This will be followed by messages as described in 1.

3. PROcEDURE

1. The BeLMaR messages will be broadcasted on the hours mentioned

in point 4.

2. The BeLMaR messages will be repeated completely the first 24

hours after the original time of broadcast.

3. a BeLMaR list of the messages that apply at all times will be given in

every broadcast mentioned in point 4.

This list contains:

• the incoming call

• the identification with n°.

• the date-time-group

• for every single message.

4. RADiO STATiON, FREQUENciES and TiME ROSTERS (UTc)

1. Oostende-radio • Radiotelephony

15


Upon reception, the coast station will immediately send all

BeLMaR messages to all frequencies in use. fixed broadcasts and/

or repeats will be made on the following times (UTc) and frequen-

cies:

- Medium wave: 0030-0830-1130-1930-2130 on 2484 kHz and

2256 kHz.

- on decametre waveband: 0030(*)-0830-1130-1530-1930 on

8761 kHz (osU 41)-13095 kHz (osU 51) and 17278 kHz (osU

63).

(*) noT on 13095 kHz and 17278 kHz.

- on the VHf band: 0030-0830-1130-1930-2130 channel 27.

• navtex

The Belmar messages will be broadcasted on 518 kHz mmediately

upon reception and after that on the normal broadcasting hours

03.10-07.10-11.10-15.10-19.10-23.10 UTc.

2. Belgian radio and television (VRT-RTBf radio stations)

• Medium wave:

The BeLMaR-messages will be broadcasted at the start of some

newscasts, on the following (LocaL) times:

- In french on 621 kHz (RTBf) 0600-0800-1600 and 2100.

- In Dutch on 927 kHz (VRT) 0700-1200-1800 and 2155.

- from the moment the BeLMaR-system is activated the BeLMaR-

messages will be broadcasted on the abovementioned frequen-

cies and on the following times: 0030-0330 and 0530.

• shortwave:

The time roster of the shortwave frequencies will be included in

one of the first BeLMaR-messages.

5. SPEciAL cASES

1. Vessels that are in port when the BeLMaR system is activated

will listen to the radio broadcasts of these official messages. They

16


will not shut down their radio stations unless they can pick up the

messages at the local Belgian diplomatic or consular representa-

tive.

2. apart from listening to the BeLMaR messages, overseas vessels

will listen to local allied broadcasts (coastal stations, radio sta-

tions) on a regular basis, so that they stay well-informed about

local nuclear threats or fallout.

6. ALLiED cONNEcTiONS

1. In times of tension or war an allied network of radio stations will

be activated. This organisation is called aLLIeD WoRLDWIDe

naVIGaTIon InfoRMaTIon sYsTeM (aWnIs).

2. from the moment a vessel is taken over in the ncaGs-organisa-

tion (naVaL co-oPeRaTIon anD GUIDance foR sHIPPInG) - at

the first arrival in a port with an allied ncaGs- she must listen to

aWnIs. from that moment on BeLMaR broadcasts will no longer

be recorded.

3. The publications and cryptographic means of the aWnIs system

are already aboard or will be issued to merchant vessels by ncaGs

officers.

7. AcTiONS TO BE TAKEN BY cAPTAiNS AND OFFicERS iN cHARGE

1. every Belgian merchant vessel will receive 2 copies of this BaZ.

They will be placed in the chapter “Verbindingen” (“connections”)

of the “algemene onderrichtingen ten behoeve van de Gezagvo-

erders van Belgische Koopvaardijschepen” (General Instructions

for the captains of Belgian Merchant Vessels).

They replace all connection instructions that were published earlier.

2. captains of the Belgian merchant vessels are urged to take the

necessary measures in order to make contact with coastal station

17


osTenD RaDIo (TR) at least once every 24 hours. This radio con-

tact will be free of charge.

3. BeLMaR exercises can take place without a warning, at any given

time. In that case the first word of the text will be oefenInG/eXeR-

cIse.

The captains will pass on all requested information by letter to the

command of Marine operations (coMoPsnaV).

4. It is of the utmost importance that coMoPsnaV has access to

the data from which it can conclude in which areas none of the

broadcasts mentioned above can be received. for this, captains

are requested to hand in a written report (through their shipping

company) about the reception of osTenD RaDIo or VRT-RTB, with

date and PosITIon, to the command Marine operations, section

ncaGs, 1 Graaf Jansdijk, 8380 Zeebrugge. They will do the same

for any foreign coastal stations they use to stay in contact with

their shipping company.

Exercises regarding the control of commercial traffic.In the event of allied or multinational naTo exercises that involve the

defense of the merchant fleet in times of war, captains of Belgian

merchant vessels may receive a visit from naTo officers. These of-

ficers’ goal will be to give a fictional briefing to the captains, on the

occasion of mooring at a naTo port.

They might also ask a series of questions. The captains can coope-

rate on a voluntary basis, but it is insisted that they should give their

complete cooperation to the extent that the ship’s assignment must

not compromised. The briefings can last up to an hour and will take

place on the ship. These exercises must not slow down the shipping

activities nor do they give any right on a financial compensation.

_(Source:MinisterievanDefensie-Marinecomponentdated06/09/2011)

18


› 1/4 BELGiAN cOAST STATiON OSTEND RADiO - cALLSiGN : OSU FREQUENciES, BROADcASTS AND LiSTENiNG OUT

BaZ1/4-2011iscancelled.

1. RADiOTELEPHONY - MEDiUM WAVE (cLASS J3E)

• frequencies for announcing and broadcasting safety reports.

- announcing on emergency frequency 2182 kHz and working

frequency 2484 kHz.

- the first broadcast of a safety message will also be announced

via Mf Dsc 2187,5 kHz (Dsc = digital selective calling system)

- broadcasting on working frequency 2761 kHz

• Listening out: permanently on 2182 kHz, 3178 kHz, 4095 kHz and

8237 kHz (Hf).

- calls on 3178 kHz will be answered on 2484 kHz.

- calls on 4095 kHz will be answered on 4387 kHz.

- calls on 8237 kHz will be answered on 8761 kHz (Hf).

• Range: depending on the chosen frequency, time and weather

conditions: from 400 up to and more than 1000 nautical miles.

• callsign: osU

2. RADiOTELEPHONY VHF (cLASS F3E)

• channels for announcing and broadcasting of safety messages:

- announcing on emergency channel K16

- the first broadcast of a safety message will also be announced

via VHf Dsc K70 (Dsc = digital selective calling system)

- broadcasting: on K27

• Listening out: permanently on K16 and K27 (working channels for

commercial traffic: K63, K78 and K85). for the shipping traffic on

the scheldt towards the Belgian harbours of antwerp, Ghent and

19


Brussels, there is a permanently watch keeping on VHf K16 and

K24. (working channels for commercial traffic: K7, K27 and K81)

• Range: about 35 nautical miles.

• callsign: osU

3. DSc - DiGiTAL SELEcTiVE cALLiNG.

• Via the Digital selective calling (Dsc), a distress alert can be sent

out on VHf-channel 70 and on Mf 2187,5 kHz, which is received

on a screen and/or a printer. oostende Radio permanently listens

out on both frequencies.

• Dsc-number of oostende Radio for VHf and Mf is 002050480.

• Dsc-number of oostende Radio for VHf in antwerp is 002050485.

4. BROADcASTS OF WEATHER FOREcASTS, URGENT NOTicES TO MARiNERS AND SHiPPiNG iNFORMA-TiON.

• RaDIoTeLePHonY:

- for announcing: - on Mf 2182 kHz in english and in Dutch.

- on VHf K16 in english and in Dutch.

- on Mf 2484 kHz in Dutch.

- on VHf Dsc K70 and Mf Dsc 2187,5kHz only

for the first broadcast.

- for broadcasting: - on 2761kHz and on VHf K27, first in english,

then in Dutch immediately upon reception at

the coast station and then after the first H+03

and H+33 or H+33 and H+03.

- repeated on the fixed hours: 0233-0633-1033-

1433-1833-2233 UTc

- weather forecasts: on 0720 LT , 0820 UTc and

1720 UTc.

20


- the broadcasts are always preceded by

the security signal:

'securité'.

• naVTeX:

- frequency 518kHz: programming letter T on navtex receiver.

- for broadcasting:

- 'important': immediately upon reception at the coast sta-

tion and later as 'routine'.

- 'routine': following the time schedule letter T: 0310-0710-

1110-1510-1910-2310 UTc.

- weather forecasts at 0710-1910 UTc.

- broadcasts only in english.

- frequency 490kHz: (national navtex): programming letter B on

navtex receiver .

- Broadcasting following the time schedule letter B: 0010-0410-

0810-1210-1610-2010 UTc.

- Weather forecasts at 0810-1210-1610-2010 UTc.

- Broadcasts in Dutch, sometimes in english.

_(Source:MinisterievanDefensie-Marinecomponent)

21


› 1/5 iSPS REGULATiONS BaZ1/5-2011cancelled

Bericht aan alle schepen waarop de iSPS reglementering van toepassing is.

In het kader van de beveiliging van schepen en havenfaciliteiten is het

bij toepassing van artikel 6 van de Verordening (eU) 725/2004 verpli-

cht om de informatie gevraagd bij voorschrift 9 van hoofdstuk XI-2

van het soLas verdrag met een aanmeldingsformulier mee te delen

aan het IsPs-aanmeldingspunt en dit, bij voorkeur, per mail op het

volgende adres: [email protected] of per fax op het

nummer 02/579 68 83.

Deze informatie dient 24u voor het aanlopen van de haven te worden

verschaft of bij vertrek van de vorige haven indien de reisduur minder

is dan 24u of ten laatste zodra de aanloophaven bekend wordt.

Teneinde onnodig over en weer sturen te vermijden is het tevens van

het allergrootste belang om het document juist en volledig in te vul-

len.

Avis à tous les navires auxquels s’applique la réglementation iSPS.

Dans le cadre de la sécurisation des navires et des installations

portuaires, il est obligatoire, en l’application de l’article 6 du Règle-

ment (Ue) 725/2004, de communiquer les informations demandées

à la règle 9 du chapitre XI-2 de la convention soLas en transmettant

au point de contact IsPs un formulaire déclaratif, de préférence par

e-mail, à l’adresse suivante: [email protected] ou par

fax au numéro 02/579 68 83.

22


ces informations doivent être fournies 24 heures avant l’escale ou

lors du départ du port précédent si la durée du trajet est inférieure à

24 heures ou au plus tard dès que le port d’escale est connu.

Pour éviter les transferts et les renvois inutiles, il est de la plus grande

importance que ce document soit rempli de façon précise et complète.

Message to all ships to which iSPS regulations apply.

Within the security of ships and port facilities framework, it is manda-

tory in application of article 6 of (eU) Regulation 725/2004 to commu-

nicate the information required in regulation 9 of chapter XI-2 of the

soLas convention by a contact form to the IsPs contact point. e-mail

is preferred: [email protected], faxes are possible too:

02/579 68 83. This information has to be provided 24h before arriving

in the port, or on leaving the previous port should travel time be less

than 24 hours, or at the latest when the port of call is known.

In order to avoid unnecessary communication to and fro it is of utmost

importance to fill in the form correctly and completely.

_(Source:FODFinanciën)

23


_ISPSaanmeldingsformulier(FCBH/OND/2006/09–17/8/2006–versie2)

_(Bron:SecretariaatKustwacht–Oostende-d.d.20/08/2007)

MANDATORY QUESTIONS TO BE ANSWERED BY SHIPS BEFORE ENTERING A BELGIAN PORT SOLAS XI-2/9 (EC No. 725/2004 Annex I-Reg.9)

Plesase mail completed document to: [email protected] or fax to : +32 0257 96 883

This document was generated by the ISPS Pre-Arrival Notification database system (Belgian Customs & Excise Administration)

Name of ship:

IMO number: INMARSAT/GSM No. ship: Registered Flag State: Port facility of destination: ETA ( date-time): Port ID number: UN locator: Assigned port facility number:

I. Does the ship have a valid International Ship Security Certificate or a valid Interim ISSC

1. YES 2. NO - Please detail why Name of the issuing authority: II. Security Level at which is currently the ship operating at? 1 2 3 III. What were the last 10 port facilities and what was the Security Level at which the ship operated at those port facilities? Ordinal Port ID number UN locator Assigned port facility

number Security Level

1

2

3

4

5

6

7

8

9

10 IV. Have any special security measures been taken by the ship during ship/port interface at the last 10 port facilities? 1. YES - Please detail measures 2. NO V. Have any ship/ship activities taken place during the last 10 port facilities timeframe and were the appropriate ship security procedures maintained? 1. YES - Please detail procedures 2. NO VI. Any other practical security related information? 1. YES - Please detail measures 2. NO Agents name / Company: Date and hour of completion:

24


› 1/6 NAVAL cOOPERATiON AND GUiDANcE FOR SHiPPiNG (NcAGS)


1. GENERAL

This BaZ describes “naval cooperation and Guidance for shipping

(ncaGs)”, as it has been included in aTP 2 VoL II change 2 and en-

VeLoPe TanGo (see supplement)

2. APPLicATiON

In extraordinary circumstances an “ncaGs-region” can be de-

clared for a certain area for merchant shipping. Details regarding an

ncaGs-region are announced through the “World Wide navigation

Warning service” (WWnWs). Merchant vessels passing by will be ad-

vised or instructed through “shipping cooperation Points” about the

measures they should take, the route they should follow or if there

is a need for accompaniment by (allied) navy vessels. These “ship-

ping cooperation Points” will be located in or near approach routes

of the ncaGs-region, both on and off shore. The threat level for the

merchant fleet can vary locally within an ncaGs-region, allowing

for a “shipping Risk area” to be installed. If necessary the military au-

thority (ncaGs commander) can give directions to merchant vessels

or take protective measures to ensure a safe passage. If necessary

a DIVIson oRDeR (in clear language) may be sent after consulting

with the shipping company; containing a recommended safe route or

instructions to receive further instructions or guidance via a nearby

shipping cooperation Point.

25


3. AcTiONS TO TAKE

1. 24 hours before entering in a ncaGs-region, the vessel will be

asked to provide a sHIP DaTa caRD or a foRMaT aLfa to the

ncaGs authority. If there is no InMaRsaT aboard, these data will

be sent via oosTenDe-RaDIo to the nsa BeLGIUM.

2. afterwards the vessel will report her position daily with a foRMaT

BRaVo.

3. In the event of an adjustment to the travel schedule the vessel

will send out a PassaGe aMenDMenT (PassaM) message (see

supplement). The body of the message should contain at least

paragraph 1 of the following standard format, followed by one or

more paragraphs on the adjustment to the travel schedule as it

has been sent out before via the foRMaT aLfa.

fRoM caLLsIGn VesseL

To nsa BeLGIUM

PassaM

1. InTeRnaTIonaL caLLsIGn/naMe VesseL

2. cURRenT PosITIon anD eXPecTeD DaTe/TIMe of aRRIVaL

In THe ncs ReGIon

3. PRoPoseD RoUTe THRoUGH THe ncs ReGIon

4. sPeeD VesseL

5. neXT PoRT of DesTInaTIon

6. eXPecTeD DaTe/TIMe of aRRIVaL aT neXT PoRT of DesTI-

naTIon If THaT PoRT Is WITHIn THe ncs ReGIon oR:

PosITIon anD eXPecTeD DaTe/TIMe of DePaRTURe fRoM

THe ncs ReGIon

7. InMaRsaT nUMBeR of THe VesseL

8. THe PResence/aBsence of a PocKeT aUToMaTeD cRYPTo

eQUIPMenT (Pace) WITH MaTcHInG cRYPToKeY aBoaRD.

26


eXaMPLe:

fRoM LXfH

To nsa BeLGIUM

PassaM

1. LXfH/feDeRaL HUnTeR

2. 3800n 00500e 280200 Z aUG 95

6. 291000Z aUG 95

4. More info can be obtained on the website of the naTo shipping

centre.

www.shipping.nato.int

e-mail: [email protected]

Tel.: +44 (0) 1923 95 65 74

27


ANNEX

ENVELOPE TANGO (REViSED)

NAVAL cOORDiNATiON AND GUiDANcE FOR SHiPPiNG

1. introduction

Your ship has been consigned to naval coordination and Guidance

for shipping (ncaGs) as provided by the allied naval control of

shipping organisation.

2. Purpose of NcAGS

The purpose of ncaGs is to provide you with information, advice

and/or protection in the face of a threat to allied merchant shipping

within a region that you may be passing.

3. Acceptance of NcAGS

ncaGs is entirely voluntary for ship owners or operators employing

their vessels on a normal commercial basis. It is, however, manda-

tory for vessels of an allied nation that has consigned its own flag

ships to ncaGs, and for ships under charter to military authorities

when the requirement for control is written into the charter.

4. Promulgation of an NcAGS Region

Details of the region to which ncaGs will apply will be promulgated

by World Wide navigation Warning service (WWnWs) message.

5. Requirements of NcAGS

• When first instructed to open envelope TanGo (Revised) and

for each subsequent voyage that will take you through the

ncaGs Region:

- If at sea or in a harbour without an ncaGs authority Pres-

ence prepare and send sHIP DaTa caRD or a format aLfa

(see below) message to your national shipping authority

(or as directed).

28


- If in harbour where an ncaGs authority is present: In these

circumstances the ncaGs authority will send an ncaGs

Liaison officer to collect information about your ship and its

intended passage (format BRaVo: see below).

• This information is to enable the naval control of shipping

authorities to plot your vessel’s passage through the ncaGs

and thus be in a position to provide advice and/or direction if

this should prove necessary. such advice would be sent ei-

ther directly to your ship or via a general message (see Para

7 below).

• Unless instructions to the contrary are received from the na-

val control of shipping authority (see Para 8 below), masters

are then free to continue on their normal passage along the

route they have reported and no further action is required by

them.

6. changes to Passage intentions

If, after the details of an intended passage through an ncaGs have

been reported, these details change, the new passage intentions

are to be reported by a Passage amendment (PassaM) message

(see below).

7. communications

In addition to reporting the communication station that you intend

to copy whilst on passage, you may be advised by national authority

or by WWnWs message of additional communication require-

ments. These may be:

• communication Reporting Gate (cRG). In order that you may

receive up-to-date information on the risk to shipping and

instructions concerning your transit of the ncaGs, you may

be requested to report when you have reached (a) certain

point(s) during your voyage. In these circumstances, details

of the requirement will be contained in the message setting

up the cRG.

29


• advisory communication Listening Watch. In addition, or

alternatively, to the requirements of a cRG, you may be

requested to listen to a nominated coast earth station (ces)

or coast Radio station (cRs) in order to receive messages of

an immediate or general nature concerning the situation. In

these circumstances, details of the requirement will be com-

municated to you either directly by national authorities or by

a WWnWs message.

• Unless instructions are received to the contrary, the ship’s

normal communication schedules may be maintained.

8. Shipping Risk Areas (SRAs)

• Purpose

Where an ncaGs is large and the degree of danger within it varies,

shipping Risk areas (sRa) may be established to delineate areas

of higher risk When an sRa is established, Masters, unless

directed to the contrary, should proceed as reported in their

format aLfa or format BRaVo report.

• Diversions

If your voyage will take you through the shipping Risk area, you

may receive a DIVeRsIon oRDeR message (see Para 10 below)

from the ncaGs commander to either:

- Route you around the sRa.

- Direct you to a shipping coordination Point (scP) to receive

further instructions (see Para 9 below).

- convoys or accompaniment. It may be necessary for allied war-

ships to accompany you, with or without other vessels, through

the area, or for convoys to be formed. should this be necessary,

full instructions and briefing will be given to you at the shipping

coordination Point.

9. Shipping coordination Points (ScP)

• Purpose:

The purpose of an scP is to provide the means by which ships

30


proceeding into and within the ncaGs may be further briefed on

the risk and routing and/or organised for protection. This may

include the embarkation or disembarkation of ncaGsLos for

merchant ships transiting a shipping Risk area.

• Location:

The location of an scP will be determined by the designated

ncaGs, local geography, and the pattern of normal shipping flow.

It is likely to be located at the perimeter of the ncaGs but may be

outside it.

10. DiVERSiON ORDER Message

should there be a need for the ncaGs commander to divert you

from your present or future track through the ncaGs, he will send

you a DIVeRsIon oRDeR message. DIVeRsIon oRDeR mes-

sages are only applicable whilst you are within an ncaGs. The

first words of the text will be the identifier “DIVeRsIon oRDeR”

followed by:

• The reason for the diversion.

• The position or time at which the diversion is to take place.

• new positions through which the ship is to pass.

11. Advice from Allied Warships

allied warships or military aircraft may offer advice to any allied

merchant ship at sea at any time. Under ncaGs they may only

give orders to merchant ships whilst within the ncaGs.

12. On Leaving the NcAGS

You might be requested to send a confirmation of leaving the

ncaGs, and are then free to resume your planned passage.

31


NcAGS iNFORMATiON FORMS

SEcTiON i – SHiP DATA cARD

1. The ship Data card (sDc) is one of the principal methods by which

naTo gathers data on shipping. a sDc may be requested at least

24 hours prior to entering the area of operations (aoo) and then, if

possible, every six hours until departure from the aoo.

2. as a general rule a sDc should be kept as short as possible and be

limited to essential information only. In normal circumstances data

identified in the format with bold type will suffice.

3. The form is divided into four sections:

a. Section A covers basic details of the vessel.

b. Section B covers details of the current voyage.

c. Section C covers details of the vessel’s operator.

d. Section D covers cargo data.

4. Dates and Times should be entered either by the date followed by a

four digit time in the 24-hour clock (18 oct 10 2100 Universal Time

coordinated (UTc) or a Date Time Group (DTG) (see Para 5).

5. The naTo method of expressing time and date is contained within a

DTG which is written in the following manner: DDHHHHTIMe Zone

MMM YY. Therefore, a DTG written as 182100Z JUL 10 describes

a time of 2100 UTc on the 18 July 2010. naTo units routinely de-

scribe UTc as time zone ‘ZULU’ abbreviated to ‘Z’.

6. format to be used:

Section A – Ship Data:

(1) Vessel’s name.

(2) International Radio call sign (IRcs).

(3) Type of vessel.

32


(4) flag of registry.

(5) IMo number.

(6) Port of registry.

(7) Length overall.

(8) Vessel’s width.

(9) Maximum draft for present voyage.

(10) Vessel’s gross tonnage.

(11) speed:

(a) service speed.

(b) Maximum speed.

(c) Minimum speed.

(12) significant appearance of vessel for optical recognition.

(13) MMsI (Maritime Mobile services Identity) number.

(14) name of communication station being copied.

(15) InMaRsaT Telephone numbers.

(16) InMaRsaT fax numbers.

(17) InMaRsaT Telex numbers.

(18) InMaRsaT Data numbers.

(19) other communication means including e-mail addresses.

Section B – Voyage Data:

(20) Intended movement – description of passage.

(21) Last port/country of call including actual date and time of depar-

ture from last port.

(22) next port of call including estimated Time of arrival (eTa) at next

port of call.

(23) current position.

(24) Date/time and position entering the region.

(a–x) Waypoints of intended track through aoI (date/time–lati-

tudes/longitudes).

(25) Position and date/time of departing the region.

33


Section C – Operator Data:

(26) name of ship owner/operator including address of ship owner,

name of charterer (if any) and address of operator/charterer.

(27) email address of the above.

(28) Telephone number of above.

(29) fax number of above.

Section D – Cargo Data

(30) Quantity and nature of main/relevant cargo.

(31) shippers of main/relevant cargo (name and address).

(32) origin of main/relevant cargo.

(33) consignee of main/relevant cargo.

(34) final destination of main/relevant cargo.

(35) special queries appropriate to current operation such as “state

if any cargo/person is carried being subject to Un sanctions, by

Yes or no”. (If the answer to the query is Yes, then describe on a

separate sheet).

SEcTiON ii – FORMAT ALFA

7. format alfa, a voyage/passage report, is an abbreviated form of

the sDc. With intelligent data gathering from the Internet, aIs and

other sources, there is insufficient operational need for much of

the data requirements in the full sDc. Moreover, it is of greater

convenience and simplicity for merchant shipping to provide the

minimum data provision to match the operational need. The pas-

sage/voyage report content and format is as follows and should be

returned to the military authority as per the initiating navigation

warning.

34



(1) Vessel’s name.

(2) International Radio call sign (IRcs).

(3) flag.

(4) IMo number.

(5) MMsI

(6) Inmarsat telephone number.

(7) Telex and fax number.

(8) email address.

(9) current position (at time UTc), course and planned passage

speed.

(10) Waypoints of track through aoI.

(11) next port of call and eTa (UTc).

(12) Last port of call.

(13) name and address of ship owner and operator/charterer.

(14) Helicopter transfer site (if applicable).

(15) crew numbers and nationalities.

(16) Hazardous cargo (category) details (if applicable).

SEcTiON iii – FORMAT BRAVO

9. format Bravo, a daily position report, should be sent when requested

by military authorities, but usually once every 24 hours after the

initial passage report (format alfa).


(1) Vessels name.

(2) IMo number.

(3) current position (at time UTc).

(4) any change to itinerary.

35


NcAGS PASSAGE AMENDMENT MESSAGE (PASSAM)

1. a message sent by a vessel at sea, to report amendments to its

passage involving changes to destination or differences of more

than 4 hours steaming from the original passage intentions re-

ported by foRMaT aLfa or foRMaT BRaVo.

2. Unless national directions specify otherwise, PassaM messages

are to be addressed to the national shipping authority of the ship’s

flag or, in the case of chartered shipping, the national shipping

authority of the chartering nation.

3. The text of the message is to be in format as follows It should

contain para 1 and any other paragraphs containing changes to the

information previously reported.

NcAGS PASSAM

1. caLLsIGn / sHIP’s naMe.

2. PosITIon anD eTa of enTeRInG THe ncaGs

3. InTenDeD TRacK THRoUGH ncaGs (in lat/long).

4. InTenDeD sPeeD of aDVance THRoUGH ncaGs.

5. neXT PoRT of caLL.

6. eTa aT neXT PoRT of caLL, If PoRT Is WITHIn THe ncaGs, oR

PosITIon anD eTa aT PoInT of LeaVInG THe ncaGs.

_(Bron:MinisterievanDefensie-Marinecomponentd.d.06/09/2011)

36


› 1/7A RADiO NAViGATiON MESSAGES BaZ1/7A-2011cancelled

The Mariners’ attention is drawn to the “World-Wide navigational

Warning service”. This service spans over 16 geographical zones that

are distributed over the entire world and are called naVaReas (I to

XVI).

The limits of these areas, the positioning of the zone coordinator as

well as the broadcasting stations have been charted and the data con-

cerning the broadcasting times and frequencies has been recorded

in several nautical publications such as the “admiralty List of Radio

signals - Volume 5 (nP 285) and Diagram a5 (nP 285 a)”. Mariners

are encouraged to consult one of the aforementioned publications

when sailing in one of the affected zones, and to make use of the

radio navigation message service.

_(Source:MDK-afdelingScheepvaartbegeleiding)

› 1/7B RiVER iNFORMATiON SERVicES BaZ1/7B-2011cancelled

The River Information services centre at evergem is available 24/7

for general queries on shipping and waterways. Information on hours

of operation, waterways and their characteristics, bridge clearances,

water levels, flows, possible routes, shipping rights, recreational

trips, work in progress on waterways, reporting incidents, etc, can be

obtained at any time on: 09-253.94.71 or e-mail at ris.evergem@wenz.

be.


37


38


39


› 1/8A WWW.KUSTWEERBERicHT.BE BaZ1/8A-2011iscancelled.

The oceanographic Meteorological station (oMs) prepares daily several

marine weather reports with the hydro-meteo forecasts for the next

hours up to five days in advance. The tidal forecasts prepared by the

oMs hydrometeorologists are of vital importance for the operational

spring tide warning system.

forecasts can be consulted on the website: www.kustweerbericht.be

_(Source:MDK-afdelingKust)

› 1/8B WEATHER FOREcAST AND AN-NOUNcEMENTS OF STORMY WEATHER AND GALE FORcE WiNDS

BaZ1/8B-2011iscancelled.

1. GENERAL

1. The Royal Meteorological Institute of Belgium (abbr. KMIB) provides

shipping along the Belgian coast with reports of gale force winds,

in addition to the common weather- and storm reports.

all these reports apply to the following two maritime zones:

• Dover and Belgian coastal area.

area bordered in the english channel by the imaginary straight

line stretching from Beachy Head to the estuary of the somme

river on one side, and by the parallel of 51°24’95 n in the north

sea on the other side.

• Thames.

Zone between the parallels of 51°24’95 n and 52°47’95 n in the

north sea.

40


2. Wind speeds are expressed in units of the Beaufort scale.

3. The radio announcements will be made by the coastal station

oostende-Radio in both Dutch and english.

4. antwerpen-Radio will also announce stormy weather and gale

force winds over VHf.

2. WEATHER REPORTS

Broadcasting by oostende-Radio:

In TeLePHonY: op 2761 kHz and VHf channel 27, in english and in

Dutch, after previous announcement on 2182 kHz and VHf channel 16

in english and on 2484 kHz in Dutch.

on fixed hours: 0720 LT and 0820 UTc and 1720 UTc.

on naVTeX: 0710 and 1910 UTc on 518 kHz in english.

0810 - 1210 - 1610 and 2210 UTc on 490 kHz in Dutch.

3. STORM REPORTS

1. The announcement will be made when wind speeds of 8 or up are

expected, but no earlier than 18 hours before the storm will reach

the affected area.

2. Wind changes during the storm will be announced at least 3 hours

in advance but no earlier than 6 hours in advance.

3. a message will also be sent when there is no longer any danger of

storms.

41


4. Broadcasts by oostende-Radio:

In the text of the radio transmissions the wind speed and direc-

tion, as well as the affected area and the expected evolution will be

mentioned if possible.

The broadcasts will be done:

• in telephony: on the same frequencies as the normal weather

reports:

- immediately upon reception at the coastal station.

- at the end of the first two compulsory periods of silence.

The first broadcast will also be announced over Dsc (Digital selective

call) on VHf K 70 and medium wave on 2187,5 kHz

• via radiotelex-NAVTEX

- frequency: 518 kHz

- immediately upon reception at the coastal station

- on the next fixed time of broadcast

5. Broadcasts of storm warnings from wind speed 6 on by antwer-

pen-Radio (served by oostende-radio since 01/01/96):

on K24 VHf after previous announcement on K16:

• immediately upon reception at the coastal station;

• after that at H + 48 and H + 55.

4. GALE FORcE WiND WARNiNGS

1. The announcement will be made when it is expected that the wind

will blow with a force of 6 or 7 for at least three hours, but the an-

nouncement will not be made earlier than 12 hours in advance.

2. Report will be made when there is no longer a danger of gale force

winds.

3. Broadcasts by oostende-Radio:

42


The broadcasts will be made in telephony and over radiotelex-

naVTeX on the same frequencies and times mentioned in sub-

paragraph 4 of the storm reports mentioned above.

The first broadcast will also be announced over Dsc on VHf chan-

nel 70 and Mf -2187,5 kHz

4. Broadcasts of storm warnings from force 6 on made by antwerpen

Radio (served by oostende Radio since 01/01/96):

on K24 VHf after earlier announcement on K16:

• immediately upon reception at the coastal station;

• at H + 48 and at H + 55.

5. SPEciAL STORM WARNiNG FOR cOASTAL FiSHiNG WiTH REGARD TO SUDDEN STORMS

These special notices originating from the “afdeling scheepvaartbe-

geleiding” are sent on the frequency 2761 kHz and VHf channel 27

after previous announcement on the frequency 2182 and 2484 kHz

and VHf channel 16 immediately upon reception.


43


› 1/9 ARRANGEMENTS TO BE MADE iN THE EVENT OF A SUBMARiNE AcciDENT


1. These are the primary indications of a submarine that is in distress

and unable to surface:

• one or two marking buoys, that were released from the submarine

immediately after the accident

• smoke flares or light flares, fired from the submarine at regular

intervals

• oil slicks

• air bubbles

2. Most submarines have been equipped with one or two marking

buoys that can be released from within in the event of an emer-

gency. The marking buoys have a diameter of about 1m and are

connected to the submarine by a thin steel cable. The colours of

the buoys are yellow or yellow and red. some buoys are equipped

with a bright white light and a ring of red reflectors. The name of

the submarine will be mentioned on each buoy. To prevent breaking

the connection cable it is not allowed to fasten the vessel to the

buoy; preferably the buoy should not even be touched at all.

The following has been determined for the submarine marking

buoys of the naTo countries:

• the marking buoy must be painted in the colour orange (“inter-

national orange”)

• a plaque with the submarine’s name and the position of the buoy

(back or front) must be attached to each marking buoy. other

information may be given on this plaque as well. The information

must be in the language of the country of origin of the submarine

and in english, except for english-speaking countries which must

do so in english and french. In many cases the marking buoy is

also equipped with a radio transmitter which will automatically

44


broadcast over the following frequencies; 406 Mhz for alerting via

cosPas saRsaT and 243 Mhz for homing (swept down tone). The

observation of such a buoy must be reported to a coastal station as

quickly as possible, with mentioning of the time of observation and

the position of the buoy.

3. White smoke flares fired from the submarine are used to deter-

mine the submarine’s position; they will float on the water surface

and may have a message case attached. When taking the smoke

flare out of the water caution should be paid to the high tempera-

ture. The firing of red-coloured pyrotechnics from a submarine is

an indication that the submarine is in distress. This does not mean

that the submarine is trying to surface rapidly.

4. Because smoke flares and light flares or red-coloured pyrotech-

nics (except for red light flares) are also used during submarine

exercises, the only certain indication of a sunken submarine is the

marking buoy.

Because time is an important factor when trying to save survivors,

the finding of such a marking buoy must be reported in the fastest

way possible -if possible together with the name of the submarine,

as indicated on the buoy- for example to the nearest coastal sta-

tions so that the information can passed be on to the navy authori-

ties.

5. so it is necessary to determine the position of the buoy and the

time of observation as quickly and as precisely as possible.

6. The situation inside a sunken submarine can rapidly deteriorate

for the survivors. so it is to be expected that they will try to escape

from the vessel, even before external rescue attempts are made.

Because of this, paying close attention to persons in the water is of

the utmost importance. The buoy must be given enough space so

that those men that are trying to escape the submarine have the

45


opportunity to safely reach the surface. It is recommended to keep

a lifeboat in the water at the indicated position in order to give

swift assistance to survivors that have suffered physical or mental

harm.

7. It is important to indicate to survivors of the submarine accident

that rescue assistance is on its way. This may be done by setting

out the echo sounder or by regularly hitting the outer hull below

the water line with a heavy hammer. These sounds can be heard

inside the submarine.

8. nearly every navy has a rescue system standby to intervene during

submarine accidents.

such a submarine rescue system will:

• Determine the position of the sunken submarine as precisely as

possible

• send a vessel, preferably with lifeboats already on the water, to

pick survivors out of the water

• offer medical assistance to survivors that have been picked up

• send a diving decompression chamber to the place of the accident

so survivors can be treated

• Let the persons still aboard the sunken submarine know that help

is being offered.

However the actions of the first vessel at the scene are often of the

greatest importance for the success of the entire rescue operation.

note: To avoid situations that can lead to collisions or near collisions with fishing vessels or their nets, (submerged) submarines will always try to be cautious. a submarine is equipped with the proper sensors that will, generally speaking and taking into account the rules of good seamanship, allow them to pass by fishing vessels at a safe distance.

_(Source:NederlandseHydrografie-DenHaag-BAZ12011)

46


47


› 1/10 TREATMENT OF MiNES AND EXPLOSiVES FOUND AT SEA


1. Mines, torpedoes, depth charges and/or other explosives some-

times get caught or entwined in trawl nets. This is often the case

when trawl net fishing is practiced in areas relatively far away

from the Belgian coastline. Despite the fact that these explosives

have been submerged for many years they still remain dangerous.

Below are a few guidelines that must be followed when picking up

such devices.

2. When a suspicious explosive device is spotted in a dredge that is

still outboard, it will noT be dragged aboard. cutting the dredge is

always the safest course of action. If possible this should happen

after paying out the trawl net and dragging it away from the regu-

lar fishing grounds to more shallow water.

3. When discovering an explosive device with the content of the

dredge already on deck, following actions should be taken:

• The device should be safeguarded from any shocks.

• The device should be stowed on to the deck in such a way that it is

clear from any heat or vibration sources.

• The device should be properly secured and fastened to prevent it

from moving.

• The device should be sealed off from the outside air (This is impor-

tant as an explosive that has been exposed to the atmosphere can

become extremely sensitive to shocks when dry).

• an explosive device may never be sunk in water deeper than it was

first found in.

48


4. In order to ensure the safety of shipping and the fishing ships the

position of the sunken explosive or that of the dredge, in case it

was cut must to be beaconed and reported to the “commando

Marineoperaties, permanentie van comopsnav” (command of

navy operations, permanent guard of comopsnav), 1 Graaf Jansdijk,

8380 ZeeBRUGGe, via the MRcc-coasT GUaRD osTenD in oost-

ende (Maritime Rescue and coordination centre).

5. When a suspicious explosive device is dredged up on a position

that is about 2 hours of sailing away from the Belgian coastline,

this shall be reported by radio to the MRcc - coasT GUaRD

osTenD in oostende. This report will also include the estimated

place and time of arrival of the vessel at the roads. With the port

in sight the diver-minesweepers will come aboard the fishing ves-

sel from a navy vessel. The minesweepers will give their advice

about the possibility of sailing into port over the radio: for the port

of oostende this is traffic control, for the port of Zeebrugge this

is Port-control. In this event the fishing vessel will moor at the

designated position.

should the minesweeper be of the opinion that the risk is too

great and that defusing should be done at sea or after stranding

the ship, the minesweepers will consult the MRcc-coasT GUaRD

osTenD and give the appropriate instructions.

6. a ship with an explosive device aboard or in its fishing equipment

will warn ships in the environment of this. When the dredge is cut

or the explosive has been sunk, this position will also be reported

to the MRcc- coasT GUaRD osTenD.

7. In no event shall an attempt be made to dredge up a mine and sail

into a port with it on personal initiative.

_(Source:MinisterievanDefensie-Marinecomponentd.d.17/10/2005)

49


EXPLOSIVES - ACTION DIAGRAM

Found an Explosive?- dredged up- sucked up

Report to MRCC & warn vessels in the vicinity •position •type(explosiveschart) •measurements

On deck• keep aboard

• stow on deck (clear from any

source of heat or vibrations)

• prevent from moving

• cover up

• come to 4000m off shore

(if possible)

Outboard• put overboard (towards more

shallow water) and beacon it

coast › 4000m

pipelines › 2000m

cables › 1000m

measuring poles › 1000m

wrecks › 1000m

buoys › 200m

50


51


› 1/11A PiLOTAGE SERVicE AT THE ScHELDT-ESTUARiES AND AT THE BELGiAN cOASTAL PORTS

BaZ1/11A–2011cancelled

1. GENERAL

1. In the Western scheldt estuaries, in open sea, towards the Belgian

ports near the scheldt and at the canal from Ghent to Terneuzen

and vice versa, the pilotage service is ensured in cooperation be-

tween flanders and the netherlands. commercial vessels that sail

these waters have compulsory pilotage, with the exception of those

mentioned in the Resolution of exemption of compulsory pilotage

scheldt regulations (cf. part 1/11B). only flemish pilots and the

Dutch Register pilots are authorized to provide this service.

2. The compulsory pilotage at the coastal ports of oostende, Zee-

brugge and nieuwpoort is the exclusive territory of flemish pilots.

Using the pilotage service is compulsory in the shipping waters

between the pilot stations and those coastal ports, within those

coastal ports and between those coastal ports and the roads next

to them, except for vessels that are exempt from compulsory

pilotage as mentioned in the executive resolution “intensified com-

pulsory pilotage” of the flemish pilotage decree (cf. part 1/11c).

2. PiLOT VESSELS AND THEiR STATiONS AT SEA

1. north of the lighted buoy KB (Kwintebank) in the area of position

51°22’, 20 n - 2°42’,92 e, a flemish pilot vessel is stationed with

flemish and Dutch pilots aboard; the former for piloting ships to

Belgian coastal ports and Belgian ports at the scheldt and the ca-

nal from Ghent to Terneuzen; the latter for piloting ships to Dutch

and Belgian ports at the Western scheldt and at the canal from

52


Ghent to Terneuzen. This flemish pilot vessel has a black hull with

a white number on both sides of the bow and a yellow chimney

with a black top lining. During the day she will sail under a red

flag with the white letter P. at night she will sail under the lights

as determined by the ”Internationaal Reglement ter Voorkoming

van aanvaringen op Zee” (the International Rules for Prevention

of accidents at sea). she is equipped with VfH radiotelephony and

listens to channels 65 and 6. During bad weather the pilot vessel

will, if possible, still offer pilotage service from a more secure

position between lighted buoy sWa and the lighted buoy a1.

2. a Dutch pilot vessel is stationed in front of the oostgat, one mile to

the west of the lighted schouwenbank buoy. The pilot vessel has

a black hull with her name on both sides of the bow and the word

PILoT on the ship’s side in white letters. she is equipped with VHf

radiotelephony and listens to channels 64 and 6.

• West of the schouwenbank, about 1 mile to the west of the lighted

schouwenbank buoy, flemish and Dutch pilots are available for

piloting ships to antwerpen and Ghent. ships headed for Dutch

ports at the Western scheldt are piloted by Dutch pilots.

During the day the pilot vessel at this station sails under a blue

flag with the white letter L on top. at night she sails under the

lights as determined for pilot vessels in the International Regula-

tions for Prevention of accidents at sea. she will also flash a white

flare light with intervals of maximum 10 minutes.

• ships coming in from the ne are advised to approach the pilot ves-

sel mentioned above according to the stream of traffic, north of the

schouwenbank.

• ships heading out that go around the ne are encouraged to sail

through the schouwendiep according to the traffic stream after

delivering the pilot to the vessel mentioned above.

3. During periods of decreased visibility these pilot vessels (both

flemish and Dutch) give the same fog signals at their stations as

53


the ones used by mechanically powered vessels, as determined

by the International Regulations for Prevention of accidents at

sea. They may also give a recognition signal consisting of 4 short

bursts.

3. SPEciAL SiGNALS FOR REQUESTiNG A PiLOT

1. To both pilot cutters

In the event of decreased visibility ships headed towards the

flushing Roads can request for a pilot by giving one of the follow-

ing sounds signals: the letter G, of the International code of sig-

nals, at least 3 seconds after the fog signal. The pilot vessel that

receives these signals shall, if it is possible to get a pilot aboard,

answer with the normal fog signal, followed by the letter H of the

International signalling code at least 3 seconds after that.

2. exclusively to the flemish pilot cutter

Vessels that wish to request a pilot for one of the Belgian coastal

ports are required to use one of the following morse- or flag sig-

nals:

• for Zeebrugge G 6

• for nieuwpoort G 7

• for oostende G 8

3. The pilotage service coast at Zeebrugge for the 3 Belgian coastal

ports can be reached on mariphone channel 9, callsign “loodsdienst

Zeebrugge” (“Zeebrugge pilotage service”).

In the event of decreased visibility the morse- or flag signals can

be replaced with the according sound signals of the International

code of signals, at least 3 seconds after the fog signal. The pilot

vessel will answer in the same manner as mentioned above in 1.

_(Source:MDK-DABloodswezen)

54


› 1/11B RESOLUTiON OF EXEMPTiON FROM cOMPULSORY PiLOTAGE ScHELDT REGULATiONS

BaZ1/11B-2011cancelled

Resolution of the flemish minister of Mobility, Public Works and en-

ergy and the Dutch minister of Traffic and Water affairs, as amended;

In view of article 9, second part, section a, of the scheldt Regulations;

Art. 1. In this resolution the following is understood by:

1° length over all: the length over all according to Lloyd’s Register of

ships;

2° flushing Roads: the part of the Western scheldt that has been

described as the flushing roads area in the 1990 Western scheldt

shipping Regulations;

3° Rhine vessel, Denmark vessel, sea-going inland waterway vessel,

register: as described in the Dutch compulsory Pilotage Resolu-

tion of 1995;

4° Gross tonnage: Gross tonnage according to Lloyd’s Register of

ships;

Art. 2. Without prejudice to the provisions of or pursuant to article

11 of the scheldt Regulations, the masters of the following types of

vessels are exempt from the compulsory pilotage set out in the first

section of article 9 of the scheldt Regulations.

1° inland waterway vessels, if not positioned seawards towards

flushing Roads;

2° estuary shipping: inland waterway vessels that only sail in a limited

sailing area along the Belgian coast and have been registered as

such by the Belgian government;

3° fluvio-marine shipping: inland waterway vessels holding a sea cer-

tificate that are limited to sailing within a particular area at sea and

have been registered as such by the Belgian or Dutch authorities;

55


4° anchored sea-going vessels with the exception of sea-going ves-

sels with a gross tonnage of 60,000 or more or a draught of 130

decimetre or more if not positioned seawards towards flushing

Roads.

5° Rhine vessels, Denmark vessels and sea-going inland waterway

vessels that have been exempted from compulsory pilotage in

accordance with the applicable legal provisions in the nether-

lands and that have been registered as such in the register, if not

positioned seawards towards flushing Roads;

6° vessels built for dredging or transporting sand, dredging material

or gravel unless they are used for other purposes during trips;

7° sea-going vessels owned or managed by the flemish or Dutch

pilotage services;

8° ships owned or managed by the Belgian, flemish or Dutch

government;

9° warships belonging to the Royal navy, the Belgian navy or an al-

lied navy;

10° vessels sailing along a pilotage route in the territorial sea without

the intention to call at or leave a port in the River scheldt;

11° vessels sailing along a pilotage route in the territorial sea from or

to the place where the pilotage ends or begins.

12° vessels moving along the same quay or making a similar short

move within a shipping route.

not exempt are sea-going vessels built or adjusted and used for the

transport of mineral oil, gas or chemicals in bulk that are fully or

partially loaded with these goods or are empty but have not yet been

degassed or cleaned of their dangerous residues, with the exception

of:

a. anchored vessels positioned seawards towards flushing Roads;

b. vessels with a gross tonnage of less than 60,000 or with a draught

of less than 130 decimetre moored at or upstream flushing Roads.

Art. 2bis. Without prejudice to the provisions of or pursuant to article

56


11 of the scheldt Regulations, the following types of vessels are

exempt from the compulsory pilotage set out in the first section of

article 9 of the scheldt Regulations:

1° sea-going vessels with a length over all up to 80 metres and a

draught up to 5.5 metres sailing the estuaries of the River scheldt

from the Magne buoy via oostgat, Galgeput, sardijngeul and the

flushing Roads to the ports of flushing east;

2° sea-going vessels with a length over all up to 80 metres sailing the

estuaries of the River scheldt via a different navigation route than

the one mentioned under 1°;

not exempt are sea-going vessels built or adjusted and used for the

transport of mineral oil, gas or chemicals in bulk that are fully or

partially loaded with these goods or are empty but have not yet been

degassed or cleaned of their dangerous residues, with the exception

of:

a. anchored vessels positioned seawards towards flushing Roads;

b. vessels with a gross tonnage of less than 60,000 or with a draught

of less than 130 decimetre moored at or upstream flushing Roads.

nB The exemptions from compulsory pilotage in the scheldt estuaries

will be granted as determined in:

• the 2003 Resolution on the exemption from the compulsory

Pilotage described in the scheldt Regulations (Belgian state Gazette

of 17.07.2003, page 38348), amended by the Resolution of 18

september 2008 (Belgian state Gazette of 29.09.2008, page 50451);

• the further Requirements for exemption from compulsory pilotage

described in the scheldt Regulations

(Belgian state Gazette of 17.07.2003, page 38350), amended by the

Resolution of 16 June 2005

(Belgian state Gazette of 28.06.2005, page 29852), the Resolution

of 18 september 2008 (Belgian state Gazette 29.09.2008, page

50429) and the Resolution of 23 september 2009 (Belgian state

Gazette of 8 october 2009, page 66357)

(Source:MDKStaffDivision)

57


58


59


› 1/11c iNTENSiFiED cOMPULSORY PiLOTAGE FOR VESSELS iN THE BELGiAN TERRiTORiAL SEA AND WATERS UNDER THE AUTHORiTY OF THE FLEMiSH GOVERNMENT BaZ1/11C-2011cancelled

Resolution of the flemish Government of July 15th 2002 regarding the

intensified compulsory pilotage for vessels in the Belgian territorial

sea and waters under the authority of the flemish Government.

chapter i. General RegulationsArt. 1. for the application of this resolution we understand by:

1° decree: the decree of april 19th 1995 concerning the organisation

and working of the pilotage service of the flemish Government

and concerning the qualification as port pilot;

2° minister: the flemish minister under whose authority the pilotage

service falls;

3° competent authority: the head of the agency for Maritime and

coastal services or any replacement appointed by the head of the

agency;

4° length: the overall length;

5° inland vessel: vessel registered as being such in her country of

origin or a ship that only usually sails inland waters or is meant to

do so, according to the regulations of the royal decision of august

4th 1981 holding police- and shipping regulations for the Belgian

territorial sea, the ports and the beaches of the Belgian coast;

6° estuary shipping: inland vessels that only sail a limited area along

the Belgian coast and have been registered as being such in their

country of origin;

7° fluviomarine shipping: inland vessels that are limited to sailing a

particular area at sea and have been registered as being such in

their country of origin;

60


8° compulsory pilotage: the obligation of taking a pilot or making use

of the shore based pilotage service as meant in article 7, § 1 and §

3, of the decree;

9° Pilot exemption certificate: a general exemption from compulsory

pilotage as meant in article 7, § 2, 3°, of the decree;

10° IMDG-code: the international code for the transport of dangerous

cargoes on sea drawn up by the International Maritime organisa-

tion (IMo);

11° IBc-code: the international IMo-code for the building and equip-

ping of ships that carry dangerous chemicals in bulk;

12° IGc-code: the international IMo-code for the building and equip-

ping of ships that transport liquid gas in bulk;

13° Inf-code: the international IMo-code of safety prescriptions for

the transport of radiated nuclear fuel, plutonium and highly radio-

active waste material in barrels aboard a ship;

14° Marpol-treaty: the international Treaty for prevention of pollution

by ships, with supplements, determined in London at november

2nd 1973, and the Protocol of 1978 with the International Treaty of

1973 for prevention of pollution by ships, with supplement, deter-

mined in London on february 17th 1978;

15° Dangerous or polluted substances: the substances that are

summed up or described in following texts:

a) the IMDG-code;

b) the description of the radioactive substances in the Inf-code;

c) chapter 17 of the IBc-code;

d) chapter 19 of the IGc-code;

e) the supplements 1, 2 and 3 of the Marpol-Treaty.

chapter ii. compulsory PilotageArt. 2. The vessels, meant in article 2, 1° of the decree are obliged to

take a pilot in the following waters:

1. In Belgian territorial sea between the pilotage points as they

have been determined by the proper authority and in the flemish

coastal ports;

61


2. on the scheldt river from the Belgian/Dutch border up to Temse;

3. on the Belgian part of the sea canal of Ghent to Terneuzen, the

Moervaart, and the docks that connect to these waters;

4. The tidal ports of oostende, Zeebrugge and nieuwpoort and the

waters between these ports and the nearby roads;

5. The entrance lanes of the locks connecting to the waters men-

tioned above.

The proper authority can always impose shore based pilotage. During

the shore based pilotage the captain will confirm the reception of

every advice, repeating the course- and sail advice and constantly

reporting when and how he strays from an advice.

chapter iii. Vessels exempt from compulsory pilotageArt. 3. Vessels that belong to one of the following categories are

exempt from compulsory pilotage, as mentioned in article 2 of this

decision:

1° inland vessels;

2° estuary shipping;

3° fluviomarine shipping;

4° ships with a length of less than 80 metres;

5° ships that are anchored, unless the proper authority makes a dif-

ferent decision;

6° ships built for dredging or transporting sand, dredging material or

gravel and used for that activity;

7° ships owned or managed by the flemish or Dutch pilotage ser-

vices;

8° ships owned or managed by the Belgian, flemish or Dutch govern-

ment.

Art. 4. The directives in article 3 notwithstanding, vessels -with the

exception of inland vessels- must take a pilot in the following circum-

stances:

1° if completely or partially loaded with dangerous or polluting

substances in bulk or empty but not yet degassed or cleaned of

dangerous residues, with the exception of anchored vessels;

62


2° if part of a pushing convoy, unless the proper authority grants

exemption;

3° if towed, unless the proper authority grants exemption.

chapter iV. Persons exempt from compulsory pilotagePilot Exemption certificateArt. 5. The captain of a vessel is exempt from compulsory pilotage if

the captain or an authorized officer leading navigation holds a Pilot

exemption certificate (Pec).

The minister determines the requirements the candidates must meet

in order to receive a Pilot exemption certificate. He also determines

the conditions under which that Pilot exemption certificate may be

withdrawn.

Art. 6. a vessel of which the captain holds a Pilot exemption certifi-

cate still has to take a pilot in the following circumstances:

1° when partially or wholly loaded with dangerous or polluting

substances in bulk or empty but not yet degassed or cleaned of

dangerous residues, with the exception of anchored vessels;

2° if part of a pushing convoy, unless the proper authority grants

exemption;

3° if towed, unless the proper authority grants exemption.

chapter V. Exceptional casesArt. 7. If a situation presents itself in which the weather or other

circumstances affecting the vessel, shipping or the shipping lanes

demand it, the proper authorities can:

1. impose compulsory pilotage upon the captain exempt from com-

pulsory pilotage;

2. impose compulsory pilotage upon the vessels exempt from com-

pulsory pilotage;

3. order the vessel to make use of more than one pilot.

63


Art. 8. for the general good of shipping and in as much as it does not

endanger the safety of the shipping lane, the proper authority may

exempt a ship from compulsory pilotage in the following events:

1° in the event of an emergency situation;

2° in the event it cannot be provided with a pilot within a reasonable

amount of time;

3° in the event it is making a short voyage between the waters as

mentioned in art.2 of this resolution.

chapter Vi. Final remarksArt. 9. The captains that lead the navigation on the vessels as

mentioned in article 4, §1, 12° of the KB of June 8th 1971 holding

execution of the article 4 of the law of november 3rd 1967 holding the

pilotage of commercial vessels, as adjusted by the KB of october 24th

1980; on the day of the announcement of this resolution in the Belgian

statute Book, will receive a Pilot exemption certificate through court.

Art. 10. This decision takes effect on october 1st 2002.

Art. 11. The flemish minister, responsible for Mobility, is burdened

with the execution of this resolution.

_(Source:MDKStaffDivisiond.d.11.12.2002)

64


› 1/12 PiLOT REQUEST ARRANGEMENTS FOR VESSELS WiTH A FLEMiSH PORT AS DESTiNATiON.


1. DEFiNiTiONS

In these procedures, we understand by:

Operator: the captain, the charter company, manager, or agent of a vessel

Pilot request time: time at which the pilot is required to board the vessel

Pilot request services: operational points of contact of the flemish

and Dutch Pilotage service charged with the assignment of pilots

Pilotage point: pilot’s embarkation point at sea

Pilot order: ordering of a pilot request time

initial pilot order: the first pilot order which must be given by the

operator through the electronic system of the port of destination or of

departure

Electronic system: ensoR (ostend), ZeDIs (Zeebrugge), aPIcs (ant-

werp), enIGMa (Ghent), LIs21 (nieuwpoort, sea canal Brussels, Upper

sea scheldt, Terneuzen, flushing, Middelburg, Hansweert, Walsoorden)

ETD: expected time of departure

RTD: time at which a vessel is scheduled for departure from a given point

chain operation: an integrated organisation of the traffic guidance

systems and the shipping actors with which the shipping routes from

sea up to the berth, and vice-versa, is considered as a part of one

uninterrupted chain, in order to achieve an optimal traffic flow. This

envisages the optimization of the full sea trip and not the optimization

of the operation of one of the shipping actors (definition source: ship-

ping guidance decree)

Means of communication: electronic system of the port, telefax, fixed

and mobile telephone (excluding sMs), e-mail (only for captains)

Harbour master’s office: service within the port operations responsi-

ble for scheduling the locks request at least 6 hours in advance of ar-

riving there. The captain’s request has priority on all other requests.

65


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66


2. PiLOT ORDER FOR AN iNcOMiNG VESSEL ARRiV-iNG FROM SEA

a. initial pilot order

The operator must report the initial pilot order for one of the pilotage

points at least 6 hours in advance of the pilot request time. In case

this pre-requisite is not met, the vessel can incur up to a maximum

delay of 6 hours. The initial order by the agent is done on behalf of

and to the account of the captain, charter company or manager of the

vessel.

The above-mentioned also applies to the operator, who wants to use

the services of a pilot without being obliged to do so.

This regulation also applies to vessels which want to take in a pilot on

the flushing Roads.

When 1 hour after the time of pilot request time no direct contact has

been made between the vessel and the pilot order services (see sec-

tion 9), the pilot order is cancelled, and a new initial pilot order must

be made.

b. Reconfirmation

a pilot order for Ghent and antwerp that was reported more than

24 hours in advance, must be reconfirmed by the operator or by the

agent on behalf and to the account of the captain, charter company or

manager of the vessel, as from 12 hours before the time of order but

not later than 6 hours in advance.

If the operator does not comply with this rule, the pilot order is can-

celled, and a new initial pilot order must be made.

c. Active order

The pilot order becomes active 6 hours before the pilot request time. from

that moment, the pilot services take the necessary actions for bringing the

pilot at the required time and the required place on board of the vessel.

from that moment, any adjustment and/or cancellation must be reported

to the pilot request service (see section 9) through the defined means of

communication.

67


d. Adjustment

When the pilot request time is delayed with more than 1 hour, the op-

erator must adjust the pilot request time through the defined means

of communication not later than before the pilot order becomes

active. The adjustment by the agent is made on behalf and to the

account of the captain. If this rule is met, no fees will be charged as

mentioned in the pilotage rates decree.

an adjustment of an active time of request can only be reported

through the defined means of communication to the pilot request

service (see section 9). In this case, the fees mentioned in the pilotage

rates decree will be charged.

When the pilot request time advances, the operator must report this

not later than 6 hours in advance of his new time of pilot request

through the defined means of communication. The adjustment by the

agent is made on behalf and to the account of the captain.

non-compliance of the above can result in a maximum delay of 6

hours.

an adjustment communicated by the captain has priority over all

other changes.

When on arrival at the pilotage point, the time of pilot request still is

delayed for any reason whatsoever (congestion, orders, authorization

policy), the vessel will be provided with a pilot not later than 6 hours

after having received the permission to board a pilot. This situation

can result in the charging of a cancellation as mentioned in the pilot-

age rates decree.

e. cancellation

a cancellation must immediately be reported to the pilot request

service through the defined means of communication (co-ordinates,

see section 9). The cancellation by the agent is made on behalf and to

the account of the captain.

When the pilotage service still has no radio contact (VHf) with the

vessel one hour after the time of request, the time of request is of-

ficially cancelled, and a new initial pilot order must be formulated.

68


f. Reporting procedure

The operator must ensure that the initial pilot order contains at least

the following information:

name of the vessel

call sign

flag

IMo number

Port of destination

Berth place

Desired mooring side

Date, time and pilotage point (dd:mm+hh:mm in local time)

Vessel without obligation of pilotage: indication of required pilotage

fairways

name of agent

overall length

overall width

current maximum draught in decimetres

Helicopter piloting required in case of suspended pilotage services:

Yes/no

Helicopter piloting required in good weather: Yes/no

special remarks in case of limited manoeuvrability, damage to the

vessel, delay at the pilotage station

With every adjustment of the pilot request time that is not communicat-

ed through the electronic system, the operator mentions as a minimum

the following information to the pilot request service (see section 9):

aDJUsTMenT of PILoT ReQUesT TIMe

name of vessel & IMo number

Port of destination

Berth place

Pilotage point

adjusted time of pilot request (dd:mm+hh:mm in local time)

Remarks

69


In case of a cancellation that is not communicated through the

electronic system, the operator mentions as a minimum the following

information to the pilot request service (see section 9):

canceLLaTIon PILoT oRDeR


Post of destination

Berth place

Pilotage point

pilot request time to be cancelled (dd:mm+hh:mm in local time)

Remarks

3. PiLOT ORDER FOR A DEPARTiNG VESSEL


The operator must report the initial pilot order at least 3 hours in

advance of the pilot request time. The initial order by the agent is

done on behalf and to the account of the captain, charter company or

manager of the vessel.

In case this prerequisite is not met, the vessel can incur up to a maxi-

mum delay of 3 hours.

The above-mentioned also applies to the operator, who wants to use

the services of a pilot without being obliged to do so.

for a vessel having a berth place behind the lock, the operator must

report in time his eTD berth place to the harbour master’s office.

The harbour master’s office communicates the RTD-lock to the pilot

request service (see section 9) 3 hours in advance through the elec-

tronic system. This RTD-lock is valid as pilot request time.

b1. Active order

The pilot order becomes active 3 hours before the pilot request time.

from that moment, the pilotage services take the necessary actions

for bringing the pilot at the required time and the required place on

board of the vessel.

70


from that moment, any adjustment and/or cancellation must be re-

ported to the pilot request service (see section 9) through the defined

means of communication.

b.2. Pilot request lock Zeebrugge

In the framework of improving the chain operation and the customer

service in the harbour of Zeebrugge, as from 18 october 2010, 10.00

a.m., the time of pilot request for vessels leaving the locks is laid

down at the time the lock opens minus 15 minutes.

The lockmaster of the Pierre Vandamme lock of the harbour of Zee-

brugge (MBZ) will lay down the pilot request time in the Zedis system

on the basis of the lock planning. With this, the lockmaster takes into

account the sailing time among other things as it is inputted to Zedis

by the shipping agent.

The shipping agents must only ensure that the correct sailing time

of their vessel is inputted in the Zedis system. The Pilotage service

will receive through Zedis the hour of sailing from the lock minus 15

minutes as a pilot request.

only the lockmaster can adjust this pilot request on the basis of a

changed lock planning.

c. Adjustment

When the pilot request time delays with more than 1 hour, the opera-

tor must adjust the pilot request time through the defined means of

communication not later than before the pilot order becomes active.

The adjustment by the agent is made on behalf and to the account of

the captain. If this rule is met, no fees will be charged as mentioned

in the pilotage rates decree.





When the pilot request time advances, the operator must adjust the

pilot request time for the new time of departure not later than 3 hours

71


in advance. The adjustment by the agent is made on behalf and to the

account of the captain.

non-compliance of the above can result in a maximum delay of 3 hours.

an adjustment communicated by the captain has priority over all

other ones.

In case of an adjustment of the RTD-lock (pilot request time), the harbour

master’s office communicates immediately the adjusted RTD-lock to the

pilot request service (see section 9) through the electronic system.

d. cancellation





When the pilot finds when embarking at the requested time that for

any reason whatsoever the departure is delayed by more than two

hours, the pilotage service can decide after 1 hour that the request

time is cancelled, and that a new request time must be communicated.

e. Reporting procedure

1.The operator must ensure that the initial pilot order con-tains at least the following information:

name of the vessel

call sign

flag

IMo number

current berth place

Destination: pilotage point or other port within the region mentioning

the berth place and the mooring side

Date, time of pilot request or eTD place of berth (behind the locks)

(dd:mm+hh:mm in local time)

Vessel without obligation of pilotage: indication of required pilotage fair-

ways

name of agent

overall length

72


overall width

current maximum draught in dm

Helicopter piloting required in case of suspended pilotage services: Yes/

no

Helicopter piloting required in good weather: Yes/no

special remarks in case of limited manoeuvrability, damage to the

vessel, delay

With every adjustment of the time of pilot request for a vessel before

the locks that is not communicated through the electronic system,

the operator mentions as a minimum the following information to the

pilot request service (see section 9):

aDJUsTMenT of PILoT ReQUesT TIMe before the locks


Destination (pilotage point or other port)

adjusted pilot request time (dd:mm+hh:mm in local time)

Remarks

2. With any adjustment of the RTD-lock, the harbour master’s office reports as a minimum the following information through the electronic system:

name of vessel

IMo number

adjusted RTD-lock (pilot request time)

Remarks

In case of a cancellation that is not communicated through the elec-

tronic system, the operator mentions as a minimum the following in-

formation to the pilot request service (see section 9):

canceLLaTIon PILoT oRDeR


Pilot order to be cancelled (dd:mm+hh:mm in local time)

Remarks

73


4. SHiFTiNG OF BERTHiNG PLAcE iNSiDE A FLEM-iSH PORT WHERE THE FLEMiSH PiLOTAGE SER-VicE iS cOMPETENT


The operator must report the initial pilot order at least 3 hours in

advance of the pilot request time. The initial order by the agent is

done on behalf and to the account of the captain, charter company or

manager of the vessel. In case this prerequisite is not met, the vessel

can incur up to a maximum delay of 3 hours. The above-mentioned

also applies to the operator, who wants to use the services of a pilot

without being obliged to do so. for a vessel having a berth place

behind the lock, the operator must report in time his eTD berth place

to the harbour master’s office. The harbour master’s office communi-

cates the RTD-lock to the pilot request service (see section 9) 3 hours

in advance through the electronic system. This RTD-lock is valid as

pilot request time.

b. Active order

The pilot order becomes active 3 hours before the pilot request time.

from that moment, the pilotage services take the necessary actions

for bringing the pilot at the required time and the required place on

board of the vessel.

from that moment, any adjustment and/or cancellation must be re-

ported to the pilot request service (see section 9) through the defined

means of communication.

c. Adjustment

When the pilot request time delays with more than 1 hour, the opera-

tor must adjust the pilot request time through the defined means of

communication not later than before the pilot order becomes active.

The adjustment by the agent is made on behalf and to the account of

the captain. If this rule is met, no fees will be charged as mentioned

in the pilotage rates decree.

74






When the pilot request time advances, the operator must adjust the

pilot request time not later than 3 hours in advace before the new

time of departure. The adjustment by the agent is made on behalf and

to the account of the captain. non-compliance of the above can result

in a maximum delay of 3 hours. an adjustment communicated by

the captain has priority over all other ones. In case of an adjustment

of the RTD-lock (time of pilot request), the harbour master’s office

communicates immediately the adjusted RTD-lock to the pilot request

service (see section 9) through the electronic system.

d. cancellation





When the pilot finds when embarking at the time of request that for

any reason whatsoever the departure is delayed by more than two

hours, the pilotage service can decide after 1 hour that the time of

request is cancelled, and that a new time of request must be com-

municated.

e. Reporting procedure

1. The operator must ensure that the initial pilot order con-tains at least the following information:

name of the vessel

call sign

flag

IMo number

current berth place

Berth place of destination with mention of the mooring side

Date, pilot request time or eTD place of berth (behind the locks)

75


(dd:mm+hh:mm in local time)

name of agent(s)

overall length

overall width

current maximum draught in decimetres

special remarks in case of limited manoeuvrability, damage to the vessel,

delay

2. With every adjustment of the pilot request time for a ves-sel before the locks, that is not done through the electronic system, the operator reports as a minimum the following information to the pilot request service (see section 9):

aDJUsTMenT PILoT ReQUesT TIMe Vessel before the locks

name vessel & IMo number

current berth place

Berth place at destination

adjusted pilot request time (dd:mm+hh:mm in local time)

Remarks

3. With any adjustment of the RTD-lock, the harbour mas-ter’s office reports as a minimum the following information through the electronic system:

aDJUsTMenT of PILoT ReQUesT Vessel behind the locks


current berth place

Berth place at destination

adjusted RTD-lock (pilot request time)

Remarks

4. in case of a cancellation that is not communicated through the electronic system, the operator mentions as a minimum

76


the following information to the pilot request service (see section 9):

canceLLaTIon PILoT ReQUesT

name vessel & IMo number

current berth place

Pilot request to be cancelled (dd:mm+hh:mm in local time)

Remarks

5. SEQUENcE FOR SUPPLYiNG A PiLOT

a vessel is provided with a pilot or participates in remote pilotage

following the sequence of the pilot request time, unless there is a

specific arrangement in function of the chain approach.

In case a vessel requires the pilot earlier than the time of pilot

request, this vessel will not be provided with a pilot earlier than the

time of pilot request, unless a pilot becomes available earlier or the

vessel can be included earlier in the remote pilotage system.

following vessels are always provided with a pilot with priority, even if

this results in vessels having a valid pilot request time being provided

with a pilot later.

Vessel in distress

Tide-dependent or current-dependent vessel

Vessel for which a pilot request time deviation applies by order of a

competent authority

6. ADDiTiONAL FORMALiTiES

In case the vessel calls at a flemish port for the first time and/or in

case of an adjustment of the vessel feature, following documents must

be submitted to the pilotage service in advance (preferably electronic

versions):

1. copy of the Wheelhouse Poster (IMo resolution 601(15))

77


2. copy of the Pilot card in case the Wheelhouse Poster is not available

3. Registration form for helicopter operable vessels

Vlaams Loodswezen (flemish Pilotage service)

Boulevard de Ruyter 2

4381 Ka Vlissingen

[email protected]

fax: +31 (0)118 42 45 27

7. “BEZWAAR TOT VERVOLG” PROcEDURE (BTV) PORT OF GHENT

for a vessel having the Ghent Harbour area as destination of which the

shipping agent wishes to indicate that she shall have to come to anchor

until further orders, the agent shall announce this through the harbour

information system enIGMa.

The Gna, incl. the Traffic centres Terneuzen / flushing / Zeebrugge,

and the Pilotage services, are informed about this through the central

Broker system.

The following procedure applies:

1 - entry of an BTV:

- Through enIGMa, the agent sends an BTV message in which the

reason of the objection is mentioned.

- Hereby the BTV enters into force immediately.

- The BTV remains valid for an undetermined period until a can-

cellation is received (1).

2 - cancellation of an BTV:

- Through enIGMa, the agent sends a message of cancellation of

the BTV. This cancellation enters into force immediately.

+78


only an BTV announced and cancelled through enIGMa will be treated

as such. In case an BTV is in force, a Requested Time of arrival (RTa)

cannot be asked as well. In order to still enter a RTa, the oTc needs

prior to be cancelled (2).

effect on the pilot request (in case a pilot has already been ordered):

- entering an BTV results in the suspension of the pilot request for the

pilotage post.

- cancellation of an BTV resumes the pilot request. In accordance with

the pilot request procedure in force, a pilot will be provided not later

than 6 hours after the BTV cancellation.

(1) In case it is known beforehand when the vessel may sail up, no

BTV may be entered. This time must be indicated indeed as pilot

request time.

(2) an entered BTV has priority over a RTa.

an agent of a vessel departing from the Port of Ghent, having a next

harbour situated inside the GnB’s control area as destination, for

which an BTV is in force for the further voyage, can agree with the

agent of the Port of Ghent to use there a waiting quay before con-

tinuing the voyage. The consequences resulting from this, such as

additional costs, if any, shall be supported or otherwise be arranged

by the agencies.

8. EMERGENcY PROcEDURES

In case an electronic system is not available so that the initial pilot

order cannot be done electronically, the operator must report the

initial pilot order to the pilot request service through the other defined

means (see section 9).

The harbour master’s office and/or pilot request service will inform

the operator, when the emergency procedure begins or ends.

79


9. cOORDiNATES PiLOT REQUEST SERVicES

Pilot request service for Antwerp, Upper Sea Scheldt and Sea canalMaritieme Dienstverlening en Kust (agency for Maritime services and coast)

Dienst afzonderlijk Beheer Loodswezen

(Department separate Management Pilotage services)

Tavernierkaai 3

2000 antwerpen

Phone: 24/24 +32 (0)3 222 08 65+32 (0)3 232 02 29+32 (0)3 231 89 52

Mobile:24/24 +32 (0)476 58 01 49fax:24/24 +32 (0)3 232 20 85administration: +32 (0)3 222 08 70Website: www.loodswezen.beelectronic system aPIcs-LIs21e-mail only for captains via Wandelaar [email protected] via steenbank [email protected]

Pilot order service for GhentMaritieme Dienstverlening en Kust (agency for Maritime services and coast)



Motorstraat 109

9000 Gent

Phone: 24/24 +32 (0)9 250 57 11 (switchboard)+32 (0)9 250 57 12+32 (0)9 250 57 13+32 (0)9 250 57 14

Mobile:24/24 +32 (0)478 58 14 80fax:24/24 +32 (0)9 251 63 21administration: +32 (0)9 250 57 30Website: www.loodswezen.beelectronic system: enIGMae-mail only for captains via Wandelaar [email protected] via steenbank [email protected]

80


Pilot order service for the coastal portsMaritieme Dienstverlening en Kust (agency for Maritime services and coast)



car ferry-gebouw

Doverlaan, 7 bus 2

8380 ZeebruggePhone:24/24 +32 (0)50 35 52 39Mobile:24/24 +32 (0)478 58 21 10fax:24/24 +32 (0)50 35 78 12administration: +32 (0)50 55 77 30Website: www.loodswezen.beelectronic system: ZeDIs-ensoR-LIs21

e-mail only for captains: [email protected]

Flemish pilot request service at Flushing Maritieme Dienstverlening en Kust (agency for Maritime services and coast)




4381 Ka Vlissingen.Phone: 24/24 +31 (0)118 42 45 40Mobile: 24/24 +32 (0)473 89 70 02fax: 24/24 +31 (0)118 43 15 37administration: +31(0)118 42 45 24Website: www.loodswezen.be

Pilot request service for the Dutch portsnederlands Loodswezen (Dutch Pilotage service)


4381 Ka VlissingenPhone: 24/24 +31 (0)118 48 95 09fax 24/24 +31 (0)118 41 23 21administration: +31 (0)118 48 95 00Website www loodswezen.nlelectronic system: LIs21

e-mail only for captains: [email protected]

81


10. cOORDiNATES HARBOUR MASTER’S OFFicE

Harbour master’s office Antwerp

adress: Zandvlietsluis blok a, derde verdieping, 2040 Zandvliet

Phone of harbour master: 03 205 21 82 - 83 – 84 - 85fax: 03 205 20 25e-mail: [email protected]: www.portofantwerp.com

Harbour master’s office Ghentadress: J. Kennedylaan 32, 9042 GentPhone of harbour master: 09 251 04 57fax: 09 251 60 62e-mail: [email protected]: www.portofghent.be

Harbour master’s office Zeebruggeadress: Isabellalaan 1, 8380 ZeebruggePhone of harbour master: 050 54 32 40Phone of lock master: 050 54 32 31fax: 050 54 32 49e-mail: [email protected]: www.portofzeebrugge.be

Harbour master’s office Oostendeadress: slijkensesteenweg 2, 8400 oostendePhone of harbour master: 059 34 07 11fax: 059 34 07 10e-mail: [email protected]: www.portofoostende.be

_(Source:MDK-DABLoodswezenAntwerp:KennisgevingK091062dated12/06/2009and

KennisgevingEZee10/011d.d.13/10/2010/BassVlissingenandGNAGez.Bekendmaking

06/2010dated08/11/2010)

82


› 1/13 SPEciAL SiGNALS AND iNSTRUcTiONS AT FLUSHiNG ROADS


1. PiLOTAGE SERVicE SUSPENDED

When the pilotage service for the Western scheldt estuaries or the

flushing Roads is temporarily suspended, following signals will be

shown using the day- and night lights attached to the mast of the

scc-commandoway flushing.

West post suspended North post suspended for all vessels

one green light one red light

for small vessels

two green lights next two red lights next

to each other to each other

Roads service suspended for all vessels

one red light on top of a green light

for small vessels

one green light on top of a red light

83


2. ANcHORAGE AREAS AND ANcHORAGE POSiTiONS WESTERN ScHELDT

1. following aReas in the Western scheldt and its estuaries can be

used as anchoring area:

• Wielingen-North

This area is bordered by the lines:

- joining the buoys/barrels: W6 – Wn2 – “Trawl”

- joining the buoys/barrels: “Trawl” – Wn4 – Wn6

- joining the buoys/barrels: Wn6 – W8

- joining the buoys: W8 – W6

• Wielingen-South, west of the small port of Nieuwe Sluis


- along the meridian of the extinguished shore light “Kruishoofd”

- joining the buoys: W7 – W9

- joining the buoy W9 and the small port of the “nieuwe sluis”

- joining the Zeeland-flemish coast

• Wielingen-South, east of the small port of Nieuwe Sluis


- joining the buoy W9 and the small port of “nieuwe sluis”

- joining the buoys: W9 – “songa”

- joining the buoy “songa” and the head of the western dam Veer-

haven Breskens

- along the Zeeland-flemish coast

• The Flushing Roads


- joining the tower of the Reformed church in Breskens and the buoy

aRV-VH.

- joining the buoys: “songa” – ss1

84


- joining the buoys/barrels: ss1 – ss3 – ss5

- joining the buoys/barrels: ss5 – aRV3– aRV1 – aRV-VH

• Eastern part of Flushing Roads

This area is in its entirety a part of the flushing Roads area

(see previous point) and is bordered by the lines:

- from the western port light of the outer harbour flushing over the

buoy aRV3 up until the crossing with the buoy line “songa” -ss1

- from the abovementioned crossing to the buoy ss1

- joining the buoys/barrels: ss1 – ss3 – ss5

- joining the buoys/barrels: ss5 – aRV3

• Springergeul


- joining the buoys/barrels: a1 – 17

- joining the buoys/barrels: 17 – 19 – 21

- joining the buoys/barrels: 21– a3

- joining the buoys/barrels: a1 - a3 - a5

• Marlemon


- joining the buoys/barrels: Ma1 – nvB/Ma

- joining the buoys/barrels: nvB/Ma – Ma7 – Ma5

- joining the buoys/barrels: Ma5 – Ma3 – Ma1

2. following PosITIons in the Western scheldt can be used as an-

choring area:

• Within the anchorage area

Wielingen-south, east of the small port of nieuwe sluis

anchoring area Wielingen – south (W.Z.): 51°25’,00 n - 3°33’,00 e

with a radius of 500 metres

85


• in the Everingen

everingen a: 51°24’,11 n - 3°44’,22 e


everingen B: 51°23’,87 n – 3°45’,15 e


everingen c: 51°23’,63 n – 3°45’,83 e


everingen D: 51°23’,38 n – 3°46’,53 e


everingen e: 51°23’,12 n – 3°47’,23 e


• in the Put van Terneuzen

Put van Terneuzen a: 51°20’, 63 n - 3°51’,03 e


Put van Terneuzen B: 51°20’, 77 n - 3°51’,80 e


_(Source:MDK-afdelingScheepvaartbegeleidingandRWSBassVlissingen091/10dated

23/09/2010)

86


87


› 1/14A FAiRWAYS - MAiN FAiRWAYS - SEcONDARY FAiRWAYS - iN THE cONTROL AREA OF THE cOMMON NAUTicAL MANAGEMENT

BaZ2011-23/275iscancelled.

Considering article 10, paragraph 1 of the Police and shipping Regu-

lations applicable to the Belgian territorial sea, coastal harbours and

beaches;

Considering article 2, sub 2, under d and e, of the shipping Regulation

Western scheldt 1990;

Considering article 2, § 2, under c and d, of the shipping Regulation

for the Lower sea scheldt;

The fairways in the control area of the common nautical Manage-

ment are classified in fairways, main fairways and secondary fairways

as follows:

Article 1. Fairways: The parts of the shipping waters marked as fairways by means of

buoyage and beaconing in the area where the Police and shipping

regulations for the Belgian territorial sea, coastal harbours and

beaches apply:

- the Vaargeul 1;

- the scheur;

- the Pas van het Zand;

- the Belgian part of the Wielingen.

Article 2. Main fairways: Main fairways in the sense of article 2, sub 2, under e, of the shipping

Regulation Western scheldt 1990 and of article 2, § 2, under d, of the

shipping Regulation for the Lower sea scheldt are:

88


- the oostgat;

- the sardijngeul;

- the Dutch part of the Wielingen;

- the part of the flushing Roads area marked as prevention area;

- the Honte;

- the Drempel van Borssele;

- the Pas van Terneuzen;

- the Gat van ossenisse;

- the overloop van Hansweert;

- the Zuidergat;

- the Bocht van Walsoorden;

- the overloop van Valkenisse;

- the nauw van Bath;

- the Pas van Rilland;

- The Lower sea scheldt from the Belgian - Dutch border up to the

Upper end of the Rede van antwerpen, with exception of the lock

channels and the Deurganck Dock.

Article 3. Secondary fairways: secondary fairways in the sense of article 2, sub 2, under e, of the

shipping Regulation Western scheldt 1990 and of article 2, § 2, under

d, of the shipping Regulation for the Lower sea scheldt are:

- all other fairways including "complementary routes inland ship-

ping/pleasure shipping' not pertaining to the main fairways men-

tioned in article 2.

Article 4. Buoyage and beaconing changes:Buoyage and beaconing changes of the fairways mentioned in articles

1, 2 and 3 will be announced by means of publication in the an-

nouncements to shipping traffic of the common nautical authority

(Gna).

89


Article 5. Withdrawal of announcement:The announcement of the Western scheldt Government Port Master

dated 6 May, 1996 (Government Gazette 111 of the year 1996) and the

external notice 081/2005 are withdrawn.

Article 6. Date of coming into force:This Regulation comes into force as from 1 october, 2011, and will be

published in the Dutch Government Gazette and the Belgian official

Gazette.

_(Source:BassVlissingen088-2011dated.02/11/2011-GNA:JointAnnouncement08-2011

dated25/10/2011)

› 1/14B ScHELDT AND iTS ESTUARiES OVERSiZED cOMMERciAL VESSELS

BaZ1/14A–2011cancelled

following art. 2 § 1.4 of the Belgian K.B. of 23-09-1992 holding shipping

regulations for the Lower sea scheldt (Bs 17-10-1992), art 3.3 of the

Belgian K.B. of 04-08-1981 holding police- and shipping regulations for

the Belgian territorial sea, the ports and beaches of the Belgian coast

(Bs 01-09-1981) and art 2.1.d of the Dutch Resolution of 15.01.1992

holding shipping regulations for the Western scheldt (stb 1992, 53), art.

16.3° of Decree of 16 June 2006 relating to the escorting of shipping on

maritime access-routes and the organisation of the Maritime Rescue

and coordination centre (B.s. 26-10-2006), art 2 § 1d of the Belgian

KB of 33-0-1992 holding the shipping regulations for the canal Ghent

to Terneuzen, the directives for an oversized commercial vessel have

been determined as follows:

90


1. Waterway Oostgat/Sardijngeul:a draught of 7.5 m and over and/or a length of 170m and over

2. Waterways on which the “Police- and Shipping regulations for the Belgian territorial sea, coastal ports and beaches” apply, with exception of the coastal ports and approaches, Western Scheldt and Lower Sea Scheldt downwards towards the parallel of the Light “Blauwgaren”:a draught of 10m and over and/or a length of 200m and over

3. Waterway Lower Sea Scheldt upwards towards the parallel of the Light “Blauwgaren”:a draught of 8m and over and/or a length of 170m and over

4. Upper Sea Scheldt:a draught of 5m or over and/or a length of 115m (Loa) or over

5. Waterway canal of Ghent to Terneuzen:a draught of 10m or over and/or a length of 180m (Loa) or over

_(Source:MDK-DABLoodswezenandafdelingScheepvaartbegeleiding)

91


› 1/14c WESTERN ScHELDT - REGULA-TiONS FOR VESSELS WiTH A MARGiNAL DRAUGHT OR A LENGTH OF AT LEAST 300 METRES TO AND FROM ANTWERP AND FOR VESSELS TO AND FROM THE KALLO LOcK


i. VESSELS WiTH A MARGiNAL DRAUGHT

i.1. Arriving vessels for the locks on the right bank, Scheldt terminals and Deurganck dock with a draught of at least 120 dm until a draught with a minimum tidal window of 60 minutes

Here the general rules and the special rules 1 up to and including 5

are applicable

i.2. Sailing down vessels with a draught of at least 120 dm until a draught with a minimum tidal window of 60 min-utes


are applicable.

ii. VESSELS WiTH MARGiNAL DiMENSiONS iN LENGTH AND/OR WiDTH

ii.1 Arriving and departing vessels with a length of at least 300 metres up to 340 metres


are applicable.

ii.2 container vessels with a length of at least 340 metres up to 360 metres

To these vessels, the general rules and the special rules 1 up to and

including 16 are applicable.

92


ii.3 container vessels with a length of at least 360 metres or a width of at least 51 metres

To these vessels, the general rules, the special rules 1 up to and

including 16 and additional conditions c.1 & c.2 are applicable.

iii. VESSELS SAiLiNG TO OR FROM THE KALLO LOcK WiTH A DRAUGHT OF AT LEAST 100 dm OF MORE

Here the general rules are applicable.

To the Kallo lock, a maximum allowable vessel length of 275 metres

and a maximum vessel width of 37.65 metres are applicable.

iV. RULES

A) General rules for all marginal vessels (i, ii, and iii )a. Vessels must be equipped with two properly functioning ship

radars and at least two sound, independently from each other

operating, mariphone installations within reach.

b. When the visibility is less than 1,000 metres on the sea passage

and/or 2,000 metres on the river passage, the Gna will decide,

after consultation with the pilot aboard and the acc/VBs pilot,

whether the voyage can be started or should be delayed.

c. for every arriving or departing vessel, a written authorization

must be requested at the Gna at least 6 hours before arrival at

the Wandelaar or steenbank pilot station, or 6 hours before de-

parture from the berth.

d. after conferring with and approval of the Gna, it will be decided

within what tidal window this must take place, and this will be

implemented by the antwerp Port coordination centre (acc).

e. Before the vessel effectively departs from her berth in the port

of antwerp, this will be reported to the Port services by the dock

pilot stating the draught. The draught must be checked for cor-

93


rectness for the benefit of the Gna. Moreover, at the departure

from the scheldt terminals, it will be reported whether the vessel

will need to turn.

f. The pilot’s advice concerning the use of tugboats must be strictly

observed.

g. When issuing an authorization for arrival/departure, a manoeu-

vring speed of 12 knots through the water is assumed. In case a

vessel cannot meet this condition, additional preconditions can be

imposed with regard to arrival or departure.

h. Depending on the hydro-meteo circumstances, circumstances

concerning the vessel, the expected traffic intensity and circum-

stances concerning the fairway, additional limitations can be

imposed by the Gna in consultation with the acc/VBs pilot.

i. additional rules can be issued by or on behalf of the Gna, in con-

sultation with the acc/VBs pilot, for the safeguarding of parties

involved. These rules must be observed immediately.

j. Departure according to plan in two tides is not allowed.

k. The minimum tidal window is 60 minutes.

B) Special rules1. The maximum draught is limited to 155.6 dm when sailing to the

locks on the right bank.

2. The order of arrival is partially determined by the RTa imposed at

the cP, and is finalized for pilotage at the Wandelaar or steenbank

pilot station.

3. The vessel will be treated with priority by the Roads service.

4. The arriving vessel must start her trip at the beginning of her tidal

window. With this is meant that at least 1 (one) hour before the

end of her tidal window, the vessel has departed from the pilot

station.

5. In consultation with the acc pilot and/or the pilots concerned

(aboard) and the Gna, the latest time of arrival at the flushing

Roads will be determined.

94


6. Preferably the vessel should be up front in the lock.

7. Before the imposed tidal window begins, the vessel should be on

course on the river.

8. at departure, the maximum draught is 145 dm. for container

vessels up to 340 metres length, larger draughts will be admitted,

provided:

I. The vessel has a tidal window of at least 60 minutes.

II. The draught of 152 dm is not exceeded.

III. such a vessel must state, for each single authorization, the

current guaranteed manoeuvring speed through the water on the

river passage and on the sea passage.

9. Vessels with a draught between 120 dm and 135 dm will receive,

as soon as possible after the submission of the application, an

indicative tidal window from the Gna.

10. The Gna will take a decision about the tidal window of a departing

vessel with a draught of at least 135 dm, between 12 hours and

6 hours before the departure from the berth. However, on the

request of the vessel, the Gna will already issue indicative tidal

windows earlier.

11. Preferably, the vessel shall start to sail down at the beginning of

her tidal window.

12. a second river pilot is compulsory for vessels with destination to

and departure from the locks.

13. for bulk carriers, tankers and vessels with similar manoeuvring

characteristics, at departure, the maximum draught of these

types of vessels is 140 dm maximum.

14. In case of a wind force greater than 7 Bft. at the north sea and

europe terminal, locks or Deurganck dock, no authorization for

sailing up and down will be granted.

15. on the river passage, two pilots are mandatory, of whom at least

one of the highest category.

16. Instructions concerning encountering vessels:

• On the sea passage: for arriving and departing vessels,

there are no restrictions concerning encountering/crossing.

95


• On the river passage: for arriving and departing vessels,

because of the dimensions of the vessel relative to the

dimensions of the navigation channel, encounters with the

following vessels must be avoided in the Pas van Borssele

and in the nauw van Bath:

- Vessels covered by the rules of the Joint announcement 02-2009

(gas tankers),

- special and supernormal transports,

- oversized vessels.

c) Additional conditions for the sailing up and down of the vessels mentioned to in ii.3

The sailing up and down of the mentioned vessels is subject to the

following additional conditions:

C.1. Summary of the additional conditions

Maximum wind force:

Destination/departure Berendrecht lock:

Both for arriving at and departing from the lock complex:

5 Bft. at the Berendrecht lock

Destination/departure Deurganck dock - North Sea terminal - Eu-

rope terminal:

sailing up: 6 Bft. at the Deurganck dock

sailing down: 7 Bft. at the Deurganck dock

Maximum draught

Destination/departure Berendrecht lock:

sailing up: 155.6 dm

sailing down: 145 dm

a) If the Berendrecht lock is at maintained depth.

b) If the sailing route inside the Berendrecht lock up to the “kotter”

is sufficiently at maintained depth.

96


c) If the vessel sails slower because of a great draught, this element

will be included in the implementation of the conditions of appen-

dix 1, § 4 and § 5.

Destination/departure Deurganck dock:

sailing up: 145 dm

sailing down: 145 dm

a possible increase of the maximum draught will be particularly in-

cluded in the nautical-technical evaluation meant in section VI of this

Joint announcement.

On the passage Flushing Roads – Antwerp, strive for:

- Maintaining a minimum distance of 3 miles between the vessels

larger than 300 metres and the vessel mentioned in this article

upwards of buoy 35 (sailing in the same direction). one must strive

for finalizing the order of sailing up of vessels larger than 300

metres ahead of buoy 35.

- These vessels will be crewed by the Roads service with a separate

Roads boat, and this as early as possible in the Roads area.

- Three hours before the vessel effectively departs from her berth,

this will be reported by the Zandvliet Traffic centre to the Gna.

C.2. Firm agreements to be made with the service providers and parties in the chain operation (see Appendix 1)

97


V. VESSELS WiTH DiFFERENT cHARAcTERiSTicS AND/OR DiMENSiONS, OTHER THAN THE VES-SELS MENTiONED iN i. ii. iii.

for such vessels, the ship owner concerned must submit a applica-

tion in writing not later than two months before the arrival at ant-

werp, accompanied by a ship’s file, at the common nautical authority.

The ship’s file must include the following documents:

- ship’s principal particulars

- ship’s harbour speed table

- Result of crash stop astern Test

- Result of Turning circle Test

- Result of Zig Zag Test

- Result of Lowest Revolution Test Main engine

- Result of Bow Thruster Test

- General arrangement plan

- Mooring arrangement and anchor handling plan

- Table of Lateral wind pressure force

The application in writing, accompanied by the ship's file, must be

sent to the following address:

Gemeenschappelijke nautische autoriteit /

common nautical authority

commandoweg 50, 4381 BH Vlissingen (flushing).

Phone 0031-(0)118 424 760 or 0031-(0)118 424 758,

fax 0031-(0)118 467 700 or 0031-(0)118 418 142

on the basis of the ship’s file, the common nautical authority will, in

consultation with both pilotage services and in coordination with the

Permanent commission, evaluate within 8 weeks whether and under

which conditions authorization will be granted for the arrival and

departure of the type of vessel concerned, for which a written applica-

tion has been submitted.

98


Vi. EVALUATiON

one year after coming into effect, the provisions of this announce-

ment will be evaluated by the nautical-technical guidance commis-

sion.

Vii. cOMiNG iNTO EFFEcT

This announcement comes into effect 2 days after the publication

in the Dutch Government Gazette and the Belgian Bulletin of acts,

orders and Decrees.

The Joint announcement 08-2010 is herewith cancelled.

General remarks• The Gemeenschappelijke nautische autoriteit (common nautical

authority) is abbreviated to Gna.

• Requested Time of arrival is abbreviated to RTa, coordination

point antwerp is abbreviated to cP.

• sailing in the scheldt area by abovementioned vessels is subject

to an authorization for arrival / Departure, issued by the Gna. as

far as the Kallo lock is concerned, this obligation applies with a

draught of 100 dm or more.

• all draughts refer to the greatest/maximum draught, and have

been expressed in decimetres, and they are valid in freshwater on

the river passage. on the sea passage, the density is taken into

account insofar sufficient data are available.

• all vessel lengths have been expressed in metres, and refer to

length overall.

• conditions can be imposed with regard to the number of marginal/

oversized vessels arriving or departing simultaneously per tide by

or on behalf of the Gna, because of safety considerations and/or

with regard to the capacity of a lock or navigation channel and/or

99


the availability of the berth.

• Both for arriving and departing vessels, the tidal windows have

been calculated against the level measuring points on the river

and the sea passage, through the route navigation channel 1, by

means of WesP.

• from the Zandvliet-Berendrecht complex, container vessels can

be sailed at rising tide having a minimum under keel clearance

of 1 m in the lock chamber. To that end, the Berendrecht lock and

Zandvliet lock will be sounded at least four times annually, and the

soundings will be made available in digital form for the benefit of

snMs (scheldt navigator Marginal ships) through enc charts.

• With the exception of vessels sailing from and to the Kallo lock,

the use of a helmsman experienced with the river route is recom-

mended.

APPENDiX 1: FiRM AGREEMENTS TO BE MADE WiTH THE SERVicE PROViDERS AND PAR-TiES iN THE cHAiN OPERATiON

1. - Antwerp Port Service (GHA): - The berth in the port of antwerp is clear at arrival; if not, a waiting

quay must be available immediately.

- When sailing to the docks of the right bank, the Berendrecht lock

must be empty and available as from saeftinghe.

- GHa tugboats: tugboats available and to be deployed on binding

advice of the pilot.

- Before the start of the voyage, a “fall-back position/deviation

facility” is available at the north sea terminal – europe terminal

– Deurganck Dock or inside the docks on the right bank.

- fairway must be at depth as from inside the Berendrecht lock up

to and including the berth in the Delwaide dock.

- The Zandvliet lock and Berendrecht lock will be sounded at least

four times annually, and the soundings will be made available in

100


digital form for the benefit of snMs (scheldt navigator Marginal

ships) through enc charts.

- The locking off of the locks in antwerp will be coordinated in func-

tion of the arrival/departure of the vessels meant in this article.

2. - Tug service on the river passage: For arriving vessels:

- 4 tugboats must initially be available, and be fully deployable on

binding advice of the pilot.

For departing vessels:

- a minimum of 2 tugboats must be used in function of the weather,

wind and current on binding advice of the pilot.

- The river pilots/acc will contact Brabo beforehand concerning the

need for additional towing assistance, if required.

3.a - Pilotage services:- a separate series will be drawn up for these types of vessels, in

function of the series count.

- The sea pilot and the river pilots should be present in time at the

pilot crossing points and at the flushing Roads respectively.

- In any case, both from the Dutch and flemish side, on the river

passage, a pilot will be on board who has taken a training course

for this type of vessel on a simulator recognized by the Gna.

- on the river passage, the ‘fULL snMs’ navigation system will be

used.

- for both arriving and departing vessels, two pilots of the highest

category are compulsory on the river passage for the vessels of

the abovementioned category.

- In consultation with the pilotage services, a joint instruction will

be issued by the Gna concerning the application and implementa-

tion of this Joint announcement.

101


3.b - Brabo pilotage service: - The vessel is piloted by a ‘dedicated pilot’ who has taken a training

course for this type of vessel on a simulator recognized by the

Gna. This pilot should be present on board in time.

4. - Drawing up a firm sailing schedule- calculation of the sailing schedule and the under keel clearance is

carried out using WesP; the data will be saved.

Voyage plan:

- arriving vessels:

The vessel is planned in such a way that, from the beginning of the

high tide until not later than 1 hour after High Tide Prosperpolder,

she will arrive at the coordination point (cP).

- departing vessels:

for planning the departure, the conditions mentioned under the

general rules, special rules 1 up to and including 16 and the ad-

ditional conditions c.1 and c.2 are applicable.

5. - Extended intense traffic guidance

5.1 - VBS Team- at the 4th floor of the Zandvliet lock building, a VBs team will be

set up comprising one traffic controller and one VBs pilot who will

bring in his nautical expertise.

- operational functioning of the VBs team:

- At arrival of the abovementioned container vessels: as from 1

hour before the planned hour for crewing at the pilotage point up

to inside the lock

- At departure of the abovementioned container vessels: one hour

before departure from the berth up to passage of the flushing

Roads.

102


5.2 - Sailing schedule:- The initial sailing schedule will be drawn up well ahead by the

Gna and acc, taking into consideration the traffic planning.

- at the beginning of the VBs watch, the initial sailing schedule will

be checked by the VBs pilot. In case of a deviation > 15 minutes,

this sailing schedule is adjusted by the VBs pilot, and reported as

soon as possible to the Gna and the Traffic centres.

- on board, on the basis of the pilot’s advice, a sailing schedule

will be drawn up by the master, in function of the initial sailing

schedule.

- In case of a deviation > 15 min, the sailing schedule is adjusted

on board, and reported as soon as possible to the Gna through the

Traffic centres.

5.3 - Sailing schedule Instructions Traffic centres:- Before entering the scheldt area, the corresponding sailing

schedule is sent to the Traffic centres concerned by the Gna.

- every Traffic centre has the most recent sailing schedule, and

informs it to shipping traffic in its area in order to avoid undesirable

encounters.

- shipping traffic from the locks Terneuzen & Hansweert will be

paused for a while when passing.

- The Traffic centres should act according to the issued joint in-

structions with regard to the passages of the vessels concerned

by this article.

_(Source:BassVlissingen076/11-JointAnnouncementno.07-2011-dated28/09/2011)

103


› 1/14D WESTERN ScHELDT - ROUTE cOMMERciAL SHiPPiNG BETWEEN HAN-SWEERT EN MARLEMONT - ScHAAR VAN VALKENiSSE - GENERAL SAiLiNG iN-STRUcTiONS


for reasons of safety and environmental protection, commercial

vessels on the traject between Hansweert and Marlemont both

up- and downstream must use the buoyed fairways ‘Zuidergat’ and

‘overloop van Valkenisse’. It is therefore not allowed to navigate the

waterway ‘schaar van Valkenisse’.

_(Source:BassVlissingen023/11-GNA:JointAnnouncement03/2011dated20/04/2011)

› 1/14E WESTERN ScHELDT - OOSTGAT-SARDiJNGEUL - ADJUSTMENT OF SAiLiNG BEHAViOUR


Adjustment of sailing behaviour in the Oostgat / Sardijngeul

It is found that seagoing vessels, sailing at an excessive speed along

the beaches bordering the oostgat/the sardijngeul, can cause such a

wave and/or bank suction, that this results in a dangerous situation

for the bathers on the beaches.

This has been confirmed by research.

Considering section 54 of the shipping Regulations Western scheldt

1990.

Then the following rules are established:

104


ARTicLE 1.1. as a part of the requirement of 'Good Zeemanschap' (Good

seamanship), ships must adjust their speed in the oostgat/the

sardijngeul in such a way, that no dangerous waves and/or bank

suction occurs as a result of which bathers on the beaches can

be drawn into the water and consequently can find themselves in

distress due to the waves;

2. ships must reduce their speed in time so that they pass the

sardijngeul at a safe and adjusted speed;

3. It is forbidden for seagoing vessels with an overall length equal to

or over 80 metres to pass each other in the sardijngeul;

4. seagoing vessels with an overall length equal to or over 80 metres

must avoid that they pass or cross each other in the sardijngeul.

This with observance of section 6, sub 4 of the shipping

Regulations Western scheldt 1990;

5. seagoing vessels must, as long as it is safe and feasible, maintain

a largest distance as possible to the Badstrand (bathing beach) in

front of the Boulevard van Vlissingen;

6. In his decision to sail 'west round' or not, the traffic participant

must include as arguments including among others the relation

between the dimensions of the vessel, the width of the navigation

channel and the available water depth.

_(Source:BassVlissingen058-2011dated11/07/2011-GNBJointAnnouncement06-2011

dated07/07/2011)

105


› 1/15 LOWER AND UPPER SEA ScHELDT - PERMiSSiON TO MOOR BaZ1/15–2011cancelled

It should be noted that the majority of the piers/quays on the Lower/

Upper sea scheldt are privately owned constructions that can only be

moored at with the permission of the owner/license holder. The fol-

lowing is an incomplete list of these constructions:

left bank right bankPhenolchemie 51°17,85n-4°16,87e

Haltermann 51°17,68n-4°17,52e

Bayer 51°16,35n-4°18,25e

Kallo Industries 51°16,30n-4°18,17e

BP chemicals 51°14,67n-4°20,12e

Polysar downstream 51°14,43n-4°20,52e

Polysar upstream 51°14,40n-4°20,67e

quay Hye 51°12,15n-4°21,22e

quay Burcht 51°12,10n-4°20,97e

51°11,90n-4°20,82e city of antwerpen

51°11,83n-4°20,67e castrol

quay Ytong 51°11,65n-4°19,97e

quay Ytong 51°11,72n-4°20,05e

quay argex 51°11,12n-4°19,62e

piers Roegiers 51°10,88n-4°19,55e

51°10,00n-4°19,87e Umicore quay

51°09,02n-4°19,87e Transcor

It should also be noted that moored vessels are only allowed to have a

maximum of one ship moored alongside, and only if the Traffic centre

of Zandvliet has been notified of this.

106


The shipping is informed that it is allowed to moor at the floating dock

Palingplaat (right on the Royers lock), on antwerp left bank, according

to the following rules:

Mooring regulations floating dock Palingplaat:

caRGo VesseLs:

• Mooring prohibited

PassenGeR VesseLs:

• Riverside along the entire length:

o only boarding and disembarking passengers, max. 6 hours

o Maximum allowed mooring width: 15 meter

o spending the night at the mooring place is permitted only if

applying for and obtaining a written authorization from the

Zeeschelde Division

YacHTInG:

• River side:

o only as waiting place before the Kattendijk lock

o Max. 6 hours

• Bank side along the entire length:

o Passers jetty, max. 18 hours

o Maximum allowed mooring width: not wider than shown on

the gangway

If the sign “mooring prohibited” is displayed, the floating dock may

not be used. exceptions to these regulations are only granted by the

Zeeschelde Division 03/224.67.11 or 03/451.30.88.”

_(Source:MDK-afdelingKust-VlaamseHydrografie-dated17/10/2011andWenZ

Scheldtdated18/10/2011)

107


› 1/16A VESSEL TRAFFic SERVicES ScHELDT AREA - MARiPHONE cHANNELS BaZ1/16-2011cancelled

common announcement of the common flemish and Dutch nautical

authority announcement no. 05-2009

Mariphone channels VTS-Scheldt area

The mariphone channels brochure and the brochure concerning the

pilot request procedure belong to the Joint announcement 05-2009

from the common nautical authority.

The brochures can be ordered via [email protected]

or 0032(0)59 255 440/0031 115 6868 05

or can be obtained in digital format via www.vts-scheldt.net

Hereby the following common announcements are cancelled:

common announcement 01/1994

common announcement 01/2005

are also cancelled: the mariphone card, version 15/07/96, and its supple-

ment dated 01/03/05.

108


NOTICES TO MARINERS JANUARY 6th 2011

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104

110

NOTicES TO MARiNERS JANUARY 5th 2012NOTICES TO MARINERS JANUARY 6th 2011

+

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112


Mariphone communication:

1. General principles

• all professional shipping must report to the VTs-sG on the traffic

channels. Recreational shipping with a VHf installation on board

has to be reachable.

• Undiminished the authority of the flemish and the Dutch authori-

ties, in the framework of a smooth and safe operation of shipping

traffic, the final responsibility for navigation aLWaYs remains with

the captain / traffic participant.

• all participants to the VTs-sG must observe the prescribed VHf

procedures.

• The official language is Dutch or english.

• In the operational area of Traffic centre (see brochure), a special

VHf channel – VHf K 81 – is provided for work related conversations

between inland waterway vessels that do not belong on VHf K12. all

inland waterway vessels are requested to apply this correctly.

2. Proper conversation procedures

from the common announcement of the Belgian and Dutch scheldt

directors – announcement no. 03/98:

considering the importance of the application of the philosophy of use

of the mariphone area division of the VTs-sG […], all VTs participants

must strictly observe the procedures. Traffic participants that are

inside the VTs-sG operational area, are implicitly participants to the

VTs-sG, and are therefore obliged to conform themselves to the ap-

plicable legislation and regulations within the VTs-sG, and must act

accordingly.

In order to be able to perform the tasks of a VTs, rules and proce-

dures have been fixed on, based on IMo guidelines, national legisla-

tion and international radio regulations. one of the most important

components of a VTs is communication. This concerns mutual

113


communication between traffic participants and between the traffic

participants communication with a traffic control centre. Good com-

munication is based on call discipline. There is an urgent need for

improvement of the call discipline within the VTs-sG.

In order to reach a proper use of the call discipline, eVeRY participant

to the VTs-sG must observe the following rules:

• it is forbidden to broadcast without using a vessel name, or to use

an incorrect vessel name;

• use the complete name of a traffic centre;

• use the basic wording as stated in the radiotelephony prescrip-

tions;

• any unnecessary conversations must be avoided;

• private conversations are not allowed over VHf channels used

within the VTs-sG;

• make sure there are no ongoing conversations before calling;

• it is forbidden to interrupt conversations, except in case of emer-

gency;

• speak clearly and understandable, in order to avoid having to

repeat messages;

• the VHf channels must only be used for their intended purpose;

• background noise must be avoided at all cost;

• it is forbidden to use indecent and provocative language;

• traffic arrangements are directly made between traffic partici-

pants, without making use of a traffic control centre;

• avoid politeness salutations;

• in case of mandatory reports, only give the prescribed information;

• check in and out only there when prescribed;

• when making traffic arrangements it will be referred to the colour

of the vessel lights;

• Dutch or english is used as an communication language..

114


Reducing the number of conversations

The reduction of the number of conversations will contribute to

reduce the density of traffic on the VHf channels and to promote a

disciplined use of them. currently, too many conversations are held

concerning information that the traffic participant can obtain else-

where. Part of the conversations can be avoided, when the traffic

participant observes the following recommendations:

• prepares the voyage well

• ensures that an updated hydrographic chart is is available on

board, and ready to be consulted

• takes a pilot on board when he is unfamiliar with the region or has

no knowledge of the language,

• has access to recent tidal data

• keeps to the rules

• makes arrangements that are clear for the other traffic participants

and the others involved persons.

• makes clearly his intentions known through clear shipping behaviour

• uses the possibility of obtaining information by means of the

schelde scheepvaartberichten (scheldt shipping Messages)

• makes sure to be well-informed about the traffic situation by

listening out closely

• writes the message well before broadcasting it.

3. Mandatory reports

All professional shipping must report in the VTS area according to the following general guidelines:incoming from sea:

Depending on the direction you are coming from, you will report ½

hour before arrival in the VTs area over the traffic channel of the first

block you call at.

Vessel name, position, draught, destination

115


Departing from a port, a jetty, berthing place or anchorage area

inside the VTS area:

Report yourself in over the traffic channel before participating in the

traffic flow

Vessel name, position, draught, destination, number of cones (for

inland waterway shipping)

When passing an area limit:

always check yourself in in the next area over the traffic channel.

checking out is not required.

Vessel name, position, planned route (where different routes can be

taken)

consult the brochure for detailed information about area limits, traf-

fic channels, additional report and points of attention. In the coastal

area, the limit of the area ‘Wandelaar approach’ was moved as

mentioned in the annoucement 05-2009. The external limits remain

unchanged.

4. concepts

• Participant to the VTs-sG:

• anyone actively involved in the evolution of the shipping traffic

within the VTs-sG.

• Traffic participant:

• a participant who actually controls a vessel’s navigation.

• Traffic arrangements

• These are arrangements between traffic participants in order to

prevent unclear situations and/or to deviate from the shipping

rules for the good seamanship.

• Traffic information

• Information provided by a person with the proper authorization to

one or more traffic participants concerning the shipping traffic in

general or separate ships traffic in a shipping lane or a part of it.

• Traffic directions

116


• an order given by a person with the proper authorization to one or

more traffic participants to achieve a particular result in the traffic

behaviour or an imposed order of a particular result in the traffic

behaviour (netherlands).

• Temporary directions and orders

• In special cases directions and orders can be imposed by the

competent flemish and/or Belgian authorities in special cases in

order to ensure a smooth and safe shipping traffic (Belgium).

• Pilot advice in case of remote pilotage

• Pilot advice to a captain/traffic participant in as far as the pilot

cannot exercise his function aboard the vessel that is to be piloted.

These advices can be given from another vessel or from ashore.

• Mandatory report

• These are reports to be made at fixed points or times by traffic

participants for the need of the shipping traffic and the traffic

centres.

• Port information

• Information about berths, lock planning, support from third parties

(tugboats, etc.).

5. channels (for the limits of the VHf operational areas and the VHf channels to

be used, refer to illustrations)

In function of their use, the VHf channels are classified as follows:

5.1. Traffic channels (reachability reqquirement)

• Traffic arrangement vessel/vessel

• General traffic information

• remote pilotage

• mandatory reports

5.2. Radar channels

• navigation assistance (radar information)

• Port information when no harbour information channel is available

117


5.3. Port operations channel (Zandvliet)

• Port information both on the vessel’s request as well as on the

traffic centre’s initiative

• lock information

5.4. inland waterway shipping Terminal channel (Zandvliet)

• Is not monitored by the traffic centre.

• non-nautical operational information between inland waterway

vessels

6. Shipping notices

The traffic centres will broadcast a shipping message on the traffic

channel at fixed time with 1 hour intervals. In addition to this mes-

sage, so-called extra shipping messages will be broadcasted when

necessary for the safety.

Times at which the shipping notice is broadcasted:

Traffic centre channel Time

Zeebrugge 69 H + 10min DutchZeebrugge 4 H + 15min english

flushing 14, 21 H + 50min first via 14, next via 21 in english

Terneuzen 11 H + 0minZandvliet 12 H + 30min

118


7. call procedures on the Ghent –Terneuzen canal for arriving vessels

• communication with Terneuzen port service

You don’t longer need to state your draught anymore. This is known

everywhere through the central Broker system.

You may conclude your ‘sluiskil bridge’ position announcement with

‘out’ (instead of ‘over’); this position announcement is intended par-

ticularly for other waterway users. Do noT expect any response from

Terneuzen port service.You no longer need to report out to Terneuzen

port service at sas van Ghent bridge. no report out is made to the

previous block-section within the VTs-sG.

• communication with Zelzate Lookout (UKZ) and Ghent harbour-

masters’ office

If the pilot/captain wishes to obtain information regarding his berthing

place, he MaY call the Ghent harbour-masters’ office on VHf channel 5,

when staying at the Terneuzen lock complex.

Zelzate Lookout will call even the pilot/captain if an eTa at Zelzate is

needed.

Going upstream, the pilot/captain reports only to UKZ when passing

the bridge of sas van Ghent: bridge situation, other useful information

about the waterway and shipping movements (particularly oversized

vessels going downstream)

after passing through Zelzate bridge, the pilot/captain reports to the

Ghent port service. The Ghent port service provides birthing and port

information. for additional berthing information not concerning the

other waterway users, it will be switched over to another VHf channel.

once past sifferdok, the pilot/captain reports to Ghent port service.

This position report is intended mainly for shipping coming out of the

Ringvaart.

When mooring at the berthing place, the vessel reports to Ghent port

service and UKZ.

Ghent port service will answer first, then UKZ. If UKZ fails to acknow-

ledge receipt (bridge turning?) the pilot/captain will call again.

119


For departing vessels

- communication with Ghent port service and UKZ

Prior to departure, the pilot/captain reports to Ghent port service

and UKZ: - ready to leave berthing place (+ turn manoeuvre or not) –

draught – destination (the port service will wish to know the destina-

tion port, the VTs, the chosen sea passage W or n) – if applicable: the

name and the number of the certificate holder for the sea passage

(this is checked before the departure of the vessel)

Ghent port service will answer first, then UKZ. Ghent port service will

provide information about the waterway and shipping movements;

this information may be completed by UKZ. If UKZ fails to acknow-

ledge receipt (bridge being turning?), the pilot may report his draught

and sea passage with the next report. If this is not done, UKZ will ask

for those details.

When entering the VTs-sG area, the pilot/captain reports to UKZ:

- the position - the eTa-ZZ UKZ provides info, if required.

The pilot/captain reports to UKZ at sidmar south. UKZ provides bridge

information.

Don’t report anymore to UKZ when passing Zelzate bridge; within the

VTs-sG you don’t report anymore at the previous block-section.

- communication with Terneuzen port service

The pilot/captain reports to Terneuzen port service at Zelzate bridge.

Terneuzen port service will provide available informatoin about locks.

You can finish your ‘sas van Ghent bridge’ message with ‘out’ (instead

of ‘over’). This position report is intended mainly for other waterway

users. Do noT expect any response from Terneuzen port service.

The pilot/captain reports to Terneuzen port service at Driekwart.

Terneuzen port service will provide the necessary lock information.

The pilot/captain reports to Terneuzen port service at sluiskil bridge.

Terneuzen port service will provide the necessary lock information.

120


Report inland waterway shipping

In addition to the VHf radio communication Ghent port service on

channels VHf 5 and VHf 11, inland waterway vessels must report

their movements from and to commercial berthing places on over

VHf 78.

General: All relevant information is immediately announced by the

land stations to shipping and vice versa, also across the border.

8. Procedure in case of severe weather warnings

Within his competence as common nautical authority, the Gna may

act preventively in case of a severe weather warning issued by a

recognised meteorological office.

Gna will timely take contact in good time with the harbourmasters’

services of the concerned ports in the scheldt area. During this con-

tact, arrangements will be made concerning:

• trips currently taking place on the river

• the time for the measures will come into effect

following the chain operation, the harbourmasters’ services will get

in contact with Gna from the agreed starting time, for each vessel

leaving the harbour and for all arriving ships. after consultation with

the duty chief pilots at the scheldt coordination centre and with the

coordination of the ports, Gna will determine the most appropriate

measures regarding the safety.

Possible measures can be:

• selective or general suspension on arrivals and departures

• selective or total immobilizaton per port area

• additional assistance for laid-up ships

Gna will call off the measures taken as early as possible following

the withdrawal of the severe weather warning and/or review of the

hydro-meteorological situation.

121


9. Scheldt – Obligation for inland waterway vesselsto report berthing place

as from 1 april, 2008, all inland waterway vessels that occupy or leave

a commercial mooring or sail in or out a tidal dock along the River

scheldt downstream from the Royers lock: - at container terminals

in the Deurganck dock, the europe and north sea terminal - in the

Deurganck dock (even without mooring) – at all commercial landings

along the River scheldt downstream from the Royers lock have the

obligation each time to report to the ‘schelde noord Reporting Point’

via VHf 60.

for the berthing places above the Royers lock: scheldt berthing places

and Petroleumpier south, the reporting station remains VHf 22 –

Royers lock. for the berthing or waiting places at the lock entrances,

the respective locks remain the reporting station via their respective

VHf channel. Inland shipping is reminded that a permission must be

first granted by the lock to sail into or to moor in a lock channel.

_(Source:MDK-afdelingScheepvaartbegeleiding:VTS-SGdated14/09/2011andJoint

InstructionVTS-SG,announcement05-2009dated01/07/2009)

122


› 1/16B BELGiAN SHiPPiNG WATERS AND WESTERN ScHELDT - OFFiciAL LAN-GUAGES iN THE cONTROL AREA OF THE cOMMON NAUTicAL AUTHORiTY (GNA)

BaZ14/197-2011and15/203-2011arecancelled.

A. GENERAL_(Source:GNA-JointAnnouncement04-2011dated22/06/2011)

In the control area of the common nautical authority, dangerous

situations occur regularly due to communication problems between

vessels or between vessels and traffic control.

These communication problems can usually be attributed to the fact

that the crew of the vessels does not or insufficiently master the

Dutch or english language.

The safety and the fluidity of the shipping traffic as well as the safety

of the surroundings require taking measures aimed at observing the

use of the Dutch or english language in mariphone communication.

Considering that already since the scheldt Radar chain (schelde Radar

Keten) was taken into service in 1991, the Dutch or english language

are the official languages to be used in mariphone communication;

that nevertheless daily practice asks for a reconfirmation of the offi-

cial languages to be used in mariphone communication in the control

area of the common nautical authority;

considering sections 51 and 54 of the Dutch shipping Regulations

Western scheldt 1990 and section 53 of the Dutch shipping Regula-

tions for the canal from Ghent to Terneuzen, as well as considering

section 47 of the Belgian shipping Regulations for the Lower sea

scheldt, considering section 52 of the Belgian shipping Regulations

123


for the canal from Ghent to Terneuzen and section 53, par. 1, sub 8°

of the flemish decree concerning the control of shipping traffic on

the maritime access and the organization of the Maritime Rescue and

coordination centre;

then the following rules are established:

ARTicLE 1. OFFiciAL LANGUAGES

In the control area of the common nautical authority (comprising the

sea approaches routes, the Western scheldt, the Lower sea scheldt

and the canal from Ghent to Terneuzen), the official languages to be

used in mariphone communication are Dutch or english.

ARTicLE 2. cOMiNG iNTO EFFEcT

These rules come into effect as from the 20th of July, 2011.

non-observance of the obligations with regard to the use of the of-

ficial language results in a penal offence, and will be liable to penal

prosecution as from the 1st of January, 2012.

However, in cases in which the crew of inland waterway vessels does

not or insufficiently know Dutch or english, and that this results

in dangerous situations, the vessel concerned will immediately be

halted. The vessel will only be allowed to continue its voyage when

there is someone aboard who speaks one of the official languages.

B. BiNNENVAARTPASSAGiERSScHEPEN, BiJKO-MENDE VOORScHRiFTEN iNZAKE KENNiS VOER-TALEN (Source:GNA-JointAnnouncement05-2011dated22/06/2011)

Considering that in the control area of the common nautical authority

the official language to be used in mariphone communication is Dutch

or english;

124


Considering that for a safe voyage of inner waterway passenger vessels

it is required that the captain or skipper on board has a satisfactory

level of knowledge of the Dutch or english language;

Considering that recently a number of dangerous traffic situations

have occurred due to the captain or skipper of an inland passenger

vessel having an insufficient level of knowledge of the english or

Dutch language;

Considering that therefore it must expressly be pointed out to in-

land passenger vessels that the captain or skipper on board must

understand and speak a sufficient level of english or Dutch;

considering sections 51 and 54 of the Dutch shipping Regula-

tions Western scheldt 1990 and section 53 of the Dutch shipping

Regulations for the canal from Ghent to Terneuzen, as well as

considering section 47 of the Belgian shipping Regulations for the

Lower sea scheldt, and considering section 52 of the Belgian ship-

ping Regulations for the canal from Ghent to Terneuzen;

Then, supplementary to the Joint announcement 04-2009 dated 25

May, 2009 'Supplementary rules aimed at increasing the safety of inland

passenger vessels and their persons on board', the following additional

rules are established:

ARTicLE 1. KNOWLEDGE OF OFFiciAL LANGUAGES

The captain or master of an inland passenger vessel must understand

and speak a sufficient level of Dutch or english so that within the control

area of the common nautical authority a fluent communication is

ensured between on the one hand an inland vessel and on the other

hand the traffic control centres and the other shipping traffic.

In case the traffic control centres establish that a captain or master

of inland passenger vessel does not have a sufficient level of know-

ledge of Dutch or english, the vessel will be imposed a sailing ban by

means of a traffic instruction

125



The supplementary rules come into effect on 15 July, 2011, and are

published in the Dutch Government Gazette and in the Belgian state

Gazette

› 1/16c cANAL FROM GHENT TO TERNEUZEN - cHAiN OPERATiON - LOcKiNG OF SHiPS iN THE WESTERN LOcK TERNEUZEN


for a safe and smooth circulation of ships which can only use the

Western Lock Terneuzen, and in order to prevent or limit damages by

this shipping traffic to the works, it is necessary to lay down specific

rules;

By decision dated 20 september, 2010, the Dutch shipping regulations

for the Ghent - Terneuzen canal have been changed (Government

Gazette of the Kingdom of the netherlands 2010, 748);

considering section 8 of the Treaty between the Kingdom of the

netherlands and the flemish Region with regard to the common

nautical management in the scheldt area;

considering the work agreements chain operation Ghent - Terneuzen

canal, signed on 11 May, 2010;

considering article 39, section 1, 2, 4, 5, part b and 12 and article 53 of

the shipping regulations for the Ghent - Terneuzen canal:

Then the following rules are established:

126


ARTicLE 1.

1. By ranking time is meant: the expected time of arrival at the lock.

2. ships are locked in the order of their ranking time at the lock of

Terneuzen.

3. The ranking time at the lock is calculated using a prediction model

accepted by the common nautical authority on the basis of the

departure time berth or pilot order time for sea-going vessels, and

for ships without pilot on the basis of the eTa at the pilotage point.

4. The ranking time at the lock for inland waterway vessels must be

reported by the captain to the Traffic centre Terneuzen through

VHf channel 69 or through telephone number 0115-682454.

5. The estimated locking time is determined between 12 hours and 6

hours before arrival at the lock.

6. 6 hours before arrival at the lock, the locking time becomes final.

7. In case a ship cannot meet the locking time - i.e. suffers a delay

of more than 20 minutes - this should be announced to the Traffic

centre Terneuzen as soon as possible. The ship will be allocated a

new locking time.

8. Delays of one ship may not result in delays of another ship within

the next 6 hours.

9. In case of blockings of an object, the lock planning for all ships is

deferred - if necessary.

ARTicLE 2.

These rules come into effect as from the 1st of March, 2011.

_(Source:BassVlissingen10/2011-JointAnnouncement02-2011-dated22/02/2011)

127


› 1/17 WESTERN ScHELDT - SPEciAL AND EXTRAORDiNARY TRANSPORTS BaZ1/17-2011,14/198-2011and04/068-2011arecancelled.

ARTicLE 1

By special transport is meant: a floating object which is in such a

state that there is a serious risk that when sailing it will endanger the

safety of shipping traffic or will cause damages to the works, either

will sink or will lose cargo.

By extraordinary transport is meant: a transport unit of which the

length, the width, the height above the water, the draught, the ma-

noeuvrability and the speed are not compatible with the characteris-

tics and dimensions of the fairway and/or the engineering structures

to be passed.

By competent authority is meant: the common nautical authority as

meant in article 6 of the GnB Treaty, comprising the official Dutch

Port Master of Western scheldt and the flemish administrator-

General of the agency for Maritime and coastal services.

ARTicLE 2

special and extraordinary transports are only allowed to sail with

permission of the competent authority.

ARTicLE 3

1. in addition to the allowance referred in Article 2 and depending

on the type of transport, the following rules are applicable:

128


A. AREA SEAWARD FROM THE PREVENTiON AREA

Lengthoftowed Min.number Min.number Detailsobject of tugboats of pilots < 80 mtr Loa 1 1 May sail without a pilot when it concerns a tugboat that is suited to act as a port tugboat, with a captain who has knowledge of the local area, and no other tugboats are prescribed. The transport must be able to sail through the water at a minimum speed of 6 km/h.

> 80 metres Loa 1 1 The tugboat must be via Wielingen/scheur suited to act as a port tugboat. The transport must be able to sail through the water at a minimum speed of 6 km/h.

> 80 mtr Loa via 2 1 Tugboats must be suited oostgat at Westkapelle to act as a port tugboat. The transport must be able to sail through the water at a minimum speed of 6 km/h.

> 125 mtr Loa 2 1 Tugboats must be suited to act as a port tugboat. If necessary, a sea tugboat can be used here when it is sufficiently suited.

129


B. PREVENTiON AREA AND RiVER AREA

Lengthoftowed Min.number Min.number Detailsobject of tugboats of pilots < 80 mtr Loa 1 1 May sail without a pilot when it concerns a tugboat that is suited to act as a port tugboat, with a captain who has knowledge of the local area, and no other tugboats are prescribed. The transport must be able to sail through the water at a minimum speed of 6 km/h.

> 80 mtr Loa 2 1 Tugboats must be suited to act as a port tugboat.


c. cANAL GHENT - TERNEUZEN

1. General regulations

Lengthoftowed Min.number Min.number Detailsobject of tugboats of pilots < 80 mtr Loa 2 1 May sail without a pilot when it concerns tugboats that are suited to act as port tugboats, with captains who have knowledge of the local area. The transport must be able to sail through the water at a minimum speed of 6 km/h.



130


2. Sea-going vessels mooring, departing and/or manoeuvring at

Yara (Sluiskil)

_(Source:BassVlissingen042/10dated25/05/2010)

for sea-going vessel mooring, departing and/or manoeuvring at YaRa

(sluiskil), the following prescriptions are applicable:

a. for vessels having an overall length up to 190 m and a draught of

less than 9.00m there are no extra prescriptions.

B. Vessels > 190 m are not allowed to manoeuvre when an IMo 2 gas

tanker is moored at Yara alpha.

c. Vessels having at departure an expected draught of > 10.00 m

must carry out the turn manoeuvre at arrival. The maximum

draught at Yara must be 10,67 m.

D. The maximum vessel length for making a turn manoeuvre is:

a. 205 metres with a draught between 9.50 m and 10.00 m

b. 210 metres with a draught between 9.00 m and 9.50 m

c. 225 metres with a draught less than 9.00 m

from this length, the width of any vessel moored at Yara alpha has to

be deducted.

e. Use of tugboats:

a. conventional vessels > 190 m must use minimum two (2) tug-

boats at arrival.

b. ”Lakers” and other vessels with a good functioning bow and

stern propeller will make out with sufficient towage assistance.

c. IMo-2 vessels must use at least one tugboat at arrival.

d. IMo-2 vessels < 130 meter may sail away without tugboat as-

sistance provided they are moored on starboard.

e. Towing equipment of the tugboats must be used.

131


f. When a vessel must manoeuvre during loading, than act:

a. With regard to length and draught according to sub D.

b. With regard to use of tugboats according to sub e.

G. If a vessel is loading ammonia at the YaRa sluiskil quay located at

the beginning of Zijkanaal c, then :

a. Terneuzen traffic centre will announce this to the shipping via

VHf ch11.

b. for the safety, sailing vessels must adjust their speed as much

as necessary and / or possible in the matter of safety.

further information can be obtained at the Terneuzen traffic centre

via VHf channel 11 or via telephone number 0115-682401.

3. RTA’s (Requested Time Of Arrival) tide-dependent vessels with

destination the port of Ghent

_(Source:DABLoodswezen-Announcement:IA11/056dated29/06/2011)

1. Vessels with a draught of less than 9.10 m (freshwater) can sail up

at all times.

2. 'Tide-dependent vessels' with a draught of between 9.10 m and

11.49 m (freshwater) sail up according to the instructions of the

Terneuzen Port service:

a) Not earlier than: RTa flushing = ‘Lock in as from ...: … h’

(mentioned in the LIs) – 1:30 h

b) Not later than: LTa (Latest Time of arrival / ultimate pas-

sage flushing) = ‘Ultimate time at the Westbuitenhaven …

h’ (mentioned in the LIs) – 2 h 30 minutes

in case the ETA Flushing falls in-between, the vessel continues

its voyage.

132


3. ‘Tidal super’ ’ vessels with a draught as from 11.5 m (freshwater)

obtain an RTa flushing of:

a) In case of 1 (one) tidal super vessel

i. 1 hour before HW flushing - in exceptional circumstances

(missed tide and specific tidal pattern), the single tidal super

can sail up 4 hours before HW flushing after consultation

with the competent pilots

b) In case of 2 tidal super vessels

i. The first vessel of the tide 4 hours before HW flushing

ii. The second vessel of the tide 1 hour before HW flushing

c) In case of 3 tidal super vessels

i. The first vessel of the tide 4 hours before HW flushing

ii. The second vessel of the tide 3 hours before HW flushing

iii. The third vessel of the tide 1 hour before HW flushing

4. Tidal super vessels with destination Put van Terneuzen:

RTa flushing = time of HW flushing

5. Tidal super vessels with destination everingen anchorage area:

RTa flushing = 1/2 hour after HW flushing

see also important observation below.

important observation:

among others, the following points can cause a deviation in the tidal

windows:

• exceptional rise or drop of the tide

• The vessel does not reach the prescribed manoeuvring speed

at full force of at least 12 knots.

• special weather conditions (bad sight, etc.)

133


In consultation with the master and on the basis of the manoeuvring

characteristics of the vessel, the pilot can always modify the advice.

for drawing up a reliable pilot advice, the stating of a true and correct

Pilot card (mentioning correct, true and complete vessel data), that

can be incorporated in the LIs database, is of vital importance.

The stated tidal windows are and remain a non-binding guideline

which can always be adjusted on the basis of experience and after

evaluation.

4. Allowed dimensions and draughts for sea-going vessels on the

canal from Ghent to Terneuzen

_(Bron:BassVlissingen007/11-GezamenlijkeBekendmaking01-2011-d.d.09/02/2011)

During several test periods the admissible dimensions and draughts

for sea-going vessels on the Ghent - Terneuzen canal have been

increased, and these test periods have been successful;

By decision dated 20 september 2010, the Dutch shipping regulations

for the Ghent - Terneuzen canal have been changed (Government

Gazette of the Kingdom of the netherlands 2010, 748);

In order to ensure the importance of the safety of the shipping traffic

as well as the importance of the maintenance of the works, it is es-

sential to establish the necessary rules;

considering article 38, paragraph 2, and article 53, paragraph 2 of the

Dutch shipping Regulations for the Ghent - Terneuzen canal, and con-

sidering article 52, paragraph 2, of the Belgian shipping Regulations

for the Ghent - Terneuzen canal;

then the following rules are established:

134


cHAPTER i - SEA-GOiNG VESSELS WiTH A WiDTH UP TO AND

iNcLUDiNG A MAXiMUM OF 34 METRES AND A LENGTH UP TO AND

iNcLUDiNG A MAXiMUM OF 265 METRES

ARTicLE 1. SEA-GOiNG VESSELS SAiLiNG UP THE cANAL

1. In addition to article 38, paragraph one, article 38, paragraph one

respectively, of the Dutch and the Belgian shipping Regulations for

the Ghent - Terneuzen canal respectively, sea-going vessels with a

draught from 12.25 metres up to and including a maximum of 12.50

metres and with a keel clearance of at least 1 metre are allowed to

sail up the canal, with both the draught and the keel clearance being

valid in a situation of fresh water and with the vessel stationary, if:

a. voorafgaand aan de opvaart de diepgang van het schip wordt

gemeten door een daartoe erkend en gecertificeerd bedrijf

waarbij de meting wordt uitgevoerd in de Put van Terneuzen of

ten laatste in de Westbuitenhaven van het sluizencomplex te

Terneuzen;

b. a qualified helmsman is used;

c. tugboats are used according to the stipulations laid down in

article 3.

ARTicLE 2. SEA-GOiNG VESSELS SAiLiNG DOWN THE cANAL

1. In addition to article 38, paragraph one, article 38, paragraph one



draught from 12.25 metres up to and including a maximum of 12.30

metres are allowed to sail down the canal, with the draught being

valid in a situation of fresh water and with the vessel stationary, if:

a. prior to the vessel sailing down the canal, the draught of the

vessel is measured at the place of departure by an authorized

and certified company;

b. a qualified helmsman is used;

c. tugboats are used according to the stipulations laid down in

article 3..

135


ARTicLE 3. USE OF TUGBOATS

1. Depending on the length and the draught of the sea-going vessel,

tugboats shall be used as follows:

Lengthoverall Draught Numberoftugboats (inmetres) (inmetres) Fore Aft≥ 180 en < 210 ≤12,30 adequate tugboat assistance

≥ 210 en < 245 > 12,30 en ≤ 12,50 2 x ≥ 25 tonf 1 x ≥ 39 tonf

≥ 245 en ≤ 265 > 12,30 en ≤ 12,50 2 x ≥ 30 tonf 1 x ≥ 39 tonf

2. In deviation of the first paragraph, if the circumstances and the

manoeuvring characteristics of the vessel allow to do so safely,

it can be decided in consultation between the traffic service at

Terneuzen and the pilot of the vessel to deploy only one fore tug-

boat having at least the pulling force mentioned in the table.

cHAPTER ii - SEA-GOiNG VESSELS WiTH A WiDTH FROM 34 METRES

UP TO AND iNcLUDiNG A MAXiMUM OF 37 METRES AND A LENGTH

UP TO AND iNcLUDiNG A MAXiMUM OF 230 METRES

ARTicLE 4. SEA-GOiNG VESSELS SAiLiNG UP THE cANAL

In addition to article 38, paragraph one, article 38, paragraph one



length overall up to and including a maximum of 230 metres and with

a width from 34 metres up to and including a maximum of 37 metres

and with a draught up to and including a maximum of 12.50 metres

and with a keel clearance of at least 1 metre are allowed to sail up the

canal, with both the draught and the keel clearance being valid in a

situation of fresh water and with the vessel stationary, if:

a. the draught of the vessel exceeds 12.25 metres, the draught is

measured by an authorized and certified company prior to the ves-

sel sailing up the canal, the measurement being carried out in the

Put van Terneuzen or at the latest in the Western outer Harbour of

136


the Terneuzen lock complex;

b. two qualified pilots are used;

c. a qualified helmsman is used;

d. tugboats are used according to the stipulations laid down in article

9 and article 10.

ARTicLE 5. SEA-GOiNG VESSELS SAiLiNG DOWN THE cANAL

In addition to article 38, paragraph one, article 38, paragraph one



length overall up to and including a maximum of 230 metres and with

a width from 34 metres up to and including a maximum of 37 metres

and with a draught up to and including a maximum of 12.30 metres

are allowed to sail down the canal, with the draught being valid in a

situation of fresh water and with the vessel stationary, if:

a. the draught of the vessel exceeds 12.25 metres, prior to sailing

down, the draught is measured at the place of departure by an

authorized and certified company;

b. two qualified pilots are used;

c. a qualified helmsman is used;

d. an empty vessel uses its maximum ballast capacities;

e. tugboats are used according to the stipulations laid down in article

9 and article 10.

ARTicLE 6. PASSiNG AT THE LOcK

When a vessel approaches, enters and leaves the lock, a lock ap-

proach system approved by the Dutch Port Master Western scheldt

must be active.

ARTicLE 7. ViSiBiLiTY

When a vessel sails up or down the canal, horizontal visibility around

the vessel should be at least 1,000 metres.

137


ARTicLE 8. WiND FORcE

1. a loaded vessel is only allowed to sail up or down the canal it the

wind force does not exceed 6 Beaufort.

2. a ballasted vessel is only allowed to sail up or down the canal it

the wind force does not exceed 5 Beaufort.

3. The wind force (based on the average wind force during 10

minutes) and the wind direction are measured at the Western

Lock in Terneuzen.

ARTicLE 9. USE OF TUGBOATS FOR PASSiNG THE LOcK

Depending on the wind force and the sailing speed / manoeuvring

speed at dead slow, the tugboats shall be used with the specified tow-

ing force in ton-force (Bollard Pull), and which are, especially at the

aft, of the 'Z-peller' type or similar, as follows:

Wind Numberoftugsrequiredtoassist a loaded vessel sailing up

the canal

Numberoftugsrequiredtoas-sist a ballasted vessel sailing

down the canal

Sailing speed< 5 knots

at dead slow

Sailing speed≥ 5 knots

at dead slow


at dead slow


at dead slow

≥ 0 Bft.

≤ 5 Bft.

Fore: 1 x ≥ 30 tonf Middle: 2 x ≥ 30 tonf Aft: 1 x ≥ 39 tonf

Fore: 1 x ≥ 30 tonf Middle: 2x ≥ 30 tonf Aft: 1 x ≥ 60 tonf of: 2 x ≥ 30 tonf

Fore: 1 x ≥ 30 tonf Middle: 2 x ≥ 30 tonf Aft: 1 x ≥ 39 tonf


> 5 Bft.

≤ 6 Bft.

Fore: 1 x ≥ 30 tonf Middle: 2 x ≥ 30 tonf Aft: 1 x ≥ 60 tonf of: 2 x ≥ 30 tonf


Sailing not allowed

Sailing not allowed

> 6 Bft. Sailing not allowed

Sailing not allowed

Sailing not allowed

Sailing not allowed

138


ARTicLE 10. USE OF TUGBOATS FOR NAViGATiON ON THE cANAL

AND iN THE WESTERN OUTER HARBOUR

1. 1Depending on the wind force and the sailing speed / manoeuvring

speed at dead slow, the tugboats shall be used with the specified

towing force in ton-force (Bollard Pull), and which are, especially

at the aft, of the 'Z-peller' type or similar, as follows:

Wind Numberoftugsrequiredtoassist a loaded vessel sailing up

the canal

Numberoftugsrequiredtoas-sist a ballasted vessel sailing

down the canal


at dead slow


at dead slow


at dead slow


at dead slow

≥ 0 Bft.

≤ 5 Bft.

Fore: 2 x ≥ 30 tonf Aft: 1 x ≥ 39 tonf

Fore: 2 x ≥ 30 tonf Aft: 1 x ≥ 60 tonf of: 2 x ≥ 30 tonf

Fore: 2 x ≥ 30 tonf Aft: 1 x ≥ 39 tonf


> 5 Bft.

≤ 6 Bft.



Sailing not allowed

Sailing not allowed

> 6 Bft. Sailing not allowed

Sailing not allowed

Sailing not allowed

Sailing not allowed




Terneuzen and the pilots of a vessel sailing up to deploy only one

fore tugboat, when sailing in the outside fore Harbour / sailing

into the Western Lock, having at least the pulling force mentioned

in the table and under the simultaneous condition that sufficient

tugboats with at least the towing force mentioned in the table will

be deployed in the middle.

139





Terneuzen and the pilots of a vessel sailing down to cast off the

fore tugboat(s) until after having left the Western Lock however

still in the outer fore Harbour.

cHAPTER iii - FiNAL cLAUSE


These regulations come into effect as from the 1st of March, 2011.

D. TiME OF DEPARTURE FROM ONE OF THE ScHELDT PORTS

When departing from one of the scheldt ports, a special or extraor-

dinary transport announces itself at least 1 hour before departure

to the competent authorities through the traffic centre of that area.

In case the circumstances require so, the competent authority can

impose deviating schedules.

E. ViSiBiLiTY LiMiTATiONS WiTHiN THE MENTiONED AREAS

In the event of a visibility of less than 1,000 metres, the fairways

inwards the oG buoy and upwards flushing Roads may not be sailed.

When during the voyage the transport encounters bad visibility, ad

hoc measures can be taken by the competent authority.

F. SHORE-BASED PiLOTAGE

special and extraordinary transports are excluded from remote pilotage.

140


2. Depending on the circumstances or technical possibilities, the

competent authority can subject the permission to special and com-

plementary rules or deviate from the rules as mentioned in the first

sub-section.

ARTicLE 4

The request for permission, as mentioned in article 2, must be done

using the checklist Transport as included in the appendix to this an-

nouncement. at least 72 hours before arriving at the control area of

the common nautical authority, the request must be sent to:

Gemeenschappelijke nautische autoriteit

commandoweg 50

4381 BH Vlissingen

phone: 0031-118-424760

fax: 0031 -118-467700


ARTicLE 5

Herewith the common announcements 01/99, 07/2004 and 08/2004

are cancelled.

ARTicLE 6

These rules take effect on 15 May, 2010, and will be published in the

Dutch Government Gazette and the Belgian official Gazette.

141


1

Bijlage bij GB 02-2010

Checklist Transport

Gemeenschappelijke

Nautische Autoriteit

Van: Aan: Gemeenschappelijke Nautische Autoriteit Telnr: Faxnr: Datum: Tijd:

BIJZONDERHEDEN M.B.T. HET OBJECT Naam OBJECT: G.T.: mt. Hoogte: m. Lengte: m. Ankermogelijkheden: Breedte: m. Lading: Diepgang V / A: dm. Aantal opvarenden:

INFORMATIE BETREFFENDE HET TRANSPORT

ETA / ETD MELDING

Datum: Vertrekhaven: ETA/ETD: Bestemmingshaven: Zeetraject: Wandelaar/Steenbank Ligplaats:

INFORMATIE M.B.T. DE SLEEPBOTEN

1 2 3 4

Naam: G.T.: mt. mt. mt. mt. Lengte: m. m. m. m. Breedte: m. m. m. m. Nationaliteit Roepletters: Diepgang: dm. dm. dm. dm. Bollard pull: ton ton ton ton Soort/type:

142


2

Bijlage bij GB 02-2010 Toelichting bij Checklist Transport

1-Kop van het bericht 1 - Van: Naam van de aanvrager invullen. 2- Telnr. en Fax.: Telefoonnummer en faxnummer van de aanvrager invullen. 3- Datum en tijd: Datum en tijd van verzending.

2-Bijzonderheden m.b.t. het object

1- Naam object:

2- G.T.: 3- Lengte: 4- Breedte: 5- Diepgang V/A:

6- Hoogte: 7- Ankermogelijkheden: 8- Lading :

9- Aantal opvarenden:

Naam van het object indien geen naam dan bij "informatie betreffende het transport" hierover vermelden. Gross Tonnage. Lengte over alles. Grootste breedte. Diepgang het van object. Zowel V(oor)- als A(achter)- diepgang vermelden (indien de grootste diepgang van het object niet een der genoemde diepgangen is, dan deze vermelden onder "informatie betreffende het transport"). De maximale hoogte van het object in meters boven water. Aantal ankers en of deze nog goed werken. Aard van de lading: bv. IMO lading, boorplatform op een ponton, o.i.d. aantal opvarenden aan boord van het object.

3-Informatie betreffende het transport Hier alle belangrijke bijzonderheden van het transport vermelden, bv.:

• Soort object, bv. ponton, tunnelsegment, dood schip, pijpleiding, schadeschip, etc. • Alsook bij bv. pijpleiding doorsnede leiding, hoever deze onderwater ligt (bv. in mtr., Vi of VA

onderwater o.i.d.). • Bij schadeschip welke schade, waar en de grootte v/d schade, situatieschets van de schade, etc. • Bij ponton indien lading uitsteekt hoever deze uitsteekt en aan welke zijde, etc. • Ook wanneer een sleep wordt overgenomen door een duwboot, of andere slepers dit hier

vermelden. • Manier van slepen vermelden, meerdere sleeptransporten bij elkaar (bv. 2 pijpleidingen naast

elkaar o.i.d.) • Bijzonderheden verlichting object, etc. • Indien een extra sleepboot wordt voorgeschreven op een bepaald punt (bijv.: passage,

noordelijk/westelijke grens voorzorgsgebied) dan: naam en ETA van de extra sleepboot op het bepaalde punt vermelden. Indien deze gegevens nog niet bekend zijn dan dient men deze tijdig door te geven aan de Gemeenschappelijke Nautische Autoriteit.

• Kortom alle bijzonderheden die belangrijk zijn voor de bevoegde instanties welke het transport

moeten behandelen enlof toestemming omtrent het transport moeten geven.

143


_(Source:BassVlissingen042-2010dated25/05/2010-GNAVlissingen:JointAnnounce-

ment02-2010dated20/04/2010andJointAnnouncement01-2011dated09/02/2011-DAB

Loodswezen-AnnouncementIA11/056dated29/06/2011)

3

Bijlage bij GB 02-2010 4-ETA/ETD melding

1 - Datum en ETA/ETD: 2- Zeetraject:

3- Vertrekhaven: 4- Bestemmingshaven: 5- Ligplaats:

Verwachtte datum en tijd van aankomst/vertrek. Het te bevaren zeetraject (loodsstation) waarlangs men het transport in- c.q. uit wilt laten varen, hier aangeven (alleen voor transporten vertrekkend naar, of inkomend van zee. Doorhalen indien het transport alleen het binnentraject gaat bevaren). Altijd vermelden. Altijd vermelden. Altijd vermelden.

5-Informatie m.b.t. de sleepboten

1 - Naam:

2- G.T.: 3- Lengte: 4- Breedte: 5- Nationaliteit: 6- Roepletters: 7- Diepgang: 8- Bollard pull: 9- Soort / type:

De gevraagde gegevens invullen. De gevraagde gegevens invullen. De gevraagde gegevens invullen. De gevraagde gegevens invullen. De gevraagde gegevens invullen. De gevraagde gegevens invullen. De gevraagde gegevens invullen. De trekkracht van de sleepboot. Soort en/of type voortstuwing of schroef invullen (bv. of het een gewone sleepboot is, of de sleepboot een Z-peller heeft of een ander soort van voortstuwing heeft).

Formulier faxen of e-mailen:

Fax 0031 (0) 118-467700

E-mail: [email protected]

144


› 1/18A SHORE-BASED PiLOTAGE (LOA) iN THE EVENT OF PiLOTAGE iN STORMY WEATHER cONDiTiONS

BaZ2011-23/276iscancelled

Due to the addition of another type of pilotage platform at the pilot

station steenbank in the VTs scheldt area, and considering article 10

sub 2, 3 and 4, and article 11 of the scheldt Regulations, the rules for

using shore-based Pilotage are changed as follows:

A. GENERAL OBLiGATiONS AND ALTERNATiVES DURiNG SHORE-BASED PiLOTAGE cONDiTiONS

A.1 General:- at the announcement prior to sailing into the VTs working area,

the captain/traffic participant of a vessel with compulsory pilotage

will be notified of the options available in the event of the suspen-

ded 'normally operating pilotage platform".

The following 'possible' options will be presented to the vessel:

a. Helicopter pilotage;

b. Pilotage using an alternative pilotage platform, a swath ship;

c. shore-based pilotage;

d. Waiting offshore (keeping going or anchoring).

- Through the mariphone, the captain/traffic participant will be

asked a number of questions with regard to the manoeuvring

characteristics, the equipment, communication and any other

particulars required for assessing the request with regard to

pilotage technique.

- for the communication between the captain aboard and the

shore-based pilot during the shore-based pilotage, the Dutch

145


or english language is used in accordance with the IMo Guide-

lines VTs (IMo standard Marine communication Phrases),

where this is practical.

- The captain of a vessel without compulsory pilotage may make

use of the shore-based pilotage service at his own request if

the vessel qualifies for the admission policy, and after accep-

tance by the shore-based pilot.

- shore-based pilotage service is applied until the pilot is

aboard, and he has taken over the navigation advisory service.

- acceptance of shore-based pilotage services by the captain is

regarded as meeting the requirements of the pilotage obliga-

tion.

A.2 captain's obligations when making use of shore-based pilotage:

- The captain/traffic participant will immediately confirm and repeat

the reception of each advice.

- The captain/traffic participant will immediately report to the

shore-based pilot when and in what way he differs from an advice

given by the shore-based pilot.

A.3 The common Nautical Authority (GNA) determines whether sea-going vessels can be eligible for shore-based pilotage.

The common nautical authority (Gna) is in charge of the admission

area with regard to the admission for vessels under shore-based

pilotage.

A.3.A. Vessels which cannot be exempted, and therefore are ex-

cluded from sailing under shore-based pilotage:

1. Those vessels that do not meet the criteria mentioned under

points B.1.2. and for the oostgat B.4.2. of this Joint announce-

ment.

146


2. 2. Vessels loaded with cargos as described in appendix 1, par.

1, 2 and 3 of the scheepvaartreglement Westerschelde (shipping

Regulations Western scheldt) (sRW).

3. Vessels with dangerous cargos which cannot be transported

according to the 'Regeling Vervoer Gevaarlijke stoffen met Zee-

schepen’ (Regulations on the Transport of Dangerous cargos on

board of sea-going Vessels) (RVGZ article 15, paragraph 2),

Government Gazette no. 1258 dated 3 Dec., 2008.

4. Gas tankers that have been marked as a vessel under 'Joint

announcement 02-2009 article 3' (sailing plan IMo2 vessel).

5. Vessels that have been marked as such by the common nautical

authority (Gna).

A.3.B. Sea-going vessels that in principle are excluded from sailing

under shore-based pilotage, but for which exemption can

be applied for at the common Nautical Authority (GNA)

(refer also to the Appendix to this Announcement, in order

to be still qualified for shore-based pilotage services):

1. sea-going vessels that are loaded or have been loaded and have

not been degassed from dangerous substances in bulk as described

in the RVGZ (article 1, par. k and article 19 amendments of treaties

and codes), unless exemption has been granted by the common

nautical authority (Gna) because of the captain's/traffic partici-

pant's familiarity with the local area (refer to appendix 1 pertaining

to this announcement).

A.4 Fairways excluded from shore-based pilotage: shore-based pilotage is not given upward of flushing Roads, including

the canal from Ghent to Terneuzen.

nor will there be 'sailing for - piloting for' from a vessel having a pilot

aboard.

147


B. B. SHORE-BASED PiLOTAGE FAiRWAYS, cRiTERiA AND THE TRAFFic cENTRES FROM WHicH SHORE-BASED PiLOTAGE iS GiVEN

The fairway Scheur/Wielingen

B.1 inboundB.1.1 shore-based pilotage will be given to the vessels qualifying

for it on the following traffic lanes: buoy a south /a north -

flushing Roads and buoy nea - flushing Roads.

B.1.2 The criteria for the vessels under shore-based pilotage are:

- Length overall not larger than 175 m.

- Maximum draught not larger than 80 dm.

B.2 OutboundB.2.1 In the event of a suspended roads service, the pilot cannot

be changed. If the pilot aboard is not competent in that case

for the sea trajectory, shore-based pilotage can be given on

the trajectory as mentioned under point B.1.1 as from buoy

W6/W7.

B.2.2 cf. criteria under point B.1.2.

B.2.3 In the event the criteria for shore-based pilotage are not

met, the common nautical authority (Gna) may decide

otherwise.

B.3 Traffic centresB.3.1 Traffic centre Zeebrugge.

arriving from sea towards flushing Roads, shore-base pilot-

age is given from the Traffic centre Zeebrugge in the follow-

ing VTs areas:

148


Wandelaar

Call sign: Radar Pilot Wandelaar

Borders: The area delimited by the buoys Middelkerkebank / A North / A South / NE Akkaert / A1-bis

VHF: # 65

Zeebrugge

Call sign: Radar Pilot Zeebrugge

Borders: The area delimited by the buoys A1-bis/ NE Akkaert / Westpit / W4- W5

VHF: # 69

B.3.2 shore-based pilotage is given from the flushing traffic cen-

tre in the VTs area:

Flushing

Call sign: Radar Pilot Vlissingen

Borders: The area delimited by the buoys W4-W5/OG 17/ Flushing Roads or until a pilot is aboard

VHF: # 14

The fairway Steenbank - approach Oostgat

B.4 inboundB.4.1 shore-based pilotage will be given to the vessels qualifying

for it on the trajectory buoy schouwenbank – Westkapelle.

The pilot vessel will be in the immediate vicinity of the vessel

to be piloted before the vessel to be piloted passes the buoy

oG9.

B.4.2 The criteria for the vessels under shore-based pilotage are:

- Length overall not larger than 115 m.

- Maximum draught not larger than 64 dm.

B.4.3 shore-based pilotage is given on the trajectory buoy

schouwenbank until the position where the pilot vessel can

safely put the pilot aboard, and the pilot takes over the piloting

advice.

149


B.4.4 'sailing for - piloting for': in the event the pilot vessel cannot

pilot the vessel (with the criteria mentioned under B.4.2) in

this position (see B.4.3), the vessel can receive piloting ad-

vice from a pilot aboard another ship up to flushing Roads.

Giving advices by a pilot aboard another ship is only allowed

when the vessel to be piloted sails in the immediate vicinity,

good communication is possible and when there is visual

contact, or, in the case of limited vision, good radar contact.

B.4.5 contrary to what is stipulated under B.6.1., communication

by the shore-based pilot for the benefit of the pilotage pro-

cedure sWaTH-operable vessels takes place on mariphone

channel 79 so as to clear the traffic channel. Traffic centre

steenbank informs the vessels when channel 79 must be on

standby.

B.5 OutboundB.5.1 no shore-based pilotage for outbound sailing is given for the

oostgat.

B.6 Traffic centreB.6.1 shore-based pilotage is given on the trajectory schouwen-

bank - Westkapelle from the flushing Traffic centre in the

VTs area (see B.4.1).

Steenbank

Call sign: Radar Pilot Steenbank

Borders: Schouwenbank buoy - Northern approach Oostgat

VHF: # 64

150


B.7 Piloting advice from aboard another vessel

B.7.1 Piloting advices from aboard another vessel are given on the

following VHf channels:

1. In the VTS area Steenbank => VHF 64

2. In the VTS area Flushing => VHF 14

Westrond Route

B.8 inboundB.8.1 no shore-based pilotage is given for the Westrond route.

B.8.2 after acceptance by Radar Pilot Wandelaar, as from the vi-

cinity of buoy ne-akkaert, shore-based pilotage can be given

to vessels that do not meet the criteria for the oostgat fair-

way or in the even that the captain/ traffic participant of the

vessel concerned does not want to sail through the oostgat

towards flushing Roads, but the captain/traffic participant

or vessel concerned does meet the criteria for the scheur/

Wielingen fairway.

B.9 OutboundB.9.1 no shore-based pilotage Westrond. further as mentioned

under points B.2 of this Joint announcement.

at the moment of coming into force of this announcement, the Joint

announcements of the Belgian and Dutch scheldt Directors no. 1/96

dated 20.05.1996 and no. 02/2000 dated 22.12.2000 are cancelled.

This announcement comes into force 2 days after publication in the

Dutch Government Gazette and the Belgian official Gazette.

151


Appendix

iMO VESSELS WHicH QUALiFY FOR SHORE-BASED PiLOTAGE

supplement to the Joint announcement on shore-based Pilotage nr.

09-2011

Dangerous substances:

In the context of this announcement, by dangerous substances is

meant:

substances as described in Dutch Government Gazette no. 1258 dated

3 Dec., 2008, the RVGZ (article 1, par. k, and article 19 amendments

to treaties and codes).

Sea-going vessels excluded from sailing under shore-based

pilotage:

- sea-going vessels as described in chapter a3 of this announce-

ment, unless they meet the following requirements.

REQUiREMENTS:

1. List of iMO vessel qualifying for shore-based pilotage

The vessel must be on the list of IMo vessels qualifying for shore-

based pilotage, for which the common nautical authority (Gna) has

determined that in principle they qualify for 'shore-based Pilotage' in

part because of the captain's/traffic participant's familiarity with the

local area.

following data are mentioned on the list:

- name of the agency

- name of the vessel with IMo number (Lloyd number)

- name of the captain(s)/traffic participant(s) having sufficient local

experience

152


- Length overall

- Gross Tonnage (GT)

- Tank contents of the largest tank in m3, the maximum load capacity

in m3, and the number of tanks of the gas tanker that must not

sail according to a sailing plan (that is no sailing Plan Gas tanker).

2. A request must have been filed.

Requests to get or to stay on the list of IMo vessels qualifying for

shore-based pilotage shall be directed in writing to:

de Gemeenschappelijke nautische autoriteit (the common nautical

authority) (Gna) VTs scheldt area,

commandoweg 50,

4381 BH Vlissingen.

fax. +31(0)118-467700.


following data must be submitted:

- The data mentioned under point 1 of this appendix.

- summary of the frequency of sailing on the Western scheldt in

the previous twelve months with the name of the captain(s)/ traffic

participant(s) in charge aboard..

The Gna evaluates whether the vessel qualifies for 'shore-based

pilotage' or not. The request mentioned under 2 will be answered in

writing by the Gna. The shipping companies (agencies) concerned

shall communicate any change immediately.

3. There must be a positive evaluation.

The following criteria will be used during the evaluation:

- Gas tanker that must not sail according to a sailing plan (that is no

sailing Plan Gas tanker).

153


- Length overall not larger than for:

- the Wielingen: 125 mtr.

- the oostgat 85 mtr.

- Maximum draught not larger than for:

- the Wielingen: 60 dm.

- the oostgat: 45 dm.

- number of voyages:

a. In the preceding 4 months, the captain/traffic participant

has sailed at least 8 times on one of the below-mentioned

trajectories in or out, or a combination of both.

OR :

b. In the preceding 12 months, the captain/traffic participant

has sailed at least 24 times on one of the below-mentioned

trajectories in or out, or a combination of both.

c. The trajectories are:

o Wandelaar – flushing Roads

o steenbank – flushing Roads

Beware: sailing once in or out counts for one.

4. Administrative procedures.

The Gna ensures keeping the lists up-to-date, and that the updated

lists reach the flemish and Dutch pilotage services.

_(Source:BassVlissingen089-2011dated.02/11/2011-GNA:JointAnnouncement09-

2011dated25/10/2011)

154


› 1/18B SHORE BASED PiLOTAGE (LOA) - iNFORMATiON FOR SHiPPiNG BaZ1/18B-2011cancelled

In the event of a suspended pilotage platform for small and/or all

vessels on the pilot station Wandelaar, all shipping will be informed

about the possibility, under certain conditions, of receiving ‘shore

based pilotage’ via an ‘information for shipping’:

shore based pilotage can be obtained from approximately hour

LT from the traffic centre centre in Zeebrugge for vessels headed

towards flushing and beyond, with an overall length that does not

exceed 175 m and a maximum draught of 80 dm.

contact: Traffic centre Wandelaar: VHf kanaal 65.

see also §a1 of article 1/18a

_(Source:MDK-DABLoodswezen)

› 1/19 HELicOPTER PiLOTAGE iN ALL WEATHER cONDiTiONS BaZ1/19-2011iscancelled.

as of 1 october 2002, helicopter pilotage has been offered in all

weather conditions within the limits of the operational possibilities of

the pilotage service to all vessels that meet the following conditions:

• meet the safety requirements (cf. section 1)

• comply with the reporting procedure of pilot station Wandelaar

when arriving (cf. section 2)

• have been registered in the pilot database ‘helicopter-operable

vessels’. (request form section 3)

155

JANUARY 5th 2012


Procedure:

When the pilot launch of an arriving helicopter-operable vessel, at the

shipping company’s request, is carried out using a helicopter, the fee

has been set at 1980€. The piloting of the vessel takes place near the

oostyck.

The winching operations will take place in an area that is bordered by

the following coordinates:

51°26’,95 n - 2°31’,12 e

51°26’,95 n - 2°46’,34 e

51°20’,92 n - 2°46’,34 e

51°21’,38 n - 2°31’,12 e

The pilot-boarding of helicopter-operable vessels in all weather

conditions only happens at the request of the operator (shipping com-

pany, agent, captain, chartering company). The request for helicopter

pilotage, addressed to the pilotage services, must be made simul-

taneously with the initial pilot request (at least 6 hours in advance).

In this initial pilot request it will be confirmed if the ship meets the

minimum safety specifications or not.

should the weather conditions worsen within these 6 hours, helicop-

ter pilotage can still be requested up until 2 hours before arriving

at the pilot station. The reporting procedure Pilot station Wandelaar

must be followed correctly (cf. section 2).

a helicopter pilot lift-off request for a vessel sailing out in normal

weather conditions must be made together with the pilot request.

When the Dienst afzonderlijk Beheer Loodswezen (service sepa-

rate Management Pilotage) imposes the picking up of a pilot from a

helicopter-operable vessel while using a helicopter, the helicopter fee

is set at 1280€. Picking up the pilot will be done near the Wandelaar.

158


There are three alternatives for vessels that are not helicopter-operable:

• The captain can take his pilot along to a foreign port. The fees for

sailing along will be determined according to the Revised scheldt

Regulations of the flemish pilotage decree.

• The proper authority (Department shipping assistance service /

Rijkshavenmeester) can, in accordance with the regulations, grant

an ad hoc exemption to the vessel involved.

• The captain can wait for better weather conditions.

1. SAFETY PREScRiPTiONS FOR HELicOPTER PiLOTAGE

1. Helicopter-operable vessels• Vessels with a length under 125m (Loa) are not helicopter-operable.

• Vessels with a length of 125m up to 150m (Loa) are helicopter-

operable if they have been registered in the databank of the pilotage

services and only in the period between sunrise and sunset.

• Vessels with a length of over 150 m (Loa) are helicopter-operable

if they have been registered in the databank of the pilotage services.

2. Acceptance policy for helicopter pilotagea helicopter winching may always be refused by one of the following

persons:

• The pilot

• The helicopter pilot

• The helicopter hoist operator

3. Recommended minimum winching area To winch the pilot safely aboard a “clear-zone” must be present.

The “clear-zone” is a circular surface with a diameter of 3 metres

unless the winching height is greater than 4 metres. In that case a

“clear zone” of 5 metres is required.

The maximum winching height may not be greater than 10 metres.

159


The “clear zone” must be clear of any obstacles such as cargo re-

mains, dirt, loose objects, etc.

The flemish Pilotage service keeps a databank of all vessels that

qualify for these minimum specifications. a request form for registra-

tion into this databank will be distributed by the pilots (cf. section 3).

4. Recommended landing areaIn the event of a “full landing”, the rules of the International chamber

of shipping (Ics), Guide to Helicopter - ship operations apply.

5. Precautions to be taken aboardBoth during the day and the night a crew must be on deck consisting

of one officer and one crewmember provided with the necessary com-

munication.

sufficient deck lighting must be used during night time, however it

may not blind the helicopter crew and the pilot.

6. Gas vessels check on the emission of gassesThe Master of an LPG vessel having a reliquefaction installation

aboard must:

- Make sure that the lowest appropriate pressure in the cargo tanks

is maintained just before the arrival of the helicopter and

- all reliquefaction operations are suspended, and the system is

stopped until the helicopter operations have been terminated.

160


2. REPORTiNG PROcEDURE PiLOT STATiON WANDELAAR

Vessels are requested to confirm their eTa at least 2 hours before

arrival at the KB buoy (51° 21’,08n - 2° 42’,91e) on VHf-channel 60 to

“Wandelaar approach”.

They must also report to “Traffic centre Wandelaar” on VHf-kanaal

65 for radar identification:

• coming from the west, when passing the oost-Dyck buoy

(51° 21’,43n - 2° 31,20e) of

• coming from the north, when passing the sW Thornton buoy

(51° 31’,00n - 2° 51’,00e)

The Master can be requested by the helicopter dispatching to carry

out speed and/or course corrections, and to switch the radar installa-

tions to standby during the winching operations.

all radio communications are through VHf channel 65 or 69, depending

on the vessel’s position.

contact information HeLIcoPeR PILoT ZeeBRUGGe

Mobile phone: 00 32 (0) 499 59 32 00 (Helicopter coordinator)

Phone: 00 32 (0) 50.55.77.20

fax. 00 32 (0) 50.54.74.00

Mobile phone: 00 32 (0) 473 89 70 02 (chief pilot)

Initial contact can be made at the following e-mail address:

[email protected]

161


3. REQUEST FORM REGiSTRATiON iN DATABASE HELicOPTER-OPERABELE VESSELS

Undersigned:

Master, of m.s.& call sign

Hereby declares that mentioned vessel fully complies with the minimum specifications as stipulated in the safety instructions for pilot transfer by helicopter.

Mentioned vessel has a:

Landing area in accordance with I.c.s. Guide to Helicopter - ship operation. YES NO

a winching area in compliance with the require-ments as stipulated in the safety instructions of the flemish Pilotage for pilot transfer by helicopter.

YES NO

furthermore the vessel’s staff is fully aware of the precautions to be taken aboard, prior to and during pilot transfer by helicopter.

YES NO

Site of the landing or winching area:

.......................................................................................................................................................

Useful details regarding the landing or winching area:

.......................................................................................................................................................

.......................................................................................................................................................

.......................................................................................................................................................

...........................................Date:...........................................signature of the master:

Please forward this application form by fax : 00 32 (0) 50.54.74.00 (during suspended pilotage) or by email: [email protected]

Undersigned:

Master, of m.s. & call sign

Hereby declares that mentioned vessel fully complies with the minimum specifications as stipulated in the safety instructions for pilot transfer by helicopter. Mentioned vessel has a:

Landing area in accordance with I.C.S. Guide to Helicopter – Ship Operation.

YES NO A winching area in compliance with the requirements as

stipulated in the safety instructions of the Flemish Pilotage for pilot transfer by helicopter.

YES NO

Furthermore the vessel’s staff is fully aware of the precautions to be taken aboard, prior to and during pilot transfer by helicopter.

YES NO

Site of the landing or winching area: ....................................................................................................................................................... ....................................................................................................................................................... Useful details regarding the landing or winching area: ....................................................................................................................................................... ....................................................................................................................................................... ....................................................................................................................................................... ………………………………………………………………………………………………….. …………………………………………………………………………………………………... ............................................... Date: ........................................... Signature of the master: Please forward this application form by fax : 00 32 (0) 50.54.74.00 (during suspended pilotage) or by email: [email protected]

REGISTRATIONFORM FOR DATABASE OF HELI-OPERABLE SHIPS REGiSTRATiONFORM FOR DATABASE OF HELi-OPERABLE SHiPS

Undersigned:

Master, of m.s. & call sign

Hereby declares that mentioned vessel fully complies with the minimum specifications as stipulated in the safety instructions for pilot transfer by helicopter. Mentioned vessel has a:

Landing area in accordance with I.C.S. Guide to Helicopter – Ship Operation.

YES NO A winching area in compliance with the requirements as

stipulated in the safety instructions of the Flemish Pilotage for pilot transfer by helicopter.

YES NO

Furthermore the vessel’s staff is fully aware of the precautions to be taken aboard, prior to and during pilot transfer by helicopter.

YES NO

Site of the landing or winching area: ....................................................................................................................................................... ....................................................................................................................................................... Useful details regarding the landing or winching area: ....................................................................................................................................................... ....................................................................................................................................................... ....................................................................................................................................................... ………………………………………………………………………………………………….. …………………………………………………………………………………………………... ............................................... Date: ........................................... Signature of the master: Please forward this application form by fax : 00 32 (0) 50.54.74.00 (during suspended pilotage) or by email: [email protected]

REGISTRATIONFORM FOR DATABASE OF HELI-OPERABLE SHIPS


162


› 1/20A BELGiAN cOASTAL PORTS - OVERSiZED cOMMERciAL VESSELS BaZ1/20A-2011cancelled

following art 3, 3° of the KB of 4-8-1981, stipulating the police and

shipping regulations for the Belgian territorial sea, the ports and

the beaches of the Belgian coast, the following standards have been

determined for an oversized vessel according to port:

1. Zeebrugge:vessels with an overall length of over 169,27 metres and/or a draught

greater than 8 metres.

2. Oostende:vessels with an overall length of over 130 metres and/or a draught

greater that 7,2 metres.

3. Nieuwpoort:vessels with an overall length of over 75 metres and/or a draught

greater than 4,6 metres.


163


› 1/20B BELGiAN cOAST - TRAFFic SiGNALS BaZ1/20B-2011cancelled

In the ports of Zeebrugge and ostend the following international

signals apply:

1 f

L Grave emergency

a

s

H all vessels must make

I way according to

n instructions

G

___________________________________________________

2 one way traffic

Vessels may only sail in

the indicated direction

___________________________________________________

3 one way traffic

Vessels may only sail in

the indicated direction

164


4 Two way traffic

Traffic may pass

in both directions

___________________________________________________

5 one way traffic

only the vessel with permission to do

so may sail in the indicated direction.

other vessels must clear the fairway

and approach immediately

and in the shortest way possible.

___________________________________________________


165


› 1/21 cOASTAL YAcHT BASiNS - SPEED LiMiT FOR MEcHANicALLY POWERED VESSELS BaZ1/21-2011iscancelled.

In the coastal yacht basins, the following speed limits apply for me-

chanically powered vessels:

• In the port shipping lanes of nieuwpoort and Blankenberge be-

tween the jetties and in the shipping lane leading to the harbours,

the maximum allowed speed is has been set at 5 knots.

• In the harbour docks of nieuwpoort and Blankenberge, the sailing

speed may not exceed 3 knots.

• In the Montgomery Dock, Visserij Dock and Vuurtoren Dock in os-

tend, and the Prins albert Dock and Tijdok in Zeebrugge, the sailing

speed may not exceed 3 knots.

These limits are indicated by signs that have be posted on both sides

of the port shipping lane on the jetties and on the banks when entering

the harbour docks.

These speed limit signs will always be accompanied by a sign

‘Verboden hinderlijke waterbeweging te veroorzaken’ (Prohibited to

produce disturbing water movements).

_(Source:MDK–afdelingKust–teamOntwikkelingKust)

166


› 1/22A PORT OF OSTEND - SPEciAL TRAFFic SiGNALS - FLicKERiNG LiGHTS BaZ1/22A-2011cancelled

1. Two traffic signs facing towards land will be placed under a yellow

flickering light at the entrance of the Montgomery dock: the top

one showing red arrows, the bottom one green ones.

following sailing instructions will be given:

forbidden: direction -sea

- fishing lock +

tidal dock

-back port

allowed: direction -sea

- fishing lock +

tidal dock

-back port


-back port

allowed: direction - fishing lock +

tidal dock

167



allowed: direction - fishing lock +

tidal dock

-back port

forbidden: direction -back port


- fishing lock +

tidal dock

2. Two traffic signs facing land will be posted under a yellow flickering

light at the entrance of the fishing lock: the top one showing red

arrows, the bottom one green ones.

following sailing instructions will be given:


-Montgomery dock

-back port

168



-Montgomery dock

-back port

forbidden : direction -sea

-back port

allowed: direction -Montgomery dock


allowed: direction -Montgomery dock

-back port

forbidden: direction -back port


-Montgomery dock

169


3. a red stop light facing seawards will be placed under a yellow

flickering light at the mooring quay foxtrot at the east side of the

shipping lane. The word “sToP” will be visible.

This indicates a formal direct order to stop and wait until the lights

are extinguished for vessels sailing from the back port.


› 1/22B PORT OF OSTEND - SiGNALLiNG iNSTALLATiON FOR WATER DiScHARGES BaZ1/22B-2011cancelled

a signalling installation has been provided at the weir of sas-slijkens

and at the outer port bridge in the back port for all vessels moored

there, consisting of a fixed orange and red light.

The orange light will be switched on when discharging through the

small gates.

The red light will be switched on when discharging through the large

gates.

These signals indicate to the owners of the vessels moored there that

increased vigilance is in place because of the strong additional cur-

rents that are being created.

_(Source:WaterwegenenZeekanaal(WenZ)

170


› 1/23 cOASTAL YAcHT HARBOURS - SAiLiNG OUT OF PLEASURE BOATS BaZ1/23-2011iscancelled.

In accordance with the Belgian Royal Decree including police and

shipping regulations for the Belgian territorial sea, the ports and the

beaches of the Belgian coast dated 04.08.1981, the prohibition of the

sailing out for pleasure boats and beach fishery is indicated as fol-

lows:

art. 37 § 4. In the ports, the prohibition resulting from paragraph 1 is

indicated during daytime by a black mark formed by two cones point

to point, vertically one below the other, at night-time by a violet flash-

ing light visible all around.

These signals will be pull up or shown:

a) Ostend:

on the building Vloot dab at the entrance of Montgomery dock

(black diabolo)

b) Blankenberge:

on the mast near the lighthouse building (black diabolo)

c) Zeebrugge:

on the mast at the north side marina exit (black diabolo)

d) Nieuwpoort:

on the pilot services building at the marina entrance (black diabolo)

on the dolphin at novus Portus exit (led board showing blue diabolo)

at the locations on the coast mentioned in article 32, the prohibition

stipulated in § 1 is made known by the municipal authorities with an

appropriate daymark.


171


172


173


› 1/24A PORT OF ZEEBRUGGE - TRAFFic REGLEMENTATiONS ViSART SLUiS – PRiNS ALBERTDOK – TiJDOK BaZ1/24A–2011cancelled

With the Visart Lock coming into operations again we would like to

remind everybody that vessel traffic coming from

or in the direction of the Visart Lock has right of way over vessels

coming from the Prince albert Dock (old fishing Port) and “Tijdok’.

Those vessels have to ask permission from the Port control Zee-

brugge (VHf channel 71) before leaving the Prince albert Dock /

Tijdok

_(Source:MBZ–Zeebrugge)

› 1/24B PORT OF ZEEBRUGGE - YELLOW-BLUE FLASHiNG LiGHT BaZ1/24B-2011cancelled

We would like to inform the mariners that a yellow-blue flashing

light has been posted on the porch of drainage lock in Heist. The blue

flashing light will be activated for two minutes before opening the

lock. after opening the lock the yellow flashing light will be activated

and will remain active for as long as water is being discharged. The

mariners must take into account any hindrance coming from the ad-

ditional currency.

_(Source:WaterwegenenZeekanaal(WenZ))

174


› 1/24c LNG-SHiPPiNG: PROcEDURES BaZ05/083-2011iscancelled.

cHAPTER i - GENERAL PROViSiONS

1. GeneralThe arrival, the stay at, and the departure from Zeebrugge of an LnG

tanker are operations that must proceed strictly in accordance with a

predetermined plan.

at Zeebrugge, a co-ordination centre has been established, hereinaf-

ter referred to as VTs-sG (Vessel Traffic services River scheldt area),

and which is manned 24 hours a day, monitoring these activities in

conjunction with Port control Zeebrugge.

2. RegulationsThe control measures remain unaltered whether a LnG tanker is

empty and not gasfree or not, whether it is partially or fully loaded, on

approaching or leaving the port.

for LnG vessels carrying air or inert gas, the harbour master informs

the other partners whether the 'LnG procedures' apply or not. a

gasfree certificate must be sent to VTs-sG or the harbour master's

service MBZ in advance.

VTs-sG and the harbour master's service MBZ determine and check

the time of arrival, in consultation with the ship's command and the

LnG terminal.

all incidents, technical failures on board of the LnG vessel, occurring

during the sea voyage as well as during the stay in the harbour, must

be reported immediately to the VTs-sG and Port control. In turn, VTs-

sG informs the MRcc and the Gna.

175


3. Position reporting/E.T.A.five (5) days in advance to the arrival at Zeebrugge, the position of the

LnG tanker must be reported every 24 hours to the 'Maatschappij van

de Brugse Zeevaartinrichtingen (MBZ).

compulsory reporting by the LnG tanker to VTs-sG of the time of

arrival at 48, 24, 6 hours and 1 hour prior to het arrival at the pilot-

boarding position. VTs-sG informs Zeebrugge Pilotage accordingly.

24 hours prior to the arrival at the pilot-boarding position, the LnG

tanker will inform VTs-sG and MBZ that no defects have been ob-

served or are anticipated to the ship, her means of propulsion and her

equipment.

Depending on the nature of any defect, the admission of the ship to

the port can be authorized or withheld. any changes to the condition,

must be reported immediately to VTs-sG.

4. Recommended anchorage areas• any anchorage area to be assigned by the VTs-sG

• north of the 'an' buoy

• Possibly south of the 'aZ' buoy

• The most easterly emergency anchorage area outside the fairway

is north of the ne akkaert buoy

5. VTS-SG guidance / position information / VHF communica-tion

as from the first VHf contact with 'Wandelaar approach', the LnG

tanker becomes subject to the guidance of the VTs-sG.

Traffic zone 'Wandelaar Approach'from in the west to the line formed by buoys Westende -

Middelkerkebank - oostdyckcALL SiGN: Wandelaar Approach - VHF channel : 60

176


once the LnG tanker has passed the buoy 'oostdyck', VTs-sG can, at

request of the master / pilot, supply continuous position information

to the LnG tanker.

once passed the buoy 's5', position information is continuously sup-

plied to the LnG tanker.

The assistance by the VTs-sG is supplied on the traffic channels of

the traffic zone concerned.

Traffic zone 'Wandelaar'from the line formed by buoys Westende - Middelkerkebank -

oostdyck to the line formed by buoys – a1-bis – s 2 – VG6cALL SiGN: Traffic center Wandelaar – VHF channel : 65

Traffic zone 'Zeebrugge'from the line formed by buoys a1-bis – s 2 – VG6 including the Pas

van het Zand to the Zeebrugge breakwaterscALL SiGN: Traffic center Zeebrugge – VHF channel: 69

The continuous position information in the traffic zones 'Wandelaar

approach", 'Traffic center Wandelaar', Traffic center Zeebrugge' and

in the port of Zeebrugge is supplied via the radar channel.

cALL SiGN: Radar Zeebrugge – VHF channel 4

The fact that the LnG tanker is making use of the radar channel does

not relieve her of her duty to continuously monitor the traffic chan-

nels 60, 65 and 69 of the relevant traffic zones.

once they have passed the 'Z' buoy, inbound LnG tankers must be

reachable for Port control Zeebrugge on VHf channel 71.

177


cHAPTER ii - LARGE LNG cARRiERS

6. DefinitionBy large LnG carriers is meant LnG tankers with a length exceeding

200 metres.

Here, one distinguishes between three large groups: regular LnG

carriers, Q-flex series, Q-max series.

Regular LnG carriers:

Loa: < 300 metres - Woa: < 50 metres - D max: 13.5 m - LnG capacity:

<175,000 m³

Q-flex

Loa: 315 metres – Woa: 50 metres - D max: 13.6 m - LnG capacity:

217,000 m³

Q-max

Loa: 345 metres – Woa: 53.8 metres – D max: 13.6 m – LnG capacity:

266,000 m³

7. Nautical regulations upon arrival

7.1. Pilot boarding

The pilot designated to the LnG tanker submits a sailing plan, at least

one hour prior to eTa of the LnG tanker at the buoy 'a'-zuid.

VTs-sG will broadcast the sailing plan (including the various passage

points and passage times) simultaneously on traffic channels 65 and

69 at the following times:

• 1 hour prior to the arrival of the LNG tanker at the 'AZ' buoy• at the arrival of the LNG tanker at the 'AZ' buoy

178


The pilot boards the LnG tanker 1 mile east of the line formed by the

buoys 'aZ' and 'an', well clear of any pilot boarding/disembarking

operations by other vessels, which will be requested by traffic centre

Wandelaar to keep a safe distance from the LnG tanker of at least

half a mile during this operation.

7.2. Route

Inbound LnG tankers shall follow the route: precautionary area Wan-

delaar - Vaargeul 1 - s3/s4 - Ribzand - Pas van het Zand. Depending

on traffic agreements made earlier and on fairway obstructions, LnG

tankers can deviate from this and follow the route sW akkaert - a1 -

scheur West - Ribzand and Pas van het Zand.

The LnG tanker is classified as'OVERSiZED VESSEL'

all shipping present in the traffic zone will be warned by VTs-sG of

the presence of an inbound LnG tanker en route from the 'aZ' buoy to

the port of Zeebrugge.

7.3. Permission to enter the port

• an LnG tanker entering the port of Zeebrugge for the first time,

will do so by daylight during the entire route.

• The first Q-max type presenting itself for entering the port, will do

so with rising water as well.

• Prior to entering the port, the master will ask Port control Zee-

brugge for permission and will inform VTs-sG.

• Permission to enter the port will be granted by Port control Zee-

brugge subject to compliance with the following conditions:

7.3.1. By MBZ

7.3.1.1. necessary provisions must have been made for the recep-

tion of the LnG tanker (fluxys LnG Zeebrugge).

179


7.3.1.2. no ammunition carrying vessels may be present in the outer

port.

7.3.1.3. no gas tanker, for which no checklist 'simultaneous call of an

LnG tanker and a gas tanker for rinsing' has been delivered

by a gas expert, is present in the outer port.

7.3.1.4. at least 4 tugs must be able to proceed in time to assist the

LnG tanker before she passes the 'sZ' buoy (scheur-Zand).

a 5th tug will assist as from passing the breakwaters.

* For regular LNG carriers: a minimum bollard pulling power with a

total force of 180 tonnes is required for the 5 tugboats.

* For the Q-flex series: a minimum bollard pulling power with a


* For the Q-max series: a minimum bollard pulling power with a


• four tugs must be ready to render effective assistane

before the LnG tanker passes the 'sZ' buoy.

• The LnG tanker must be equipped to fasten four tug-

boats to the deck. it is forbidden to make use of the

'sunken bits' on the side of the ship.

• The towing lines used will always be steel cables sup-

plied by the tugboats.

• one or more tugboats must be equipped with fire-fight-

ing equipment appropriate for combating an LnG fire.

7.3.1.5. In the event of simultaneous arrival of ships, strict measures

regarding order and time of entry will apply (Port control

Zeebrugge).

7.3.2. By VTS-SG

7.3.2.1. The LnG tanker reports possible defects in conformity with

the tanker checklist to VTs-sG.

180


7.3.2.2. The under-keel clearance of the LnG tanker must be at

least 20% of her draught when at sea and at least 15% when

in the harbour.

7.3.2.3. The wind force must be less than 14 metres per second ac-

cording to the meteorological data from the western break-

water Zeebrugge (regular LnG vessels and Q-flex series).

The wind force must be less than 12 metres per second

according to the meteorological data from the western

breakwater Zeebrugge (Q-max series).

7.3.2.4. Visibility must be at least a half nautical mile.

7.3.2.5. The tidal current at the breakwaters must be less than 1.5

knots.

When the requested permission to enter is not granted, the LnG

tanker will be directed to a safe anchorage by VTs-sG.

Port control Zeebrugge, VTs-sG and the pilotage service decide in

consensus about the fulfilment of the above-mentioned conditions n°

7.3.2.1 up to 7.3.2.5.

7.4. Reports

The vessel will report:

7.4.1. When?

7.4.1.1. Immediately after the pilot has boarded

7.4.1.2. Upon passing the buoys:

a1/VG3-VG4/s3

s Z

Z

181


7.4.1.3. Upon passing the Zeebrugge breakwaters

7.4.2. To whom?

7.4.2.1. Vlissingen Traffic centre VHf channel 14

7.4.2.2. Traffic centre Wandelaar VHf channel 65

Traffic centre Zeebrugge VHf channel 69

7.4.2.3. Port control Zeebrugge VHf channel 71

stating the estimated time of arrival at the next (above-mentioned)

passage points.

7.5. Shipping regulations

7.5.1. By VTS-SG

VTs-sG controls and co-ordinates all shipping in the vicinity of the

LnG tanker, issuing as standing order a minimum safe distance of at

least 2 cables when passing an LnG tanker (overtaking and crossing).

When issuing the estimated time of arrival at passage points, also the

minimum passing distance is reported to shipping traffic (5 cables

when boarding/disembarking the pilot and 2 cables when sailing).

en route from s3/s4 to the breakwaters, vessels are only allowed to

overtake and / or cross the bow of an LnG tanker if explicit agree-

ments have been made in advance with the LnG tanker as well as

with VTs-sG.

7.5.2. By MBZ

as from the passing of the 'Z' buoy', Port control Zeebrugge co-

ordinates all in- and outbound traffic and all shipping traffic in the

harbour, maintaining a passing distance of 2 cables from the LnG

tanker, until she has rounded the 'LnG' buoy.

7.6. Police patrol

The maritime police will patrol regularly in the vicinity of the LnG

tanker and in the fairway in order to ensure that all shipping complies

182


with the traffic control regulation and to verify the coordination of all

in- and outbound traffic inside the port. The maritime police also checks

if shipping complies with the instructions with regard to traffic control by

VTs-sG or by Port control Zeebrugge inside the port. at the time of the

patrol, it will contact the pilot on board of the LnG vessel, and with VTs-

sG (channel 04), and with Port control Zeebrugge (channel 71).

should any problem arise when no police patrol is present, e.g. non-

compliance with the said traffic control regulations, VTs-sG will im-

mediately contact the maritime police (phone 050/55 60 40 or by VHf),

who will assess the situation in order to solve the problem.

furthermore, VTs-sG will ensure that all shipping in its traffic zones

is informed about the arrival of the LnG tanker, and her passing

times at the various waypoints.

8. Stay in the port of Zeebrugge - MBZ

De LnG-tanker moet bakboordzijde aan de LnG-steiger gemeerd

liggen. Tijdens de ganse duur van het verblijf in de haven moeten

onder meer de volgende maatregelen genomen worden:

8.1. The LnG tanker must have the required towing lines (fire-

wires) hanging overboard at all times.

8.2. The LnG tanker may have an under-keel clearance of less

than 15% of her draught during her stay in the port.

8.3. a tugboat equipped with suitable fire-fighting equipment

must remain in the vicinity of the LnG tanker at all times.

8.4. no ammunition carrying vessels may be present in the outer

port.

8.5. no gas tanker, for which no checklist 'simultaneous call of

an LnG tanker and a gas tanker for rinsing' has been deliv-

ered by a gas expert, is present in the outer port.

183


9. Nautical regulations upon departure

9.1. Permission to leave the port

one hour prior to departure, the pilot submits a sailing plan which

will be transmitted to VTs-sG.


times) simultaneously on traffic channels 65 and 69 at the following

times:

• 1 hour prior to departure• at the time of departure

The master will request Port control Zeebrugge for permission to

sail. This permission will only be granted when the following condi-

tions are complied with:

9.1.1. By MBZ


port.

9.1.1.2. no gas tanker, for which no checklist 'simultaneous call

of an LnG tanker and a gas tanker for rinsing' has been

delivered by a gas expert, is present in the outer port.

9.1.1.3. Tugboats:

• For regular LNG carriers: a minimum bollard pulling power

with a total force of 150 tonnes is required - 3 tugboats are

required.

• For the Q-flex series: a minimum bollard pulling power


required.

• For the Q-max series: a minimum bollard pulling power


required.

Tugboats accompany the LnG tanker until she has passed the new

breakwaters.

184


9.1.1.4. strict measures regarding order and time of departure will

apply, when other vessels report simultaneously.

9.1.1.5. The wind force must be less than 14 metres per second

(according to the observations of the weather station at the

western breakwater Zeebrugge) for regular LnG vessels and

Q-flex series.

The wind force must be less than 12 metres per second

(according to the observation of the weather station at the

western breakwater Zeebrugge) for Q-max series.


9.1.2. By VTS-SG

9.1.2.1. The LnG tanker reports possible defects as recorded on the

tanker checklist to VTs-sG.


least 15% of her draught when in the harbour and at least

20% when at sea.

9.1.2.3. The tidal current at the breakwaters must be running at

less than 2 knots for regular LnG-vessels and for the Q-flex

series.

The tidal current at the breakwaters must be running at less

than 1.5 knots for the Q-max series.



9.1.1.5 up to and including 9.1.2.3.

9.2. Reports

after having received permission to sail, the vessel will, prior to

letting go, report the time of unmooring and the time of passing the

breakwaters to:

• VTs-sG on channel 19 (Radar control Zeebrugge)

• Vlissingen Traffic centre on channel 14

• Port control Zeebrugge on channel 71

185


9.3. Route and pilot disembarking

• The LnG tanker will sail via Pas van het Zand, Ribzand, Vaargeul

1, and pilot station Wandelaar. Depending on traffic agreements

made earlier and on fairway obstructions, LnG tankers can deviate

from this and follow the route scheur West, a1, sW akkaert.

• When the pilot disembarks from the LnG tanker, well clear of all

other pilot boarding/disembarking operations, all other vessels

will be warned in good time by the Wandelaar pilot cutter and VTs-

sG, and be requested to keep a safe distance (at least 5 cables)

from the LnG tanker.


9.4.1. By MBZ

as soon as the LnG tanker is ready to leave the LnG dock, and has

requested and obtained permission to do so, Port control Zeebrugge

will ensure the traffic control and co-ordination of all shipping inside

the port and all in- and outbound vessels, ensuring a minimum safety

distance of 2 cables from the moment the LnG tanker passes the LnG

buoy until she is clear of the Zeebrugge breakwaters.

9.4.2. By VTS-SG


LnG tanker, while a minimum safe distance of at least 2 cables is

maintained when passing the LnG tanker (overtaking and crossing).

furthermore, VTs-sG will ensure that all shipping remains informed

about the departure of the LnG tanker and her passing times.

9.5. Police patrol



with the traffic control regulations and to verify the co-ordination of

all in- and outbound traffic inside the port. The maritime police also

checks whether shipping complies with the instructions with regard

186


to traffic control issued by VTs-sG or by Port control Zeebrugge

inside the port.

at the time of the patrol, it will contact the pilot on board of the LnG

vessel and with VTs-sG (channel 04) and with Port control Zeebrugge

(channel 71).





cHAPTER iii – SMALL LNG cARRiERS

10. Definition

By small LnG carriers is meant LnG vessels with a length under 200

metres.

11. Nautical regulations upon arrival

11.1. Pilot boarding

The pilot designated to the LnG tanker submits a sailing plan, at least

one hour prior to eTa of the LnG tanker at the 'KB' buoy.


points and passage times) simultaneously on traffic channels 65 and

69 at the following times:

• 1 hour prior to the arrival of the LNG tanker at the 'KB' buoy• at the arrival of the LNG tanker at the 'KB' buoy

The pilot boards the LnG tanker at the pilot-boarding station Wande-

laar, well clear of any pilot boarding/disembarking operations by other

vessels, which will be requested by traffic centre Zeebrugge to keep

a safe distance from the LnG tanker of at least a half mile during this

operation.

187


11.2. Route

Inbound LnG tankers shall follow the route: precautionary area Wan-

delaar - Vaargeul 1 - s3/s4 - Ribzand - Pas van het Zand. Depending

on traffic agreements made earlier and on fairway obstructions, LnG

tankers can deviate from this and follow the route sW akkaert - a1 -

scheur West - Ribzand and Pas van het Zand.

The small LnG tanker is classified as'OVERSiZED VESSEL'

all shipping present in the traffic zone will be warned by VTs-sG of

the presence of an inbound LnG tanker en route from the 'KB' buoy to

the port of Zeebrugge.

11.3. Permission to enter the port

• an LnG tanker entering the port of Zeebrugge for the first time,

will do so by daylight during the entire route.

• Before entering the port, the master will ask Port control Zee-

brugge for permission and will inform VTs-sG.

• Permission to enter the port will be granted by Port control Zee-

brugge subject to compliance with the following conditions:

11.3.1. By MBZ

11.3.1.1. necessary provisions must have been made for the recep-

tion of the LnG tanker (fluxys LnG Zeebrugge).


port.

11.3.1.3. no gas tanker, for which no checklist 'simultaneous call of

an LnG tanker and a gas tanker for rinsing' has been delivered

by a gas expert, is present in the outer port.

11.3.1.4. at least 1 tug must be able to proceed in time to assist the

LnG tanker for the passage of the 'Zandboei' (Z).

a minimum bollard pulling power with a total force of 40

tonnes is required for the tugboat.

188


11.3.1.5. at all times, more tugs can be ordered to assist by the cap-

tain of the LnG tanker.

• The towing lines used will always be steel cables supplied by

the tugboats.

• one or more tugboats must be equipped with fire-fighting

equipment appropriate for combating an LnG fire.

11.3.1.6. In the event of simultaneous arrival of ships, strict meas-

ures regarding order and time of entry will apply (Port

control Zeebrugge).

11.3.2. By VTS-SG

11.3.2.1. The LnG tanker reports possible defects in conformity with

the tanker checklist to VTs-sG.


least 20% of her draught when at sea and at least 15% when

in the harbour.


according to the meteorological data from the western

breakwater Zeebrugge.


11.3.2.5. The tidal current at the breakwaters must be less than 2

knots.

When the requested permission to enter is not granted, the LnG

tanker will be directed to a safe anchorage by VTs-sG.



11.3.2.1 up to 11.3.2.5.

11.4. Reports

The vessel will report:

11.4.1. When?

11.4.1.1. Immediately after the pilot has boarded

189


11.4.1.2. 11.4.1.2. Upon passing the buoys:

a1/VG3-VG4/s3

sZ

Z

11.4.1.3. Upon passing the Zeebrugge breakwaters

11.4.2. To whom?

11.4.2.1. Vlissingen Traffic centre VHf channel 14

11.4.2.2. Traffic centre Wandelaar VHf channel 65

Traffic centre Zeebrugge VHf channel 69

11.4.2.3. Port control Zeebrugge VHf channel 71

stating the estimated time of arrival at the next (above-mentioned)

passage points.


11.5.1. By VTS-SG




When issuing the estimated time of arrival at passage points, also the

minimum passing distance is reported to shipping traffic (5 cables

when boarding/disembarking the pilot and 2 cables when sailing).

en route from s3/s4 to the breakwaters, vessels are only allowed to

overtake and / or cross the bow of an LnG tanker if explicit agree-

ments have been made in advance with the LnG tanker as well as

with VTs-sG.

11.5.2. By MBZ

as from the passing of the 'Z' buoy', Port control Zeebrugge co-

ordinates all in- and outbound traffic and all shipping traffic in the

harbour, maintaining a passing distance of 2 cables from the LnG

tanker, until she has rounded the 'LnG' buoy.

190


11.6. Police patrol



with the traffic control regulation and to verify the coordination of


checks if shipping complies with the instructions with regard to traffic

control by VTs-sG or by Port control Zeebrugge inside the port. at

the time of the patrol, it will contact the pilot on board of the LnG ves-

sel, and with VTs-sG (channel 04), and with Port control Zeebrugge

(channel 71).





furthermore, VTs-sG will ensure that all shipping in its traffic zones

is informed about the arrival of the LnG tanker, and her passing

times at the various waypoints.

12. Stay in the port of Zeebrugge - MBZ

The LnG tanker will berth port side to the LnG jetty. Throughout the

entire stay of the ship in the port, the following precautions will be

adopted among others:

12.1. The LnG tanker must have the required towing lines (fire-

wires) hanging overboard at all times.

12.2. The LnG tanker may have an under-keel clearance of less

than 15% of her draught during her stay in the port.

12.3. a tugboat equipped with suitable fire-fighting equipment

must remain in the vicinity of the LnG tanker at all times.

12.4. no ammunition carrying vessels may be present in the outer

port.

12.5. no gas tanker, for which no checklist 'simultaneous call of

an LnG tanker and a gas tanker for rinsing' has been deliv-

ered by a gas expert, is present in the outer port.

191


13. Nautical regulations upon departure

13.1. Permission to leave the port

one hour prior to departure, the pilot submits a sailing plan which

will be transmitted to VTs-sG.


times) simultaneously on traffic channels 65 and 69 at the following

times:

• 1 hour prior to departure• at the time of departure

The master will request Port control Zeebrugge for permission to

sail. This permission will only be granted when the following condi-

tions are complied with:

13.1.1. By MBZ


port.

13.1.1.2. no gas tanker, for which no checklist 'simultaneous call

of an LnG tanker and a gas tanker for rinsing' has been

delivered by a gas expert, is present in the outer port.

13.1.1.3. Tug(s):

• a minimum bollard pulling power with a total force of 40

tonnes is required for the tug(s) with fire-fighting equip-

ment. The tug(s) accompany the LnG tanker until she

passes the new breakwaters.

13.1.1.4. strict measures regarding order and time of departure will

apply, when other vessels report simultaneously.


(according to the observations of the weather station at the

western breakwater Zeebrugge).


192


13.1.2. By VTS-SG

13.1.2.1. The LnG tanker reports possible defects as recorded on the

tanker checklist to VTs-sG.


least 15% of her draught when in the harbour and at least

20% when at sea.

13.1.2.3. The tidal current at the breakwaters must be running at less

than 2 knots.

Port control Zeebrugge, VTs-Gs and the pilotage service decide in


13.1.1.5. up to and including 13.1.2.3.

13.2. Reports

after having received permission to sail, the vessel will, prior to

letting go, report the time of unmooring and the time of passing the

breakwaters to:

• VTs-sG on channel 19 (Radar control Zeebrugge)

• Vlissingen Traffic centre on channel 14

• Port control Zeebrugge on channel 71

13.3. Route and pilot disembarking

• The LnG tanker will sail via Pas van het Zand, Ribzand, Vaargeul

1, and pilot station Wandelaar. Depending on traffic agreements

made earlier and on fairway obstructions, LnG tankers can deviate

from this and follow the route scheur West, a1, sW akkaert.

• When the pilot disembarks from the LnG tanker, well clear of all

other pilot boarding/disembarking operations, all other vessels

will be warned in good time by the Wandelaar pilot cutter and VTs-

sG, and be requested to keep a safe distance (at least 5 cables)

from the LnG tanker.

193


13.4 Shipping regulations

13.4.1. By MBZ

as soon as the LnG tanker is ready to leave the LnG dock, and has

requested and obtained permission to do so, Port control Zeebrugge

will ensure the traffic control and co-ordination of all shipping inside

the port and all in- and outbound vessels, ensuring a minimum safety

distance of 2 cables from the moment the LnG tanker passes the LnG

buoy until she is clear of the Zeebrugge breakwaters.

13.4.2. By VTS-SG




furthermore, VTs-sG will ensure that all shipping remains informed

about the departure of the LnG tanker and her passing times.

13.5. Police patrol



with the traffic control regulations and to verify the co-ordination of


checks whether shipping complies with the instructions with regard

to traffic control issued by VTs-sG or by Port control Zeebrugge

inside the port.

at the time of the patrol, it will contact the pilot on board of the LnG

tanker and with VTs-sG (channel 04) and with Port control Zeebrugge

(channel 71).





194


Annex i – partners

Pilotage Service Zeebrugge Doverlaan 7 bus 2B- 8380 ZeebruggePhone +32 (0) 50 55.77.30 Fax. +32 (0) 50 55.77.33

Nautical Head of DepartmentCaptain Willem Van PouckePhone: +32 (0) 50 55 77 36 Mobile: +32 (0) 473 92 73 53e-mail: [email protected]

Maritime Police Zeebrugge Veerbootstraat 18380 BRUGGEPhone: +32 (0) 50/55.60.40Fax: +32 (0) 50/55.60.43e-mail: [email protected]

MBZ Harbour Management Brugge-ZeebruggeP. VandammehuisIsabellalaan 1B-8380 ZeebruggeBelgium

Phone: + 32 (0) 50 54 32 40 (during office hours)Fax: + 32 (0) 50 54 32 49 (during office hours)

Phone: + 32 (0) 50 54 68 67 (during office hours)Fax: + 32 (0) 50 55 03 50 (during office hours)

e-mail: [email protected]: www.portofzeebrugge.be

VTS-SG Traffic Centre Zeebrugge Westelijke Havendam (Western Pier)8380 Zeebrugge Operation centre – head operator:

Phone: +32 (0) 50 55 08 01 Phone: +32 (0) 50 55 08 02 Fax: +32 (0) 50 54 74 00 e-mail: [email protected]

Fluxys Chris VandecasteelePhone: +32 (0) 2 282 78 37Fax: +32 (0) 50 36 66 09e-mail: [email protected]

Reception desk:Phone: +32 (0) 50 36 66 11Fax: +32 (0) 50 36 66 09

195


MRCC-SAR Agency for Maritime and Coastal ServicesMaritiem Plein 3 8400 Oostende

Phone: + 32 (0) 59 34 10 20 (operational)+ 32 (0) 59 70 10 00 or + 32 (0) 59 70 11 00Fax: + 32 (0) 59 54 32 49

Nautical Head of Department Capt. Réjane GyssensPhone: +32 (0) 474 78 03 17e-mail: [email protected]

MRCC-SAR Oostende Maritiem Plein 38400 Oostende

Phone: + 32 (0) 59/34.10.20 (operational)Phone: +32 (0) 59/70.10.00 or +32 (0) 59/70.11.00e-mail: [email protected]

GNA Common Nautical Authority

Scheldecoördinatiecentrum (SCC)Commandoweg 50,NL - 4381 BH Vlissingen.

Phone: + 31 (0) 118.424.759e-mail: [email protected]

Annex ii - General Observations

The LnG regulations apply to the present configuration of the LnG

terminal. In the event of an expansion of the LnG terminal, the har-

bour regulations shall be reviewed.

The LnG regulations for the Q-max series will be subjected to an as-

sessment not later than 5 arrivals of LnG vessels.

196


Annex iii - comparison of nautical prior conditions

Smal

l LN

G c

arrie

rsR

egul

ar L

NG

car

riers

Q-flex

Q-m

ax

Dim

ensi

ons

< 20

0 m

eter

LOA

< 30

0 m

; WO

A <

50 m

; Tm

ax: 1

3.5

m; 1

75,0

00 m

³LO

A 31

5 m

; WO

A: 5

0 m

; Tm

ax: 1

3.6

m; 2

17,0

00 m

³LO

A 34

5 m

; WO

A: 5

3.8

m;

Tmax

: 13.

6 m

; 266

,000

m³

Pilo

t boa

rdin

g - P

ilot

stat

ion

Buo

y ‘K

B’

½’ e

ast o

f buo

y ‘A

Z’½

’ eas

t of b

uoy

‘AZ’

½’ e

ast o

f buo

y ‘A

Z’

Min

imum

saf

e di

stan

ce to

pi

lot s

tatio

n5

cabl

es5

cabl

es5

cabl

es5

cabl

es

Min

imum

saf

e di

stan

ce

at s

ea2

cabl

es2

cabl

es2

cabl

es2

cabl

es

Vess

el c

lass

ifica

tion

over

size

dov

ersi

zed

over

size

dov

ersi

zed

Firs

t arr

ival

by d

aylig

htby

day

light

by d

aylig

htby

day

light

+ ri

sing

wat

er

Tugs

inbo

und

1 –

40 b

p –

buoy

'Z'

4+1

– 18

0 bp

– b

uoy

'SZ'

4+

1 –

210

bp –

buo

y 'S

Z'

4+1

– 30

5 bp

– b

uoy

'SZ'

Tugs

out

boun

d1

– 40

bp

– up

to b

reak

-w

ater

3 –

150

bp –

up

to b

reak

-w

ater

4 –

165

bp –

up

to b

reak

-w

ater

4 –

260

bp –

up

to b

reak

-w

ater

Max

imum

win

d I/O

< 14

m/s

wes

tern

bre

ak-

wat

er<

14 m

/s w

este

rn b

reak

-w

ater

< 14

m/s

wes

tern

bre

ak-

wat

er<

12 m

/s w

este

rn b

reak

-w

ater

Und

er-k

eel c

lear

ance

I/O

20%

at s

ea; 1

5% in

por

t20

% a

t sea

; 15%

in p

ort

20%

at s

ea; 1

5% in

por

t20

% a

t sea

; 15%

in p

ort

Visi

bilit

y I/O

1/2

mile

1/2

mile

1/2

mile

1/

2 m

ile

Max

. tid

al c

urre

nt

inbo

und

< 2

knot

s<

1.5

knot

s<

1.5

knot

s<

1.5

knot

s

Max

. tid

al c

urre

nt

outb

ound

< 2

knot

s<

2 kn

ots

< 2

knot

s<

1.5

knot

s

_(Source:MRCCOstend-LNGregulationsversion1601-dated04/02/2011)

197


› 1/25 PORT OF ZEEBRUGGE - PORT SiGNALS AT THE NEW BREAKWATERS BaZ1/25-2011cancelled

The port signals on the new breakwaters (westdam position 51°21’,74

n - 3°11’,18 e) in Zeebrugge were officially put in service on January

1st 1996 to allow for arrival and/or departure of vessels. Passing the

new breakwaters is regarded as arriving at/sailing from the port of

Zeebrugge so vessels should take note of these port signals. The

signals on the lighthouse on the Leopold II breakwater will continue

to exist, be it in a secondary role to the ones on the new breakwaters.

198


flikk

eren

d

flikk

eren

d

cONFiGURATiON OUTER-HARBOUR SiGNALS AT NEW

BREAKWATERS AT ZEEBRUGGE

nr. sea- Land- Meaning

side side

(e&W) (W)

1 Grave emergency PoRT cLoseD -

all vessels stop or GRaVe DanGeR

divert according to

instructions

2 arriving forbidden, PoRT cLoseD

sailing forbidden

3 arriving forbidden, saILInG

uitvaren toegelaten

eenrichtingsverkeer

4 arriving allowed, aRRIVInG

sailing forbidden

one way traffic

5 arriving and sailing oPen TRaffIc

allowed

6 arriving allowed if LnG-VesseL In

explicit permission,

sailing forbidden

Vessel headed for

LnG-terminal

7 arriving forbidden, LnG-VesseL oUT

sailing allowed if

explicit permission

Vessel sails from

LnG-terminal

(Source:MBZ-Zeebrugge)

199


› 1/26 WARNiNG ON THE USE OF NON-EQUiVALENT ELEcTRONic SEA cHARTS BaZ1/26-2011cancelled

The “International Maritime organization” (IMo) issues a warning on

the use of nonequivalent electronic sea charts in the following text:

1. “The sub comittee on the safety of navigation (IMo) has expressed

concern at the proliferation of “non-equivalent” electronic chart

systems, which use chart data not compatible with the accuracy of

world-wide radionavigational systems and the practice of certain

manufacturers to present their “non-equivalent” electronic charts

as meeting IMo standards.

2. shipowners and mariners are warned of the possible dangers of

using “non-equivalent electronic chart systems”, which use data

not compatible with the WGs-84 datum and do not comply with the

provisional performance standards for ecDIs circulated by IMo.

3. Whilst the equipment concerned may be of assistance to naviga-

tion, if used without due care and a full understanding of its limita-

tions and possible errors or if poor chart data, not based on official

or authorized chart databases supplied by hydrographic offices,

are used in conjunction with an accurate position fixing system

such as the GPs, the equipment could be a danger, rather than an

assistance, to proper navigation”.

_(Source:IMOSN-CIRC.157(7january1993)-MDK-afdelingKust-VlaamseHydrografie)

200


› 1/27 WORLD GEODETic SYSTEM 1984 (WGS84) BaZ1/27-2011cancelled

coordinates unambiguously determine positions on the earth. However

they only do so when the mathematical model of the earth to which

they apply is known as well. all around the world, the latitudes and the

longitudes are defined in relation to the meridian of Greenwich and the

equator. The meridians and the parallels are represented on all navigation

charts.

The earth has no regular spherical form. The greatest deviation is that the

earth is flattened at the poles. Therefore the coordinates are given rela-

tive to an ellipsoid, a mathematical representation of a flattened sphere

which is the most representative of the shape of the earth. an ellipsoid,

its location and orientation form the geodetic datum, which coordinates

recorded. Geographic coordinates are expressed in degrees, minutes and

possibly seconds.

The GPs-system (see BaZ 1/28) Works with the datum ‘World Geodetic

system 1984’, WGs84. Besides this datum, there are many other ones in

use. Using a different datum for a set of coordinates may lead to errors

of sometimes up to hundreds of meters. Many GPs receivers can be set

up to a particular datum. all modern sea charts also offer corrections

for the coordinates that have been received by a GPs receiver vis-à-vis its

standard datum, the WGs84.

The Belgian sea charts are published in WGs84:

- from 2002 for the D11, 101 (InT 1474), 102 (InT 1480), 103, 104 and

106 (InT 1478).

- from 2010 for the 103.

- from 2011 for the 106 (InT 1478).

This is because of the increasing use of the GPs-system and in order to

create more international uniformity.


201


› 1/28 (DiFFERENTiAL) GLOBAL POSiTiONiNG SYSTEM - THEORY AND PRAcTicE BaZ1/28-2011cancelled

1. GLOBAL POSiTiONiNG SYSTEM (GPS)

There are currently various Global navigation satellite systems

(Gnss) which the U.s. Global Positioning system (GPs), the best

known and most used.

The Global Positioning system (GPs) is a very precise, satellite-based

radio navigation system that offers three-dimensional position deter-

mination, velocity and time. GPs works in all weather conditions and

has a continuous and global coverage.

GPs receivers gather signals from satellites that are “within sight”.

These receivers offer information about the position of the user, ve-

locity and time for naval, land and aeronautic applications. some re-

ceivers offer extra information such as distance to and bearings from

previously selected reference points (way-points) or digitalized charts.

In 1996 the International Maritime organisation (IMo) acknowledged

GPs as a component of its worldwide radio navigation system as

described in Resolution a 815 (19).

With these marginal notes:

• The precision of GPs is not sufficient for navigation inside ports,

port entrances and approaches

• GPs-sPs (cf. below) does not provide an immediate integrity warn-

ing with regard to a malfunctioning of the system

• differential applications can significantly increase both precision

and integrity.

202


The system consists of at least 24 satellites, with 6 of them perma-

nently available for position determination at any place in the world.

The positions obtained from GPs are primarily based on the World

Geodetic system-84 (WGs84) (for a clarification on the use of this

geodetic datum, cf. BaZ 1/27).

GPs offers two service levels:

• the so-called standard Positioning service (sPs) for general public

use

• the coded so-called Precise Positioning service (PPs), primarily

meant for particular military applications.

“The sPs signal precision was deliberately lowered up until May

2000 using the so-called ‘selective availability (sa)’ effect. ever since

a precision of 22,5 metres 2 σrms applies for horizontal position

determination. This means that in 95% of all cases the calculated

position is closer than 22,5 metres to the actual position. stopping the

sa-effect does not lead to an improvement of the system’s integrity.

The precision is partially determined by the satellite geometrics: the

number of satellites that is at the horizon at any given moment and

their constellation. so practically speaking, the GPs system can give

even more precise positions. The ‘Horizontal Dilution of Precision

(HDoP) is a measure for the influence of the satellite geometrics on

the quality of position determination. The geometry is considered to

be good if the receiver gives a value of 3 or less for the HDoP.”

The United states coast Guard navigation centre (naVcen) provides

civilian GPs users with the current system status and other GPs

satellite information.

Plans are being made to, after adjustment of soLas, chapter V, art

12/p by IMo (compulsory radio navigation receiver), broadcast mes-

sages with regard to potential shortcomings of the system by the de-

partment scheepvaartbegeleiding (Department shipping assistance

service) and Radio oostende via naVTeX to shipping.

203


2. DiFFERENTiAL GLOBAL POSiTiONiNG SYSTEM (DGPS)

Differential GPs is a system that calculates corrections for GPs

systems and transmits them by processing GPs signals on a position

with known coordinates. such an expansion safeguards the integrity

and will provide an improved horizontal precision: about 10 metres 2

σrms.

In the context of IaLa (International association of Lighthouse au-

thorities) a concept has been developed that provides a DGPs-service

by using (among other things) an existing radio beacon as a datalink

transmitter (287,5-315 kHz).

a publicly accessible DGPs navigation system for the Belgian coast

has been declared operational as of January 1995.

It is located in oostende and works on 312 kHz. The range of the

transmitter is about 40 nautical miles, while reaching a precision of

better than 5 metres. The broadcasts are on a 24/24 permanent basis.

3. USE OF cHARTS AND GPS NAViGATiON

GPs offers the possibility to determine a precise position with rela-

tively simple means. and precision can be improved even more when

using a DGPs (cf. point 2 for technical details).

The great precision is a very positive evolution for the mariners and

general safety. still, one must not lose track of the reality of things.

204


Some important points of attention:

1. (D)GPS precision

• While using GPs, the chance that the true position is within a radius

of 22,5m of the given position is 95%. The exact position will never be

determinable.

• for more precise applications DGPs must be used.

• above values only apply when taking into account the datum of the GPs

system, WGs84. cf. BaZ 1/27 for more information. The incorrect use of

horizontal datums can lead to errors of up to several hundreds of metres.

2. Precision of charts

Modern sea charts are generally based on hydrographic surveys made in

the past decades.

The older position determination techniques usually guarantee a preci-

sion that is not as great as that of the DGPs.

This means that the position of some objects on the charts, such as

wrecks, may contain imprecisions.

These deviations can range from some 10 metres up to a 100, depending

on the location. In general: the further away from land, the more impre-

cise.

as far as the Belgian sea charts go, the positions of all wrecks found in

the Belgian continental flat have been determined with the use of DGPs.

3. Navigation recommendations

• Make sure you use the correct “Geodetic Datum”.

check this when switching to another chart, especially foreign ones.

• If necessary, apply the stated corrections to the position.

• Keep in mind that a GPs position is not flawless.

• Look out for position imprecisions on every chart, especially when it

concerns wrecks and flats.

Keep in mind that wrecks tend to have a certain size. The most shal-

low point is usually registered as the position.

so, in short: don’t narrowly sail by underwater obstructions.


205


› 1/29 cLARiFicATiON ON THE USE OF RNc AND ENc iN EcDiS BaZ1/29-2011cancelled

a raster chart is made by scanning the original paper chart and as

such it is an exact copy of that chart. such a chart resembles the

familiar paper product and can barely be manipulated, despite being

an electronic chart. The officially published raster chart is indicated

as the “Raster navigational chart” (Rnc).

several international hydrographical services publish official raster

charts under their own brand name.

The english aRcs is the best known one and stands for “admiralty

Raster chart service”.

Vector charts are charts in which all data have been saved as indi-

vidual elements. Because of the built-in intelligence a vector chart

offers a lot more possibilities for navigational support than a raster

chart. The officially published vector chart is called the “electronic

navigational chart” (enc).

at the end of 1998 the “International Maritime organization” (IMo) de-

cided to allow the use of Rncs next to encs. But the Rncs may only

be used when no enc is available for the area concerned.

It is also provided that, if navigating with Rnc, a corresponding set of

paper charts should be used.

systems that fully meet the IMo Performance standards are official

and are indicated with the term ecDIs. ecDIs stands for “electronic

chart Display and Information system”. Their use is accepted by the

IMo as a replacement for an up-to-date paper sea chart. The obliga-

tion to carry adequate charts has been stated in the IMo “safety of

Life at sea” (soLas) convention. It has been internationally agreed

upon that wherever this convention speaks of paper charts, one may

read ecDIs instead. all other systems that do not meet the IMo-

standard are non-official and will be indicated with the term “elec-

tronic chart system” (ecs).

206


To steer the introduction of the electronic chart in the right direction

the “International Hydrographical organization” (IHo) introduced the

“World-wide electronic navigational chart Database” (WenD)-con-

cept in 1992. This concept is based on the assumption that in different

regions of the world, mutually linked regional centres for electronic

charts will be founded.

These centres, Rencs (“Regional electronic navigational chart co-

ordinating centres”), will function as mediators between the hydro-

graphical services and the users.

furthermore, for information concerning the use of ecDIs and Rnc/

enc, the IHo-publication s-66 (‘facts about electronic charts and

carriage Requirements’) is downloadable for free from the section

publication of the IHo-website: www.iho.int.


207


› 1/30 UNDERWATER cABLES AND PiPELiNES BaZ1/30-2011cancelled

1. Warning against anchoring and trawling close to or in the vicinity of submarine cables and pipelines

In connection with the serious disturbances in connection or supply,

which might result in case of damage, the very high repair costs, and

in some case potential danger of life, all precautions must be taken

so as to avoid anchoring and trawling at or close to submarine pipe-

lines, even when there is no specific ban on the chart.

In order to avoid the risk of damaging submarine electricity cables as

much as possible, a 250 meter protected area is created; this area is

located at both sides of the cable. It is not allowed to drop any anchor

in that area, even when there is no specific prohibition on the chart.

other activities, except for the installation of another cable in accordance

with the stipulations of the Royal Decree dated 12 March, 2002, such

as trawling, can only take place if these activities do not create any

risks for the electricity cable.

2. Potential dangers resulting of rupturing cables or pipe-lines in order to clear anchors or fishing gear

certain cables are high voltage cables, and can create a serious

danger of life or as a minimum the risk of serious burns in case such

cables are ruptured.

When a vessel breaks down because of a submarine cable, the anchor

or the fishing gear must be let slip and sacrificed without doing the

slightest attempt to chop the submarine cable while taking all pre-

cautions and avoiding any risk of damaging the cable.

exaggerated force exercised on a pipeline can result in rupturing or

tearing the line. In the case of a gas line, the gas escaping at high

pressure all of a sudden might resemble an explosion, and can cause

208


not only serious damage but also result in immediate and serious

danger of fire or even loss of the vessel and human lives.

When a vessel breaks down due to a pipeline, the anchor or the fish-

ing gear must immediately be let slip and sacrificed without under-

taking any attempt to clear the anchor or fishing gear.

With the goal of striving for greater protection of submarine cables

and pipelines, and in order to avoid very expensive repair works,

interruption of connections or of supply, the mariners’, and especially

the fishermen’s, special attention is drawn to article 7 of the Law

dated 18 april, 1885, on the approval of the International convention

on the protection of submarine telegraph cables, and to the procedure

provided in it concerning obtaining indemnity for loss or sacrifice of

anchors or fishing gear. article 29 of the International convention on

the High sea, realized in 1958 in Geneva, has expanded the bearing of

article VII of the 1884 convention (telegraph cables) to all submarine

cables and pipelines. The 1982 Law of the sea convention, as ratified

by the Law dated 18 June, 1998, adopted these provisions, and lays

down that:

Artikel 115 - Indemnity for loss incurred in avoiding injury to a sub-

marine cable or pipeline

every state shall adopt the laws and regulations necessary to ensure

that the owners of ships who can prove that they have sacrificed an

anchor, a net or any other fishing gear, in order to avoid injuring a

submarine cable or pipeline, shall be indemnified by the owner of the

cable or pipeline, provided that the owner of the ship has taken all

reasonable precautionary measures beforehand.

_(Source:FODEconomie)

209


210


211


› 1/31 OcEANOGRAPHic AND OTHER SiMiLAR STATiONS BaZ1/31-2011cancelled

More and more stations that are floating at sea, anchored or tied

down, are being laid out for scientific or experimental observations

(oceanographic and meteorological), or for commercial purposes (for

example drilling rigs). These may be buoys, masts, poles as well as

manned and unmanned towers or platforms. such stations are often

close to shore or near shipping routes. When in collision with a vessel

they may take heavy damage, or cause heavy damage to the ship.

In order to facilitate their identification they are always painted in a

clearly visible and special manner and equipped with both visual and

sound signals that are as different as possible from the navigation

signals that are otherwise to be expected in the area. These special

marks and signals will be announced to mariners in time in the usual

manner.

Mariners are strongly advised to always consult the latest reports

about such stations or installations, to update their sea charts pre-

cisely and to use landing charts on a grand scale if their voyage route

should bring them in the vicinity of one of these stations or installa-

tions. It should also be noted that floating or anchored stations are

sometimes equipped with a long cable attached to precious instru-

ments. as with other navigational obstacles, mariners are advised to

sail past these stations at a safe distance.

_(Source:MDKandFODEconomie)

212


› 1/32 PROTEcTiON OF OFFSHORE iNSTALLATiONS BaZ1/32-2011cancelled

1. according to international law a coastal state has the right to build

and maintain installations and constructions on the continental

flat, to trace natural resources and exploit them, to install safety

zones around such installations and to take the necessary measures

within these zones to protect them.

2. safety zones may reach up to 500 metres around the installations,

measured from each point of its extremities. It is forbidden for all

mariners to sail these safety zones, unless they are to perform

offshore work there. Moreover, it is advised to those involved to

sail around the borders of these zones at an ample distance.

3. Most Western european coastal states have included the right to

install safety zones in their national law and consider breaching

of these zones a punishable offence. Because the type of coastal

installations varies from state to state, mariners are strongly ad-

vised to take account of the existence of these safety zones unless

they were given different information. Installations around which

safety zones may be installed are among others permanent pro-

duction platforms, movable drilling rigs, windmills, loading places

for tankers en sea bottom installations including underwater drill

heads.

4. attention is requested for the yearly published BaZ nr 19 of the

British admiralty, which contains a list of Permanent Platforms

in the north sea and of loading places for tankers. The positions

of the moveable drilling rigs are reproduced in section III of the

weekly “notices to Mariners” (“admiralty notices to Mariners”).

_(Source:MDK-FODEconomie-FODMobiliteit)

213


› 1/33A MiNiMUM REQUiREMENTS cERTAiN TANKERS THAT WiSH TO SAiL TO A BELGiAN PORT MUST MEET BaZ1/33A-2011cancelled

The attention of the mariners is requested for the KB of 14-8-1984

(Belgian statute Book of 22-9-1984) which contains a reporting duty

and a checklist for such vessels.

_(Source:FODMobiliteit&Vervoer)

› 1/33B REPORTiNG DANGEROUS SUBSTANcES TO THE cOMMON NAUTicAL AUTHORiTY BaZ1/33B-2011iscancelled.

Article 11. The Master of a seagoing vessel, loaded with or emptied with dan-

gerous substances, as referred in annex 1 of the shipping Regula-

tions Western scheldt 1990, reports this to the common nautical

authority.

2. This report must be made:

a. at least twenty-four hours before arrival in the management area of

the common nautical authority, or

b. if the destination is known upon departure from the previous port,

and the travelling time is less than twenty-four hours, not later

than the time at which the vessel is leaving the previous port, or

c. in case the destination was not yet known upon departure from

the previous port or is changed during the voyage, as soon as it is

known but not later than the time of entering the Dutch territorial

sea.

214


Article 2The report, as referred to in article 1, must be carried out using the

reporting form as appended to the present announcement, and must

be sent to the common nautical authority at fax number 00 31 (0)

118-472503 or to the e-mail address [email protected].

Article 3The common nautical authority will consider a report of dangerous

substances, received from the port authorities through the central

Broker system, as a report that is in accordance with article 1.

Article 4The captain of an inland vessel or a convoy with more than twenty

containers on board or with at least one container on board to which

the aDnR applies, regardless of the number of containers, and that

is entering the control area of the common nautical authority for the

first time during a certain voyage, reports his dangerous substances

and the number of containers in an electronic way. This report must

be carried out according to what is applicable to navigation on the

Rhine and has been laid down by the central commission for naviga-

tion on the Rhine.

Article 5Hereby the Joint announcement no. 01-2009 is cancelled.

Article 6These prescriptions come into force as from 1 March, 2010.

These prescriptions are published with explanatory notes in the Dutch

state Gazette and the Belgian state Gazette.

215


REPORTiNG FORMReporting of cargo information data of vessels loaded with or emp-

tied of dangerous substances to the common Nautical Authority

The vessels mentioned in the introduction must, before entering the

management area of the common nautical authority, report the fol-

lowing information:

Vessel information:

Vessel’s name: - call sign: -

Length: - m. Width: - m.

Draught: - dm

Route:

Port of departure: Pilot station:

sB/Wn

Port of destination:

– – –

cargo information:

Information about the cargo or about the cargo of which the vessel is

emptied.

Denominations of the dangerous substances* Un.nr. or MaRPoL

category.

Denomination of

the substance:

Un.nr.: MaRPoL:

– – –

– – –

– – –

– – –

– – –

216


Vessel is gas-free:

In case a tanker vessel is in possession of a gas-free certificate of the

Dutch or Belgian gas expert, then report that the vessel is declared

gas-free by the gas expert, and transmit the corresponding certifi-

cate.

*Dangerous substances

are substances covered by the prescriptions of:

• De Gc-code;

• De IGc-code;

• De eGc-code;

• De BcH-code;

• De IBc-code;

• De IMDG-code;

• Group B of the Bc-code;

• annex I of the MaRPoL;

• annex II of the MaRPoL;

• annex III of the MaRPoL.

_(Source:BassVlissingen014/10-VTS-SMGezamenlijkeBekendmakingnr.01-2010-d.d.11/02/2010)

217


‹ 1/33c TRANSPORT OF DANGEROUS SUBSTANcES WiTH GAS TANKERS TO AND FROM THE ScHELDT PORTS BaZ1/33D-2011cancelled

The following prescription are laid down:

Article 1. General provisions

1. These prescriptions are applicable to the waters that are part of the

management area of the common nautical authority.

2. In these prescription is also meant by a gas tanker loaded with dan-

gerous substances is also meaning a gas tanker that was loaded with

dangerous substances and for whom no certificate stating that the vessel

is free from dangerous substances was issued by a Dutch or Belgian

recognized gas expert.

Article 2. Prescriptions for the transport of dangerous substances

1. In case a gas tanker is loaded with dangerous substances as meant

in annex 1 of the Dutch shipping Regulations Western scheldt, the

captain must observe the following prescriptions:

a. a navigation plan must be prepared and applied;

b. a copy of the navigation plan must be presented for consulting at

first request to the common nautical authority;

c. it must be sure be certainty that no dangerous overpressure is

present in the tanks;

d. particularities and changes of the condition of the vessel or the

cargo that can affect the safety, must immediately be reported to

the Joint nautical authority.

2. What defined in section one, part a and b, is not applicable to gas

tankers loaded with the following dangerous substances:

a. ethylene oxyde, if the largest tank measures less than 1,000 m3 and

if the vessel does not carry more than 5,000 m3;

b. acetaldehyde, ammonia, ethyl chloride or methyl chloride, if the

largest tank measures less than 1,500 m3 and if the vessel does not

carry more than 7,500 m3;

218


c. butane, butan/propane mixtures, butadiene, butylenes, ethane,

ethene (ethylene), methane, methylacetylene/propadiene mixtures,

propane, propene (propylene) or vinyl chloride, if the largest tank

measures less than 3,000 m3 and if the vessel does not transport

more than 15,000 m3;

d. dichlordifluoromethane, dichlormonofluoromethane, dichlor-

tetrafluoroethane, monochlordifluoromethane, monochlor-

tetrafluoroethane, monochlortrifluoromethane or nitrogen.

Article 3.

1. furthermore, when sailing on the Western scheldt or on the canal

from Ghent-Terneuzen, the captain of a gas tanker loaded with danger-

ous substances not covered by the exception of article 2, section 2,

must observe the following prescriptions:

a. when entering, he must follow the route via the scheur waterway

and the main channel;

b. when leaving, he must follow the route through the main channel

and the scheur waterway;

c. when entering, besides the reporting of the passing of the usual

points, also the passing of buoy ‘sch-3’ must immediately be

reported;

d. the vessel is only allowed to sail, when there are no obstacles in

the chain from the pilot station at sea up to and including the berth

place and vice versa;

e. sailing is forbidden or must be interrupted if possible by anchoring,

at a visibility of 2,000 metres or less.

2. The trip of a vessel as meant in section one may only start if

authorization (clearance) is given by the common nautical authority.

This authorization can be subject to additional conditions. an given

authorization can at any time be withdrawn.

219


Article 4. Final provisions

1. These prescriptions don’t affect what has been defined in other

legislation and regulations as well what has been defined in the com-

mon announcements as issued by the common nautical authority.

2. The common announcement no. 05-2004, dated June 1, 2004 and

the corresponding Bass 055/04, as published in the Dutch state Ga-

zette no. 107/2004, are herewith cancelled.

3. These prescriptions enter into force as from april 1, 2009.

_(Source:GNA-Vlissingen-gezamenlijkebekendmaking02/2009d.d.20/03/09)

› 1/33D THE WEST EUROPEAN TANKER REPORTiNG SYSTEM (WETREP) BaZ1/33F-2011cancelled

Issuance of the compulsory shipping report system for Western euro-

pean P s s a (Particularly sensitive sea area).

some Western european waters have been indicated as Pssa areas

by the IMo following a proposition from Belgium, france, spain, Ire-

land, Portugal and the United Kingdom.

This Pssa area borders to the 15th degree west meridian, the Porcu-

pine Bank, including parts of the special area of northwestern europe

(issued under statutory annex 1, MaRPoL 73/78), the english channel

and coastal waters, and certain parts of the PRa (Pollution Response

area) and eeZ (exclusive economic Zone) along the spanish, french

and Portuguese coasts (see supplements 1 and 2).

220


IMo approved a compulsory report system for tankers (WeTReP) that

took effect on July 1st 2005 at 00h00 UTc for all tankers with a ton-

nage larger than 600 tonnes, carrying:

• black crude oil, i.e. oil with a density of over 900 kg/m3 at 15°

celsius or

• heavy fuel oil, i.e. fuel oil with a density of over 900kg/m3 at 15°

celsius, or a kinematics viscosity higher than 180mm2/s at 50°

celsius or

• asphalt, tar and their emulsions.

Vessels sailing to and from Western european reporting areas should

report:

• upon sailing in the reporting area or

• immediately upon departure from a port, terminal or anchoring

area within the reporting area or

• when they will deviate from the route towards their original

destination port/terminal/anchoring area or position “for orders”

transmitted when sailing into the reporting area or

• when a deviation from the planned route is necessary because of

bad weather conditions or malfunctioning equipment or a change

in the navigational situation or

• when leaving the area for the last time.

Notes:

Vessels do not need to report if, upon passing through, the border of

the reporting area is only sporadically crossed, and on other occa-

sions than when first sailing in or out.

When arriving in the WeTReP reporting area the vessels must inform

the nearest proper authorities. The VTs, Rcc and Radio coastal

station or other participants to whom the report must be sent are

mentioned in supplement 4.

221


should the vessel be unable to inform the nearest Radio coastal sta-

tion or another participant, she should report this to the next nearest

radio coastal station or any other participants mentioned in supple-

ment 4.

The reports must be made in the format described in supplement 3.

Reports may be made using any modern means of communication,

including Inmarsat c, telefax and email as they are described in sup-

plement 4.

Reports may be made free of charge via GMDss through a Rcc of one

of the participating countries from supplement 4. oral reports must

contain the obligatory fields including the identification letters. To

reduce the amount of reports vessels must make (due to other report

systems within the WeTReP reporting area, e.g. caldovrep); vessels

may indicate which additional report system they are planning to pass

during the transit of WeTReP reporting area. This will result in an

important reduction of time and additional information in reports of

other systems within the WeTReP reporting area.

Vessels equipped with InMaRsaT c (ses) will be able to send mes-

sages via Inmarsat c free of charge if they keep to the following

procedures: choose special access code (sac)45 only via MRcc

falmouth Les atlantic ocean area - east (102); atlantic ocean area -

west (002) or Indian ocean (302).

(note: It is possible that the message will not be received by WeTReP

if sent via any other Les.)

222


ANNEXES

1 Description of the reporting area with coordinates.

2 chart of the reporting area.

3 Reporting form.

4 Identification of stations to which reports must be sent.

Annex 1. DEScRiPTiON OF THE cOMPULSORY REPORTiNG SYSTEM FOR THE WESTERN EUROPEAN PSSA AREA WiTH cOORDiNATES

Description of the area

• The area covers the west coast of the United Kingdom, Ireland,

Belgium, france, spain and Portugal, from the shetland Islands in

the north to cape st-Vincent in the south, and the english channel

and its approaches as indicated in the chart publication of supple-

ment 2.

• The WeTReP area is an area bordered by the line that connects the

following geographical coordinates (all coordinates are expressed

using WGs 84 as reference system).

223


nUMBeR DeGRee of LaTITUDe DeGRee

of LonGITUDe

1 (UK) 58°30’n UK coast

2 (UK) 58°30’n 000°

3 (UK) 62°n 000°

4 (UK) 62°n 003°W

5 (UK+ Irl) 56°30’n 012°W

6 (Irl) 54°40’40”.91n 015°W

7 (Irl) 50°56’45”.36n 015°W

8 (Irl+UK+f) 48°27’n 006°25’W

9 (f) 48°27’n 008°W

10 (f+s) 44°52’n 003°10’W

11 (s) 44°52’n 010°W

12 (s) 44°14’n 011°34W

13 (s) 42°55’n 012°18’W

14 (s+P) 41°50’n 011°34’W

15(P) 37°n 009°49’W

16 (P) 36°20’n 009°00’W

17(P) 36°20’n 007°47’ W

18 (P) 37°10’n 007°25’W

19 (B) 51°22’25”n 003°21’52”.5e

(border between

B and nL)

20 (UK) 52°12’n UK east coast

21 (IRL) 52°10’.3n 006°21’.8W

22 (UK) 52°01’.52n 005°04’.18W

23 (UK) 54°51’.43n 005°08’.47W

24 (UK) 54°40’.39n 005°34’.34W

• Geographical coordinates serving as identification of a Pssa are to

be used solely for this purpose and may not be interpreted differ-

ently with regard to maritime limits and borders.

224


Annex 2. PSSA cHART - WESTERN EUROPEANWATERS PARTicULARLY SENSiTiVE SEA AREA (UKHOchart 4011)

225


Annex 3. REPORTiNG FORM (cORRESPONDiNG WiTH iMO RESOLUTiON A.851(20))

identification system: WETREP

followed by a two-letter abbreviation for the identification of the re-

port: sP (sailing plan), fR (final report) or DR (deviation report).

Information that must be reported:

a: Vessel identification (vessel name; callsign; IMo identification

number and MMsI number)

B: Date/time

c: Position

e: True course

f: speed

G: Last port

I: next port and estimated time of arrival

P: Type of oil cargo, quantity, degrees and density

Q: only in the event of there being shortcomings or insufficiencies in

normal navigation

T: address of the cargo supplier

W: number of persons aboard

X: any information applying to these tankers

• characteristics and estimated quantitity of used bunker oil

for tankers holding over 5000 tonnes of bunker oil

• navigational condition (for example making way, under way,

difficultly manoeuvrable etc …)

226


Annex 4. VESSEL TRAFFic SERVicES, Rcc, cOASTALRADiO STATiON OR OTHER FAciLiTiES TO WHOM THEREPORTS MUST BE SUBMiTTED (GEOGRAPHicAL POSi-TiONS REFER TO THE WGS 84)

Position coordinates

BELGiUMMRcc – saR oostende: 51°14’n 002°55’ e

Tel: +32 59 70 10 00

Tel.: +32 59 70 11 00

fax: +32 59 70 36 05

VHf: 9, 16, 67, 70

Mf: 2182 kHz

MMsI: 00 205 99 81


FRANcEMRcc Gris-nez: 50º52’ n 001°35’ e

Tel.: +33 3 21 87 21 87

fax: +33 3 21 87 78 55

Telex: 130680

Inmarsat-c: 422799256

VHf: 16, 70

MMsI: 002275100

MRcc corsen: 48º25’ n 004º47’ W

Tel.: +33 2 98 89 31 31

fax: +33 2 98 89 65 75

Telex: 940086

Inmarsat-c: nil

VHf: 16, 70

MMsI: 002275300

227


iRELANDMRcc Dublin

Tel: +353 1 6620922/23

fax: +353 1 6620795


communications may be sent to MRcc Dublin via:

MRsc Valentia (eJK) 51º56’ n 010º21’ W

MRsc Malin Head (eJM) 55º22’ n 007º21’ W

PORTUGALMRcc Lisbon: 38º 40’ n 009º19’ W

Tel: +351 21 4401950, or

+351 21 4401919 (for emergency only)

fax: +351 21 4401954

Telex: 60747 P.

e-mail: [email protected].

SPAiNMRcc Madrid 40º24’ n 003º43’ W

Tel: +34 91 7559133

fax: +34 91 5261440

Telex: +5241210, +5241224


MRcc finisterre: 42º42’ n 008º59’ W

Tel: +34 981 767500

fax: +34 981 767740

Telex: +5282268, +5286207


VHf: 16 & 11

Mf: 2182 kHz

MMsI: 002240993

228


MRcc Bilbao 43º20’.8 n 003º01’ W

Tel: +34 944 839286

fax: +34 944 839161


VHf: 16 & 10

MMsI: 002240996

UNiTED KiNGDOM

sea areas a1 and a3 (see the relevant international radio

publications)

MRcc falmouth (coordinating station for the United Kingdom)

Telephone: +(0)1326 317575

facsimile: +(0)1326 318342

Inmarsat-c on 423200158


_(Source:MDK-afdelingScheepvaartbegeleidingd.d.27/07/2005.IMOSN/Circ.242)

229


› 1/34 SEA WATER POLLUTiON DUE TO OiL OR OTHER HAZARDOUS SUBSTANcES BaZ1/34-2011cancelled

The permanent “commissarissen van Toezicht op de scheldevaart”

(commissaires of supervision on scheldt shipping), granting conse-

quence to the request of the IMo resolution Msc/circ 130 of 6-4-

1972, have adopted the following announcement of 6-5-1974:

1. In accordance with international agreements and national law, it is

prohibited to pump oil or oil remains overboard near the shore and

in open sea.

2. The shipping Inspection of the netherlands requested the Dutch

pilotage service if it would cooperate on the observance of these

regulations by reporting and (if possible) tracking down vessels

pumping oil overboard near the shore or at sea (and on the river).

In Belgian waters the personnel of the Belgian pilotage service is

charged with the observance of the oil pollution regulations.

3. It is requested to the captains of all vessels of the Belgian and Dutch

pilotage services and to all pilots that they, should they observe

such a breach of regulations, would compile a report containing the

specifications in point 5. If the observation is made when aboard the

piloted vessel, the pilot will request the captain to immediately stop

the dumping or pumping out.

4. The reports mentioned under point 3 should be transmitted by radio

as fast as possible in the usual manner. Mention will also be made of

the request made to a captain, should one have been made.

Immediately after coming ashore a written report, if possible

together with an oil sample, shall be submitted to the pilotage

service leadership.

230


5. The following is a model of a report of oil pollution with the specifi-

cations that should be mentioned.

Report oil pollution near the Dutch or Belgian coast

• name vessel

• Type of vessel

• nationality

• Position

• Date and time (MeT)

• Wind (speed and direction)

• HW flushing

• stream (speed and direction)

• any other specifics that require attention

• Hereby undersigned reports that he has observed aforemen-

tioned vessel to lose or to pump out oil or water containing

oil at the aforementioned place at the aforementioned time

that created an oil slick or trail of x metres. a sample

of the oil has (not) been taken. In the event that this report

concerns the respective vessel the pilot is on board of, he

should also report whether he explicitly asked the captain

(or helmsman) to immediately stop the dumping or pumping

out and how this request was responded to.

• Made aboard of …

• Date

• signature

• Position

6. The captains or the persons in charge of all vessels involved in the

incidents that cause dangerous substances (chemicals etc.), oil or

other substances to end up in the water or potentially end up in the

water are obliged to report this immediately.

231


7. These reports must contain as many relevant details as possible, for

example the correct technical denomination of the oil or substances

involved, the manner of stowing and packaging, and if possible the

“shipping Marks” and the names of the manufacturers of the goods.

In the event of a collision, a stranding or a sinking of the vessel

the (presumed) condition of the cargo, the stowing plan and the

complete list of dangerous substances or the manifest are also of

importance.

8. The Belgian as well as the Dutch pilots are requested to mediate

during incidents by transmitting the messages if possible over VHf,

depending on the vessel’s position to:

M.R.c.c.-Kustwacht oostende (chan.9) [coast Guard oostende]

flushing Radio (chan.14) or

Zandvliet (chan.12 of 14)

and to see to it that these reports contain as many specifications as

possible, as mentioned under point 7. If transmitting to oostende,

flushing, Zandvliet is not possible the pilot must point out to the

captain that the information should, if possible, be sent to respec-

tively the Belgian pilotage services in antwerpen or oostende or

the Dutch pilotage service in antwerpen, oostende or flushing, via

Radio antwerpen, oostende or scheveningen.

232


9. The regulatory prevention of pollution from ships (law of april

6th, 1995) implements in Belgian marine areas in the MaRPoL-

regulations and in the subsequent european directives. That means

that the violation of the MaRPoL-regulations can be punished by a

fine and/or an imprisonment.

The legislation on the protection of the marine environment (law of

January 20th, 1999) obliges the master or the ship-owner of a ship

involved in a shipping accident in the sea areas to take all reasonable

prevention or containment measures. These measures are either

intended to prevent damage or to limit damage to a minimum in

case of an imminent threat of pollution or to contain or reverse the

damage in case pollution has already been caused.

_(Source:MDK-afdelingScheepvaartbegeleidingandFODVolksgezondheid,Veiligheid

vandeVoedselketenenLeefmilieu-MarienMilieudienst

› 1/35 ANcHORiNG OF DAMAGED VESSELS AFTER AN iNciDENT BaZ1/35-2011cancelled

Vessels that have sustained damage or probable damage following an

incident may only continue the voyage to their final destination after

receiving permission from the communal nautical authority (Gna),

more specifically the Head Traffic Leader of the Water district Western

scheldt and the nautical service chef of the agency for Maritime and

coastal services.

These vessels generally must first anchor at a position designated by

the Gna and more specifically the persons, mentioned in the above

sentence, where an investigation will take place to establish the

nature of the damage.

_(Source:GemeenschappelijkeVlaamseandNederlandseNautischeAutoriteit.

Kennisgeving03-2005.d.d.27/09/2005)

233


› 1/36A SEAWARD ARTiLLERY PRAcTicE - GENERAL REGULATiONS BaZ1/36A-2011cancelled

1. ARTiLLERY SEcTORS

There are three different artillery sectors that have been determined

as follows:

1. Small sectorThe danger zone is included in a sector with a 2,5 mile radius with the

nieuwpoort lighthouse as its centre, bordered by the bearings 114°

from the nieuwpoort lighthouse and 191° from the former WT of Wes-

tende (position 51°10’,14 n - 2°46’,62 e).

2. Medium sectorThe danger zone is included in a sector with a 7,5 mile radius with the

position 51°08’,62 n- 2°46’,15 e, as its centre, bordered by the same

bearings as in 1.

3. Large sectorThe danger zone is included in a sector with a 12 mile radius with the

same centre and borders as in 2.

2. SiGNALiZATiON

The following signals will be hoisted to the top of the mast, placed in

position 51°09’,29 n - 2°44’,15 e on 350 m WsW of the water tower of

nieuwpoort.

for the artillery exercises that are done:

234


1. in the small sectora square red flag with a red circular signal on top.

2. in the medium sectora square red flag with two red circular signals on top.

3. in the large sectora square red flag with three red circular signals on top.

The signals will be pulled down during interruptions and after com-

pletion of the artillery practice.

In addition to that a signalization panel, which is located to the right of

the exit of the port shipping lane nIeUWPooRT, will be made visible

during artillery practice.

The panel will show the following information:

GEVAAR-DANGERZEEWAARTSESCHIETOEFENINGEN[SEAWARD ARTILLERY PRACTICE]

INFOVHF67C/S:SN

sn (sierra november) is the callsign of the artillery sector nIeUW-

PooRT and the working frequency is VHf-cHanneL 67. The radio

station is manned during artillery practice between 0800 h and 1530

h. at the end of the artillery practice the text on the panel will be

made invisible.

_(Source:MinisterievanDefensie-Marinecomponentd.d.30/11/2000)

235


› 1/36B NiEUWPOORT - SEAWARD ARTiLLERY PRAcTicE - SMALL, MEDiUM AND LARGE SEcTORS BaZ1/36B-2010cancelled

normally speaking no artillery practice is planned on air and/or sea

targets and shipping is free:

• on aLL saturdays, sundays and Legal holidays

• from 01 January up to and including 08 January 2012

• from 18 february up to and including 26 february 2012

• from 31 March up to and including 15 april 2012

• from 28 april up to and including 01 May 2012

• from 17 May up to and including 20 May 2012

• 06 June 2012

• from 16 June up to and including 16 september 2012

• from 27 october up to and including 04 november 2012

• from 15 november up to and including 18 november 2012·

• from 22 December up to and including 31 December 2012

outside of these periods dates and hours of the artillery exercises against

air and sea targets will periodically appear in the BaZ. all shipping activity

is prohibited in the activated sector during artillery practice.

To improve the information towards the various users (pleasure ship-

ping, sailing clubs, fishing, etc.) the Ministry of Defence will make more

detailed information concerning the actual use of the sectors and the

limitations on shipping that follow from it available on the website:

www.mil.be-navigate to-‘schietoefeningen nieuwpoort’ (‘artillery prac-

tice nieuwpoort’)

(http://www.mil.be/armycomp/subject/index.asp?Lan=nl&ID=651)

This information will be updated on a daily basis.

It is also possible to contact the artillery sector in nieuwpoort telephoni-

cally at these numbers: +32 (0) 58 22 28 00 or +32 (0) 58 22 28 15


236


› 1/37 NORTH SEA – BELGiAN NATiONAL EXERciSES AREA FOR MARiNE VESSELS BaZ1/37-2011cancelled

from 1 January until 31 December, exercises can be carried out by

the marine vessels inside an area bounded by the following points:

• 51°26,75 n – 002°21,00 e

• 51°26,75 n – 002°48,00 e

• 51°36,00 n – 002°48,00 e

• 51°40,00 n – 002°42,00 e

• 51°40,00 n – 002°34,00 e

further notices will inform about the detailed schedules as well as

about the type of these exercises.

_(Source:MinisterievanDefensie-Marinecomponent)

237


› 1/38 ZONE FOR DETONATiNG WAR AMMUNiTiON AND PRAcTicE MiNES NORTHEAST OF THE ANcHORAGE AREA WESTHiNDER BaZ1/38-2011cancelled

as from 2012 an area has been set with as its centre 51°29’,07 n -

2°49’,92 e and a radius of 3,2 nM for detonating old war and practice

mines.

This area is used all year long by different types of vessels of the

Belgian navy component for detonating at sea of old war mines and

practice mines that have been found by own navy vessels or by fishing

and dredging vessels.

The frequency of these detonations varies between 15 and 20 explo-

sions a year. If necessary detonating may be done in other areas as

well. BaZ 1/10 determines the procedures for this.

note: the shipping movements mainly consist of mine sweeping

vessels and high sea towing vessels and their respective RHIB's and

diving teams as well as those vessels that make use of the practice

zone in art. 1/39 point 1.


238


› 1/39 BELGiAN cOASTAL ZONES FOR MiNE LAYiNG, MiNE DETEcTiON AND MiNE SWEEPiNG PRAcTicE


Within the framework of practicing areas for mine laying and mine

sweeping in the north sea, the channel and the waters surrounding

the British Isles, following zones are situated on the Belgian conti-

nental flat:

1. Zone NB-01 (Westhinder)• 51°28’,85 n – 2°44’,92 e

• 51°26’,75 n – 2°44’,92 e

• 51°26’,75 n – 2°35’,52 e

• 51°28’,85 n – 2°35’,52 e

This area is used throughout the entire year by different types of ves-

sels of the Belgian navy for individual or group practice.

The area is used in particular by mine sweeping vessels as deep wa-

ter zone for the use of sonar, remotely controlled underwater vehicles

and divers.

note: most vessel movements will extend themselves to the area

described under article 1/38.

2. Zone NBH-10 (Wenduine)• 51° 21’00n – 002°57’10 e

• 51° 21’00n – 003° 00’70 e

• 51°18’70n – 002°55’80 e

• 51°19’80n – 002° 54’50 e

This area is used throughout the entire year by the minesweeping

vessels of the Belgian navy as well as those of other navies for mine

sweeping practice. The area is particularly used by mine sweeping

vessels as shallow water zone for the use of sonar, remotely con-

239


trolled underwater vehicles and divers. Lastly, the area is also used

as a testing and evaluation zone for mine detection systems.

note: because of manoeuvrability characteristics and weather condi-

tions the vessel movements will practically speaking extend them-

selves to a slightly wider area, situated between the approach of the

port of oostende and the Wenduine Bank.

3. Zone QZR 040• 51°15’,12 n 2°27’,61 e

• 51°17’,21 n 2°29’,23 e

• 51°18’,51 n 2°31’,83 e

• 51°19’,60 n 2°33’,60 e

• 51°19’,60 n 2°36’,09 e

• 51°19’,34 n 2°34’,72 e

• 51°18’,13 n 2°32’,43 e

• 51°16’,79 n 2°29’,77 e

• 51°14’,89 n 2°28’,39 e

This area is isued as permanent practice area for nMcM-training.

4. Zone Outer Ratel• 51°16’,20n 2°30’,40e

• 51°17’,00n 2°29’,50e

• 51°18’,30n 2°32’,10e

• 51°17’,50n 2°33’,10e

This area is isued as permanent practice area for nMcM-training.

_(Source:MinisterievanDefensie-Marinecomponentdated06/09/2011))

240


› 1/40 SPEciAL PROTEcTiON ZONES AND SPEciAL NATURE PRESERVE ZONES BaZ1/40-2011cancelled

With the KB of october 14th 2005, 3 special protection zones and 2

special nature preserve zones have been set:

1. THE SPEciAL PROTEcTiON ZONES

1. a zone of 110,01km2 for Koksijde, named SBZ 1, beaconed by the

baseline and a line that connects 5 points with the following coor-

dinates:

• 51°06’,72 n - 2°35’,84 e

• 51°07’,76 n - 2°32’,32 e

• 51°12’,56 n - 2°30’,84 e

• 51°13’,53 n - 2°39’,06 e

• 51°08’,92 n - 2°41’,93 e

2. a zone of 144,80 km2 for oostende, named SBZ 2, by the baseline

and a line that connects 8 points with the following coordinates :

• 51°12’,61 n - 2°51’,43 e

• 51°14’,28 n - 2°51’,31 e

• 51°14’,80 n - 2°45’,28 e

• 51°21’,30 n - 2°49’,44 e

• 51°20’,03 n - 2°57’,40 e

• 51°17’,74 n - 2°59’,39 e

• 51°16’,18 n - 2°55’,12 e

• 51°14’,76 n - 2°56’,48 e

241


3. a zone of 57,71 km2 for Zeebrugge, named SBZ 3 , by the baseline

and a line that connects 6 points with the following coordinates :

• 51°19’,47 n - 3°08’,63 e

• 51°20’,67 n - 3°04’,79 e

• 51°21’,73 n - 3°04’,00 e

• 51°23’,85 n - 3°10’,38 e

• 51°22’,70 n - 3°15’,08 e

• 51°21’,09 n - 3°16’,33 e

The following activities are forbidden within the special protection

zones:

• civilian construction activity

• industrial activity

• activity by commercial or advertising companies

However, the shipping is explicitly exempt from these prohibitions.

In “sBZ 1” and « sBZ 2 » the following activities are forbidden in the

period of December 1st up to March 15th:

• the practicing with helicopters at a height of less than 500 ft

• the passage of high speed vessels, barring in extraordinary

circumstances (a vessel with a maximum speed capacity equal

or higher than 3,7.a0,1667 m/s or 7,193.a0,1667 kts with a = the water

displacement that corresponds with the design water line (m3))

• water sports competitions

242


2. THE SPEciAL NATURE PRESERVE ZONES

In the sea areas, a special area for nature conservation is set, i.e.:

1. an area of 181 km2, with name «Trapegeer-Stroombankgebied»,

defined by the baseline and a line joining the 4 points with the fol-

lowing coordinates:

• 51°05’,57 n - 2°32’,54 e

• 51°08’,20 n - 2°30’,24 e

• 51°16’,70 n - 2°52’,46 e

• 51°14’,31 n - 2°55’,03 e

In the special area for nature conservation, the following activities are

forbidden:

• activities of civil engineering

• industrial activities

• activities of advertising and commercial enterprises

• dumping of dredged material and inert materials of natural origin.

The given positions are in WGs84 and were converted where neces-

sary.

for this area, the shipping is authorised.

_(Source:BelgianStateGazettedated31/10/2005-pp47207e.v.andFODVolksgezond-

heid,VeiligheidvandeVoedselketenenLeefmilieu-MarienMilieudienstdated10/10/2011)

243


› 1/41 SPORTS DiViNG AND REcREATiONAL DiViNG AT SEA - PROcEDURES BaZ1/41-2011cancelled

1. The procedures mentioned in this message apply to vessels, in-

cluding “pleasure vessels”, that have sports divers or recreational

divers aboard, and that wish to enter waters that fall under Belgian

sovereignty, including the territorial sea and the exclusive economic

Zone.

The regulations in this message remain in full force, the other inter-

national, national or local regulations that apply notwithstanding.

2. The reports mentioned in this message must be addressed to the

MRcc.

The reports will happen :

• either on VHf, channel 9

• telephonically, on the number +32 (0) 59 34 10 20.

3. The vessels must report to the MRcc before sailing from port,

or, if possible, before entering the waters that fall under Belgian

sovereignty:

• the name of the vessel

• whether the vessel is sailing or sailing out with divers aboard

• the number of divers aboard

• the diving area.

4. When arriving at the diving area, the vessel must report:

• that the ship has arrived

• how many divers will enter the water

• the expected time that each diver will spend in the water.

244


5. Upon ending the diving activities the vessel will report that all

divers are back aboard.

6. In the event of successive diving sessions the abovementioned

instructions must be followed for every diving session.

7. The vessel will report when the diving activity has ended.

_(Source:MDK-afdelingScheepvaartbegeleiding-d.d.22/05/2006)

245


iNDEX ABBREViATiONS

The most important abbreviations used in the BaZ: (for the abbrevia-

tions on the charts we refer you to the brochure “signs and abbrevia-

tions”).

aan avis aux navigateurs

acc antwerp coordination centre

aDnR accord européen relatif au transport international

des marchandises dangereuses par voie de

navigation du Rhin

art article

aWnIs allied Worldwide navigation Information system

Ba competent authority

BaZ Berichten aan Zeevarenden (notices to Mariners)

BB Port

blz bladzijde(n); page(s)

Br British

Bs Belgian statute Book

cdt. commandant

cm centimeter

cil cylinder

cVL Traffic control flushing

cTn Traffic control Terneuzen

cZV Traffic control Zandvliet

DBZ Dringende Berichten aan Zeevarenden (urgent

notices to mariners)

DGPs Differential Global Positioning system

dm decimeter

Dir. director

Dsc Digital selective call

246


e east(ern)

eD50 european Datum 1950

eeZ exclusief economische Zone

ecDIs electronic chart Display and Information system

ecs electronic chart system

enc electronic navigational chart

eTa estimated time of arrival

eTD estimated time of departure

eTs estimated time of sailing

gem. average

GB Gemeenschappelijke bekendmaking (common

announcement)

GPs Global Positioning system

GHa Gemeentelijk Havenbedrijf antwerpen

GLLWs Mean Lower Low Water springs (MLLWs)

GMDss Global Maritime Distress safety system

GMT Greenwich Mean Time

Gna Gemeenschappelijke nautische autoriteit

Gr Greenwich

h hour

H Mean Lower Low Water springs

Hor horizontal

HW High Water

HWs High Water springs

Hyd hydrography

IaLa International association of Lighthouse authorities

Ics International chamber of shipping

IHo International Hydrografic organisation

IsPs International ship and Port facility security

IMo International Maritime organisation

InT international

247


K canal

KB Koninklijk Besluit (Royal Resolution)

kard cardinal

kHz kilohertz

km kilometer

krt(n) chart(s)

LaT Lowest astronomical Tide

lat lateral

Ldw Loodswezen (Pilotage services)

Les Land earth station

Ll list of lights

LLWs Lowest Low water springs

LnG Liquified natural Gas

Loa - length over all

- remote pilotage

LPG Liquified Petroleum Gas

LT local time

LW Low Water

LWs Low Water springs

m meter

MaRPoL International convention for the Prevention of

Pollution from ships

MB Ministerial Resolution

MBZ Maatschappij van de Brugse Zeevaartinrichtingen

MDK agentschap voor Maritieme Dienstverlening en Kust

(agency for Maritime services and coast)

MeT central european Time (ceT)

MHz Megahertz

MMsI Maritime Mobile service Identity

MRcc Maritime Rescue and coordination centre

Msc Mediterranean shipping company

248


n north(ern)

naVTeX navigational Telex

ncaGs naval cooperation and Guidance of shipping

ned The nederlands/Dutch

nMcM naval Mine counter Measures

nr(s) number(s)

nTM notice(s) To Mariners

oMs oceanografisch Meteorologisch station

osU oostende Radio

(P) preliminary notice(s) to mariners

Pa approximate position

PD uncertain position

Pec Pilot exemption certificate

pos position

PRa Pollution Response area

Pssa Particularly sensitive sea area

Pt point

PRa Pollution Response area

Rarefl radar reflector

Rare radar reflector

Rcc Rescue coordination centre

RcZB Radar control Zeebrugge

Refl Reflector

Renc Regional electronic navigational chart coordination

centre

Rnc Raster navigational chart

RTa Requested Time of arrival ;

RTD Requested Time of Departure;

RVGZ Regulations for the transport of dangerous cargoes

on board commercial vessels

RWHs red and white horizontally striped

249


RWVs red and white vertically striped

RWs Rijkswaterstaat

RYco Royal Yacht club oostende

RZHs red and black horizontally striped

s south(ern)

s seconde (time unit)

saR search and Rescue

sB starboard

sB Belgian statute Book

sB afdeling scheepvaartbegeleiding / shipping

assistance Division

sBZ speciale Beschermingszone

scc schelde coordinatie centrum

sID schelde Inlichtingen Dienst (scheldt Information

services)

snMs scheldt navigator Marginal ships

soLas safety of Life at sea

sp sharp

sPs standard Positioning service

st blunt

stb Dutch statute Book

sub under

(T) temporary BaZ

tel telephone message

tgm telegram message

UHf Ultra High frequency

UKHo United Kingdom Hydrographic office

UKZ Zelzate Lookout

URs Unie van Reddings- en sleepdiensten

UTc Universal Time coordinated

250


vert vertically

VBs verkeersbegeleidend systeem

VHf Very High frequency

vm vadem

VVs traffic division system

vt feet

VTs-sG Vessel Traffic services - scheldegebied

VTs-a Vessel Traffic services - antwerp

W west(ern)

WenD World-wide electronic navigational chart Database

WesP Western scheldt Planner

WeTReP West european Tanker Reporting system

WGs84 World Geodetic system 1984

WL Waterbouwkundig Labo

zgn so-called

zm nautical miles

251


252


› NOTA’S

253


› NOTA’S

254

The use of information from this publication is only allowed with complete source reference: MDK - afdeling Kust - Vlaamse Hydro-grafie (Maritime and Coastal Services - Coastal Division - Flemish Hydrography)

The Notices to Mariners can also be found on the web:www.vlaamsehydrografie.be

Compiled by:afdeling Kust - Vlaamse HydrografieAdministratief Centrum (1st floor)Vrijhavenstraat 38400 Oostende

Published by:IVA Maritieme Dienstverlening en KustBrussel 2012© Flemish Government

Design: CaymanPhotography: afdeling Kust

This Notices to mariners nr. 1 can be forwarded after prior payment of 15 euro on account nr IBAN: BE29 0910 1286 5764, BIC: GKCCBEBB Addressed to: Vlaamse Overheid (Flemish Government) E.V. Flanders Hydraulics Berchemlei 115 2140 Borgerhout

with reference: BaZ2012/1

If you would also like to receive the other Notices to Mariners (abbr. BaZ) in Dutch in addition to BaZ issue nr. 1,please transfer the subscription fee of 30 euro per year to the same account number with reference BaZ 2012/AL.

++

OSTEND JANUARY 05th 2012NR. 01

Notices to M

arinersN

r.01 — 2012

NoticestoMariners

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