Notices to Mariners - afdelingkust.be · 1/6 naval cooperation and guidance of shipping (ncags) ... theory and practice p. 167 1/29 clarification on the use of rnc and enc in ecdis

Noticesto Mariners

OOSTENDE JANUARY 8th 2009NR.01

Notices to M

arinersN

r. 01 — 2009

+

AFDELING KUST

Berichten aan zeevarenden

+

Noticesto Mariners

+

OOSTENDE JANUARY 8th 2009 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 2009”

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

AFDELING KUST

www.vlaamsehydrografie.be

+

NOTicES TO MARiNERS JANUARY 8th 2009

+1/15 LOWER AND UPPER SEA SCHELDT — PERMISSION TO MOOR p. 85

1/16A VESSEL TRAFFIC SERVICES SCHELDT AND ITS ESTUARIES

EXPANSION OF THE FIELD OF ACTIVITY p. 87

1/16B VESSEL TRAFFIC SERVICES FOR THE RIVER SCHELDT AND

ITS ESTUARIES - MARIPHONE CHANNELS p. 88

1/16C VTS-SM INFORMATION CONCERNING THE SHIPPING LANE p. 108

1/16D CONVERSATIONAL DISCIPLINE VESSEL TRAFFIC SERVICES

SCHELDT AND ITS ESTUARIES (VTS-SM) p. 109

1/17 SCHELDT — TOWING OF DIFFICULTLY MANOEUVRABLE

VESSELS AND/OR SAILING VESSELS p. 115

1/18A SHORE BASED PILOTAGE IN THE EVENT OF SUSPENDED

PILOTAGE IN THE SCHELDT ESTUARIES p. 126

1/18B SHORE BASED PILOTAGE (LOA)

INFORMATION FOR SHIPPING p. 133

1/19 HELICOPTER PILOTAGE IN ALL WEATHER CONDITIONS p. 133

1/20A BELGIAN COASTAL PORTS — OVERSIZED COMMERCIAL

VESSELS p. 140

1/20B BELGIAN COAST — TRAFFIC SIGNALS p. 141

1/21A PORT OF NIEUWPOORT — SPEED LIMIT p. 142

1/21B PORT OF NIEUWPOORT — SPECIAL TRAFFIC SIGNALS p. 143

1/21C PORT OF NIEUWPOORT — CLOSING DOWN PART OF

MARINA “NOVUS PORTUS” IN THE EVENT OF A STORM p. 144

1/22A PORT OF OOSTENDE

SPECIAL TRAFFIC SIGNALS — FLASHING LIGHTS p. 145

1/22B PORT OF OOSTENDE — SIGNALLING INSTALLATION FOR

WATER DISCHARGES p. 148

1/23 PORT OF BLANKENBERGE- SPEED LIMIT

FOR MECHANICALLY POWERED VESSELS p. 149

1/24A PORT OF ZEEBRUGGE — WARNING SIGNAL p. 149

1/24B PORT OF ZEEBRUGGE — YELLOW-BLUE FLASHING LIGHT p. 152

1/24C LNG- SHIPPING: PROCEDURES p. 152

1/25 PORT OF ZEEBRUGGE

PORT SIGNALS ON THE NEW BREAKWATERS p. 163

1/26 WARNING ON THE USE OF

NON-EQUIVALENT ELECTRONIC SEA CHARTS p. 165

› TABLE OF CONTENTS

1/1 NOTICES TO MARINERS p. 7

1/2 GENERAL SET OF RULES THAT APPLY IN

BELGIAN WATERS p. 9

1/3 OFFICIAL RADIO MESSAGES INTENDED FOR

BELGIAN MERCHANT VESSELS — THE BELMAR SYSTEM p. 12

1/4 BELGIAN COASTAL STATION “OOSTENDE-RADIO”

AND “ANTWERPEN - RADIO” p. 18

1/5 ISPS REGULATIONS p. 21

1/6 NAVAL COOPERATION AND GUIDANCE OF

SHIPPING (NCAGS) p. 24

1/7A RADIO NAVIGATION MESSAGES p. 35

1/7B RIVER INFORMATION SERVICES p. 35

1/8 WEATHER FORECAST AND ANNOUNCEMENTS OF

STORMY WEATHER AND GALE FORCE WINDS p. 38

1/9 ARRANGEMENTS TO BE MADE IN THE EVENT

OF A SUBMARINE ACCIDENT p. 42

1/10 TREATMENT OF MINES AND EXPLOSIVES FOUND AT SEA p. 46

1/11A PILOTAGE SERVICE IN THE SCHELDT ESTUARIES AND AT

THE BELGIAN COASTAL PORTS p. 50

1/11B RESOLUTION OF EXEMPTION FROM COMPULSORY PILOTAGE

SCHELDT REGULATIONS p. 53

1/11C INTENSIFIED COMPULSORY PILOTAGE FOR VESSELS IN THE

BELGIAN TERRITORIAL SEA AND WATERS UNDER

THE AUTHORITY OF THE FLEMISH GOVERNMENT p. 58

1/12A PILOTAGE REQUEST ARRANGEMENTS FOR VESSELS

WITH A FLEMISH PORT AS DESTINATION p. 63

1/12B REPORTING DUTY FOR PEC HOLDERS p. 71

1/13 SPECIAL SIGNALS AND INSTRUCTIONS

AT FLUSHING ROADS p. 71

1/14A SCHELDT AND ITS ESTUARIES

OVERSIZED COMMERCIAL VESSELS p. 78

1/14B WESTERN SCHELDT - ARRIVAL AND DEPARTURE

REGULATIONS, TO/ FROM ANTWERPEN p. 79

2 �


+


+1/27 WORLD GEODETIC SYSTEM 1984 (WGS84) p. 166

1/28 (DIFFERENTIAL) GLOBAL POSITIONING SYSTEM

THEORY AND PRACTICE p. 167

1/29 CLARIFICATION ON THE USE OF RNC AND ENC IN ECDIS p. 171

1/30 UNDERWATER CABLES AND PIPELINES p. 172

1/31 OCEANOGRAPHIC AND OTHER SIMILAR STATIONS p. 175

1/32 PROTECTION OF OFFSHORE INSTALLATIONS p. 176

1/33A MINIMUM REQUIREMENTS CERTAIN TANKERS

THAT WISH TO SAIL TO A BELGIAN PORT MUST MEET p. 180

1/33B REGULATIONS FOR TRANSPORT OF DANGEROUS

CARGOES ON BOARD COMMERCIAL VESSELS (RVGZ) p. 180

1/33C INSPECTION ON THE DECLARATION ON FINANCIAL

SECURITY WHEN COVERING THE LEGAL LIABILITY

FOR DAMAGE CAUSED BY OIL POLLUTION p. 183

1/33D THE WEST EUROPEAN TANKER REPORTING SYSTEM

(WETREP) p. 183

1/34 SEA WATER POLLUTION DUE TO OIL OR

OTHER HAZARDOUS SUBSTANCES p. 193

1/35 ANCHORING OF DAMAGED SHIPS AFTER AN INCIDENT p. 196

1/36A SEAWARD ARTILLERY PRACTICE — GENERAL REGULATIONS p. 197

1/36B NIEUWPOORT - SEAWARD ARTILLERY PRACTICE

MIDDLE AND LARGE SECTOR p. 199

1/37 NORTH SEA - S SECTOR ARTILLERY PRACTICE ON

FLOATING TARGETS p. 200

1/38 ZONE FOR DETONATING WAR AMMUNITION AND PRACTICE

MINES NE OF ANCHORAGE AREA WESTHINDER p. 201

1/39 BELGIAN COASTAL ZONES FOR MINE LAYING,

MINE DETECTION AND MINE SWEEPING PRACTICE p. 202

1/40 SPECIAL PROTECTION ZONES AND

SPECIAL NATURE PRESERVE ZONE p. 203

1/41 SPORTS DIVING AND RECREATIONAL

DIVING AT SEA - PROCEDURES p. 206

INDEX ABBREVIATIONS p. 208

� �


+


+› 1/1 NOTicES TO MARiNERS BaZ1/1-2008cancelled

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

the Belgian Sea- and Scheldt charts and the books and magazines is-

sued 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 ar-

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

code in the BaZ.

Some articles are provisional and can be recognized by the letter (P)

following the article code; others are temporary and can be recognized

by the letter (T). The provisional articles are usually followed by a tem-

porary 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.

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 “Kust-

wacht Oostende - Afdeling Scheepvaartbegeleiding” (Oostende Coast

Guard - Department Shipping Assistance Service) and mainly contain

information about temporary beaconing problems.

The mariners need to take into account occasional restrictions in terms

of preciseness or completeness of nautical publications and articles.

Following article 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 the Regulations and their additions and article 27 and 4 of

� �


+


+› 1/2 GENERAL SET OF RULES THAT APPLY iN BELGiAN WATERS BaZ1/2-2008cancelled

1. Apply to the Scheldt area:

• The shipping regulations Western Scheldt 1990 for the Dutch part of

the Western Scheldt

• Legislation on water-borne traffic (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 Sep-

tember 2006), based on the European CEVNI (Code Européén des

Voies de Navigation Interérieure)

• 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 exe-

cution 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.

�. 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.

the KB of August 4th 1981 holding police- and shipping regulations

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

Belgian coast; all mariners must follow the general principles on the

regulation of shipping traffic as they appear in the annually issued

Notices to Mariners nr. 1 and following.

Following article 29 of the aforementioned KB every mariner must

also transfer all information concerning any special observations

in the area of the Belgian coast and the Scheldt (cf. Nautical

Publications) that concern shipping, and report every instance of

missing/false information in aforementioned publications to ensure

general safety at sea. This can be done at the following address:

Afdeling Kust - Vlaamse Hydrografie (Department Coast - Flemish

Hydrography)

Administratief Centrum (1st floor)

3 Vrijhavenstraat

8400 OOSTENDE

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

Urgent messages about buoys, dangers, etc. at sea in the Belgian res-

ponsibility zone need to be communicated to the “Kustwacht Oosten-

de” (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, 1/9, 1/11A, 1/11B, 1/11C, 1/12A, 1/15, 1/16B, 1/17,

1/19, 1/24C, 1/33B, 1/34, 1/36B, 1/40

- Deleted articles: none

_(Source:MDK-Afd.Kust-VlaamseHydrografie)

8 9


+


+�. Apply 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 qualification

of port pilot 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.

�. 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.

�. 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-Afd.Scheepvaartbegeleiding)

10 11


+


+ • stop radio transmissions, unless ordered differently

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

sary.

2. MESSAGE FORM1. 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 ves-

sels -RTBF and VRT: “Hallo alle Belgische oorlogs- en koopvaar-

dijschepen (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).

�.• The official messages to the Belgian merchant vessels are iden-

tified 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.

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

(“BREAK”) in radiotelephony.

› 1/� OFFiciAL RADiO MESSAGES iNTENDED FOR BELGiAN MERcHANT VESSELS — THE BELMAR SYSTEM BaZ1/3-2008cancelled

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 sta-

tion. 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. GENERAL1. This BaZ describes the system created for transmitting official or-

ders and/or directions for Belgian merchant vessels in extraordi-

nary 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 Command of Navy

Operations.

�. 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

messages, unless the nature of the message requires doing so

12 12 1�


+


+BELMAR messages to all frequencies in use. Fixed broadcasts

and/or repeats will be made on the following times (UTC) and

frequencies:

- Medium wave: 0030-0830-1130-1930-2130 on 2.484 kHz and

2.256 kHz.

- On decametre waveband: 0030(*)-0830-1130-1530-1930 on 8.761

kHz (OSU 41)-13.095 kHz (OSU 51) and 17.278 kHz (OSU 63).

(*) NOT on 13.095 kHz and 17.278 kHz.

- On the VHF band: 0030-0830-1130-1930-2130 channel 27.

• Navtex

The Belmar messages will be broadcasted on 518 kHz

immediately upon reception and after that on the normal broad-

casting hours 03.10-07.10-11.10-15.10-19.10-23.10 UTC.

2. Belgian radio and television

(VRT-RTBF radio stations)

• Mediumwave:

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

frequencies 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.

�. SPEciAL cASES1. Vessels that are in port when the BELMAR system is activated

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

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

messages at the local Belgian diplomatic or consular representative.

�. 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

indicates that the message was compiled on the 13th day of the cur-

rent month at 18.31h UTC.

�. AR and VA are used as end of message/broadcast signs.

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

preceeded by the following introductory words: “Uitzending van

BELMAR-berichten bestemd voor alle Belgische koopvaardijsche-

pen” (“Broadcast of BELMAR messages intended for all Belgian mer-

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

�. PROcEDURE1. 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.

�. 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.

�. RADiO STATiON, FREQUENciES and TiME ROSTERS (UTc) 1. Oostende-radio

• Radiotelephony

Upon reception, the coast station will immediately send all

1� 1�


+


+�. 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).

�. It is of the utmost importance that COMOPSNAV has access to the

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

casts mentioned above can be received. For this, captains are

requested to hand in a written report (through their shipping com-

pany) about the reception of OOSTENDE 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 mer-

chant vessels may receive a visit from NATO officers. These officers’

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 cooperate

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

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

not be 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 to a financial compensation.

_(Source:MinisterievanDefensie-BelgischeMarine-Comopsnavd.d.16/09/96)

2. Apart from listening to the BELMAR messages, overseas

vessels will listen to local allied broadcasts (coastal stations, radio

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

nuclear threats or fallout.

�. ALLiED cONNEcTiONS1. In times of tension or war an allied network of radio stations will

be activated. This organisation is called ALLIED MERCAST SYSTEM

(MERCAST = MERCHANT SHIP BROADCAST SYSTEM).

2. From the moment a vessel is taken over in the NCS - Organisation

(Naval Control of Shipping) - at the first arrival in a port with an

allied NCAGS - she must listen to MERCAST. From that moment on

BELMAR broadcasts will no longer be recorded.

�. The publications and cryptographic means of the MERCAST system

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

officers.

�. 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 Gezagvoer-

ders van Belgische Koopvaardijschepen” (General Instructions for

the Captains of Belgian Merchant Vessels).

They replace all connection instructions that were published

earlier. A copy of BaZ is intended for the radio-telegraphist officer

and will be transferred to him when necessary.

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

necessary measures in order to make contact with coastal station

OOSTENDE RADIO (TR) at least once every 24 hours. This radio con-

tact will be free of charge.

1� 1�


+


+�. DSc - Digital selective calling

A distress alert can be sent out over the digital selective calling

system (DSC) 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 to both frequencies.

�. Broadcasts of Urgent Notices to Mariners

and shipping information

• Radiotelephony

- for announcing: 2182 kHz and VHF channel 16 in English and on

2256, 2376 and 2484 kHz in Dutch.

“The first broadcast of a DBZ will also be announced over DSC

VHF-channel 70 and M F 2187.5 kHz”.

- for broadcasting: 2761 kHz and VHF channel 27 in both

languages

- times: immediately upon receipt at the coastal station

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.

• Radiotelex - NAVTEX:

- frequency: 518 kHz

- first broadcast: immediately upon receipt at the coastal station

- repeated on the fixed hours of the OST-NAVTEX broadcasts

03.10–07.10–11.10-15.10-19.10-23.10 UTC.

NB. General information: the radiotelephony broadcast will always be preceded by

the safety signal (securité).

› 1/� BELGiAN cOASTAL STATiON “OOSTENDE RADiO” AND “ANTWERPEN RADiO” BaZ1/4-2008cancelled

1. FREQUENciES, BROADcASTS AND cALLSiGNS - LiSTENiNG OUT1. Radiotelephony - Medium wave J�E

• Frequencies for announcing and broadcasting safety reports

- for announcing: 2182 kHz (wavelength 135m) and 2484 kHz

(wavelength 120m) 2256 kHz (wavelength 133m) 2376 kHz

(wavelength 126m).

“The first broadcast of a DBZ will also be announced over 2187.5

kHz (DSC – digital selective calling system)”.

- for broadcasting (working wavelength): 2761 kHz (wavelength

108m).

• Listening out: permanently done on 2182 kHz, 2484 kHz, 3178 kHz

and 4095 kHz.

- calls on 2484 and 3178 kHz will be answered by OSU on

2484 kHz.

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

• Range: 400 nautical miles

• Callsign: OSU.

2. Radiotelephony VHF (F�E):

• Channels for announcing and broadcasting safety messages:

- for announcing: K 16

“The first broadcast of a DBZ will also be announced over channel

70(DSC)”

- for broadcasting K 27

• Listening out: permanently done on K 16 and K 27 - (other working

channels for commercial traffic: 63,78 and 85)

• Range: about 35 nautical miles

• Callsign: OSU

18 19


+


+› 1/� iSPS REGULATiONS BaZ1/5-2008cancelled

Bericht aan alle schepen waarop de iSPS reglementering van toe-

passing is.

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

bij toepassing van artikel 6 van de Verordening (EU) 725/2004 verplicht

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 por-

tuaires, il est obligatoire, en l’application de l’article 6 du Règlement

(UE) 725/2004, de communiquer les informations demandées à la rè-

gle 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 nu-

méro 02/579 68 83.

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

2. cOASTAL STATiON “ANTWERPEN RADiO”(Served by Oostende Radio since 01/01/96)

Frequencies, broadcasts and callsigns.

Listening out.

Radiotelephony VHF (F3E)

1. Channels for announcing and broadcasting safety reports:

• for announcing: K16

“The first broadcast of a DBZ will also be announced over DSC on

VHF channel 70”.

• for broadcasting: K24

2. Listening out: permanently done on the channels K16 and K24.

(other working channels for commercial traffic: 7,27, and 81).

�. Range: Scheldt (upstream Terneuzen) Sea ports

Antwerpen and Ghent.

�. Callsign: OSA

_(Source:MinisterievanDefensie-KuststationvandeMarine-OostendeRadio)

20 21


+


+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 man-

datory in application of article 6 of (EU) Regulation 725/2004 to com-

municate 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:afd.VNAd.d.26/01/2005)

_Chart:ISPSregistrationform(FCBH/OND/2006/09–17/8/2006-version2)

_(Source:CoastguardSecretary,Oostende,dated20/08/2007)

22 2�


+


+supplement). The body of the message should contain at least 1

paragraph 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 DESTINA-

TION 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.

EXAMPLE:

FROM LXFH

TO NSA BELGIUM

PASSAM

1. LXFH/FEDERAL HUNTER

2. 3800N 00500E 280200 Z AUG 95

6. 291000Z AUG 95

�. More info can be obtained on the website of the NATO Shipping

Centre ( shipping.manw.nato.int/index.php ).

› 1/� NAVAL cOOPERATiON AND GUiDANcE OF SHiPPiNG (NcAGS) BaZ1/6-2008cancelled

1. GENERALThis BaZ describes “Naval Cooperation and Guidance of Shipping

(NCAGS)”, as it has been included in ATP 2 VOL II Change 9 and

ENVELOPE TANGO (see supplement).

2. APPLicATiONIn extraordinary circumstances an “NCAGS” can be declared for a

certain area for merchant shipping. Details regarding an NCAGS are

announced through the “World Wide Navigation Warning Service”

(WWNWS). Merchant vessels passing by will be advised or instruc-

ted through “Shipping Cooperation Points” about the measures they

should take, the route they should follow or if there is a need for ac-

companiment by (allied) navy vessels. These “Shipping Cooperation

Points” will be located in or near approach routes of the NCAGS, both

on and off shore. The threat level for the merchant fleet can vary locally

within an NCAGS, allowing for a “Shipping Risk Area” to be installed. If

necessary the military authority (NCAGS Commander) can give directi-

ons 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 recom-

mended safe route or instructions to receive further instructions or

guidance via a nearby Shipping Cooperation Point.

�. AcTiONS TO TAKE 1. For FORMAT ALFA and example, see part “SUPPLEMENTS” of

BaZ 1/6.

2. If there is no INMARSAT aboard the above information should be

transferred to the NSA BELGIUM via OOSTENDE RADIO.

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

will send out a PASSAGE AMENDMENT (PASSAM) message (see

2� 2�


+


+ - 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 will be sent either directly to

your ship or via a general message (see Para 7 below).

• Unless instructions to the contrary are received from the Naval

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.

�. 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).

�. 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 requirements.

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 requi-

rement will be contained in the message setting up the CRG.

• 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

SUPPLEMENT

ENVELOPE TANGO (REViSED)

NAVAL cOORDiNATiON AND GUiDANcE OF SHiPPiNG

1. introduction

Your ship has been consigned to Naval Coordination and Guidance

of 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.

�. 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.

�. 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.

�. 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 Presence

prepare and send a format ALFA (see below) message to your

National Shipping Authority (or as directed).

2� 2�


+


+ • 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 messages

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.

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 communicated 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 va-

ries, 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 For-

mat 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

warships 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

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.

28 29


+


+SectionA-ShipData

1. Ship’s name

2. International callsign

3. Type of vessel

4. Flag of registry

5. IMO number

6. Port of registry

7. Length overall

8. Vessels width

9. Maximum draft for present voyage

10. Vessel’s gross tonnage

11. Speed:

• Maximum speed (only required for convoys)

• Minimum speed (only required for convoys)

• Declared speed for the voyage

12. Significant appearance of vessel for optical recognition

13. INMARSAT/selective call number

14. Name of communication station being copied

15. State whether PACE equipment and keying material is held

16. Fax number

17. E-mail address or telex number

18. Other communications means

SectionB-VoyageData

19. Intended movement - description of passage

20. Last port /country of call including actual date and time of de-

parture from last port

21. Next port of call including ETA AT NEXT port of call

22. Current position

23. Date/time and position entering the region

a.-x. waypoints of intended track through NSC region (date/time-

latitudes/longitudes)

24. Position and date/time of departing the region

FORMAT ALFA

ONLY FOR USE BY SHiPS AT SEA OR iN PORTS WHERE THERE iS NO NcAGS

1. Format Alfa reporting programme can be downloaded on the site of

the NATO Shipping centre (shipping.manw.nato.int/index.php).

2. This message is to be sent by a vessel as soon as possible after

being instructed that it has been consigned to Naval coordination

and Guidance of Shipping (NCAGS) and thereafter on every

occasion that its voyage will take it into a declared NCAGS. Normal

communication channels are to be used.

�. Unless national directions specify otherwise, 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.

�. The Format Alfa is a principle means by which NATO gathers data regar-

ding the shipping in a NCAGS. The form is divided into four sections:

SECTIONA:coversbasicdetailsofthevessel

SECTIONB:coversdetailsofthecurrentvoyage

SECTIONC:coversdetailsoftheshipsoperator

SECTIOND:coverscargodata

For a NATO exercise only section A and B are required to be completed.

Date and time should be entered either by the date followed by a

four digit time (18.Oct 97 21.00 UTC) for a Date Time Group.

Date Time Group (DTG). The NATO method of expressing time

and date is contained within the Date Time Group (DTG). DETG is

written in the following manner, DDHHMMMonthYY, therefore the

DTG 182100JUL98Z describes atime of 21:00 (GMT/UTC) on the 18

July 1998. NATO units routinely describe GMT/UTC as time zone

“Zulu” abbreviated to “Z”.

�0 �1


+


+This message will be relayed to the naval authorities by your National

Shipping Authority in order that a plot on your vessel may be main-

tained.

FORMAT BRAVO (REViSED)

FOR USE BY SHiPS iN A PORT WHERE AN NcAGSLO BOARDS YOUR VESSELThe information required below should be supplied to the NCAGS

Boarding Officer when he boards your vessel. When your passage

intentions have been communicated to the NCAGS Authorities by this

means, there is no requirement to send a FORMAT ALFA message, but

a change to passage intentions (PASSAM) (see next page) is needed.

1. SHIP’S NAME CALLSIGN

The following information is supplied with respect to this vessel’s

passage:

• FROM ETD GMT

• TO ETA GMT

• SPEED OF ADVANCE KNOTS

• NAME OF COMMUNICATION STATION BEING COPIED

• INMARSAT AND/OR SELECTIVE CALLING NUMBER

• PACE & KEYING MATERIAL HELD? YES/NO

2. PASSAGE INTENTIONS:

• POSITION (LAT/LONG) & TIME OF ENTERING NCAGS:

• INTENDED PASSAGE THROUGH NCAGS (LAT/LONG):

• POSITION (LAT/LONG) & TIME OF LEAVING NCAGS:

SectionC-OperatorData

25. Name of ship owner/operator including, address of ship

owner, name of charterer (if any) address of operator/charterer

26. Flag of ship operator

27. E-mail address of the above

28. Telephone number of above

29. FAX number of above

SectionD-CargoData

30. Quantity and nature of main/relevant cargo

31. Shippers of main/relevant cargo (name, 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)”

�2 ��


+


+› 1/�A RADiO NAViGATiON MESSAGES BaZ1/7A-2008cancelled

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

ning 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 Sig-

nals - 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 navi-

gation message service.


› 1/�B RiVER iNFORMATiON SERVicES BaZ1/7B-2008cancelled

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 ob-

tained at any time at tel.: 09-253.94.71 or e-mail at [email protected].


��

NcAGS PASSAGE AMENDMENT MESSAGE (PASSAM)

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

sage involving changes to destination or differences of more than

4 hours steaming from the original passage intentions reported 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 con-

tain para 1 and any other paragraphs containing changes to the in-

formation 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

_(Source:MinisterievanDefensie-MarinecomponentN3/N5d.d.30/09/04)

��


+


+��


+


+› 1/8 WEATHER FOREcAST AND ANNOUNcEMENTS OF STORMY WEATHER AND GALE FORcE WiNDS BaZ1/8-2008cancelled

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

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

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

Oostende-Radio in both Dutch and English.

�. Antwerpen-Radio will also announce stormy weather and gale force

winds over VHF.

2. WEATHER REPORTS

Broadcasts by Oostende-Radio:

In telephony: on 2761 kHz and VHF channel 27, in English and Dutch,

after a previous announcement on 2182 kHz and VHF channel 16 in

English and on 2256, 2376 and 2484 kHz in Dutch.

On fixed times: 0720 LT and 0820 UTC and 1720 UTC.

On Navtex: 0710 and 1910 UTC on 518 kHz in English.

�. 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.

�. A message will also be sent when there is no longer any danger of

storms.

�. Broadcasts by Oostende-Radio:

In the text of the radio transmissions the wind speed and direction,

as well as the affected area and the expected evolution will be men-

tioned if possible.

The broadcasts will be done:

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

reports:

- immediately upon receipt at the coastal station.

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

�8 �9


+


+ 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 receipt at the coastal station

- on the next fixed time of broadcast

�. Broadcasts of storm warnings from wind speed 6 on by Antwerpen

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

on K24 VHF after previous announcement on K16:

• immediately upon receipt at the coastal station;

• after that at H + 48 and H + 55.

�. 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

announcement 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.

�. Broadcasts by Oostende Radio:

The broadcasts will be made in telephony and over radiotelex-

NAVTEX on the same frequencies and times mentioned in sub litt

C4a and b of the storm reports mentioned above.

The first broadcast will also be announced over DSC on VHF

channel 70 and MF -21875 kHz.

�. 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 receipt at the coastal station;

• at H + 48 and at H + 55.

�. SPEciAL STORM WARNiNG FOR cOASTAL FiSHiNG WiTH REGARD TO SUDDEN STORMS These special reports are issued by the department of Shipping

Assistance Service and are broadcasted over the frequencies

2256kHz, 2376 kHz and VHF channel 27 after announcement on

frequencies 2182 kHz, 2484kHz and VHF channel 16 immediately

upon receipt and after the end of the two following periods of silence.

_(Source:MinisterievanDefensie-KuststationvandeMarine-d.d.26/09/2006)

�0 �1


+


+› 1/9 ARRANGEMENTS TO BE MADE iN THE EVENT OF A SUBMARiNE AcciDENT BaZ1/9-2008cancelled

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

emergency. 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

(“international 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

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.

�. White smoke flares fired from the submarine are used to determine

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 temperature.

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.

�. 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 stations

so that the information can passed be on to the navy authorities.

�. Hence it is necessary to determine the position of the buoy and the

time of observation as quickly and as precisely as possible.

�. 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. Becau-

se 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 who are trying to escape the submarine have the opportunity

�2 ��


+


+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 who have suffered physical or mental harm.

�. 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 who 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-BAZ12008)

��


+


+› 1/10 TREATMENT OF MiNES AND EXPLOSiVES FOUND AT SEA BaZ1/10-2008cancelled

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

sometimes 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 regular

fishing grounds to more shallow water.

�. 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

important 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.

�. 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 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 OOSTENDE in Oostende

(Maritime Rescue and Coordination Centre).

�. 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 OOSTENDE 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 vessel from a navy ves-

sel. 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

OOSTENDE and give the appropriate instructions.

�. 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 OOSTENDE.

�. 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-MarineZeebrugged.d.17/10/2005)

��


+


+EXPLOSIVES - ACTION DIAGRAM

Found an Explosive?- dredged up- sucked up

ReporttoMRCC&warnvesselsinthevicinity •position •type(explosiveschart) •measurements

Ondeck• 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

�8 �9


+


+› 1/11A PiLOTAGE SERVicE AT THE ScHELDT ESTUARiES AND AT THE BELGiAN cOASTAL PORTS BaZ1/11A–2008cancelled

1. GENERAL

1. In the Western Scheldt estuaries, in open sea, towards the Belgi-

an ports near the Scheldt and at the canal from Ghent to Terneu-

zen and vice versa, the pilotage service is ensured in cooperation

between 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 pi-

lotage 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, Zeebrug-

ge 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 compulsory pilotage” of the

Flemish pilotage decree (cf. part 1/11C).

2. PiLOT VESSELS AND THEiR STATiONS AT SEA

1. North of the light 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 canal

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

Belgian ports at the Western Scheldt and at the canal from 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 of-

fer pilotage service from a more secure position between light buoy

SWA and the light buoy A1.

2. A Dutch pilot vessel is stationed in front of the Oostgat, one mile

to the west of the Schouwenbank light 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

Schouwenbank light 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 Regulations 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 under 1 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 under 1.

�0 �1


+


+�. During periods of decreased visibility these pilot vessels (both

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

�. 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 following

sounds signals: the letter G, of the International Code of Signals, 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

signals:

• for Zeebrugge G 6

• for Nieuwpoort G 7

• for Oostende G 8

�. 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)

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

BaZ1/11B-2008cancelled

Resolution of the Flemish minister of Mobility, Public Works and

Energy and the Dutch minister of Traffic and Water Affairs, as

amended;

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

RESOLUTiONS:

Article 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 des-

cribed as the Flushing roads area in the 1990 Western Scheldt Ship-

ping Regulations;

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

ter: as described in the Dutch Compulsory Pilotage Resolution 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 Flu-

shing 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 and are limited to sailing within a particular area at sea and

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

�2 ��


+


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

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

tre 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 ac-

cordance with the applicable legal provisions in the Netherlands

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

tioned 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 pilo-

tage 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 allied 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 parti-

ally loaded with these goods or are empty but have not yet been degas-

sed 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 arti-

cle 11 of the Scheldt Regulations, the following types of vessels are

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

ticle 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 parti-

ally loaded with these goods or are empty but have not yet been degas-

sed 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 Statute

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

September 2008 (Belgian Statute Book of 29.09.2008, page 50451);

• the Further Requirements for Exemption from the Compulsory

Pilotage described in the Scheldt Regulations (Belgian Statute

Book of 17.07.2003, page 38350), amended by the Resolution of 18

September 2008 (Belgian Statute Book of 29.09.2008, page 50429).

(Source:MDKHRdivision-05/11/2008)

��


+


+��


+


+› 1/11c iNTENSiFiED cOMPULSORY PiLOTAGE FOR VESSELS iN THE BELGiAN TERRiTORiAL SEA AND WATERS UNDER THE AUTHORiTY OF THE FLEMiSH GOVERNMENT BaZ1/11C-2008cancelled

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 Regulations

Art. 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 representative appointed by the head of the agency;

4° length: the length overall;

5° inland vessel: vessel registered as such in her country of origin or a

ship that 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 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 such in their

country of origin;

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 dange-

rous cargoes on sea drawn up by the International Maritime

Organisation (IMO);

11° IBC-Code: the international IMO-code for the building and

equipping of ships that carry dangerous chemicals in bulk;

12° IGC-Code: the international IMO-code for the building and

equipping 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,

determined 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 Pilotage

Art. 2. The vessels, meant in article 2, 1° of the decree are obliged to

take a pilot in the following waters:

In Belgian territorial sea between the pilotage points as they have been

determined by the proper authority and in the Flemish coastal ports;

On the Scheldt river from the Belgian/Dutch border up to Temse;

�8 �9


+


+1. On the Belgian part of the sea canal of Ghent to Terneuzen, the

Moervaart, and the docks that connect to these waters;

2. The tidal ports of Oostende, Zeebrugge and Nieuwpoort and the wa-

ters between these ports and the nearby roads;

3. The entrance lanes of the locks connecting to the waters mentioned

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 this advice.

chapter iii. Vessels exempt from compulsory pilotage

Art. �. 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

different 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

services;

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

government.

Art. �. The directives in Article 3 notwithstanding, vessels -with

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

circumstances:

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;

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 pilotage

Pilot Exemption certificate

Art. �. 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. �. A vessel of which the captain holds a Pilot Exemption Certificate

still has to take a pilot in the following circumstances:

1° when partially or fully 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 cases

Art. �. 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

compulsory pilotage;

2. impose compulsory pilotage upon the vessels exempt from

compulsory pilotage;

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

�0 �1


+


+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 remarks.

Art. 9. The captains who lead the navigation on the vessels as men-

tioned 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:MDK-DABLoodswezend.d.11.12.2002)

› 1/12A PiLOT REQUEST ARRANGEMENTS FOR VESSELS WiTH A FLEMiSH PORT AS DESTiNATiON BaZnr1/12A-2008cancelled

Article 1: Definitions

In these procedures we understand by:

Operator: the captain but also the shipping company, charter company,

manager, agent or any other appointed person of the vessel involved

Vessel with compulsory pilotage: a vessel with a Flemish port as her

destination of which the captain is obliged to make use of the services

of a pilot

ETA: estimated time of arrival in a pilotage area

ETD: estimated time of departure

Scheldt vessel: a vessel mentioned under chapter I, article 1, point 1 of

the Revised Scheldt Regulations

Non-Scheldt vessel: a vessel with a Flemish coastal port as her

destination

coordination centre: institution to which the initial specification

must be directed, in the manner mentioned in supplement 1 of these

procedures

initial specification: report of time of pilot request

Time of pilot request: time at which the pilot must be on the vessel

1. PiLOT REQUEST FOR AN ARRiViNG VESSEL (ETA) Article 2: The initial specification

The operator of a vessel must make his pilot request for one of the

pilotage areas in the Scheldt estuaries at least 6 hours in advance of

arriving there. This also goes for an operator who wants to make use

of a pilot without being obliged to do so.

The operator of a vessel exempt from compulsory pilotage who still

wishes to take in a pilot on the Flushing Roads has to make his pi-

�2 ��


+


+lot request at least 6 hours in advance of arriving there. The captain’s

request has priority on all other requests.

Article �: Adjustments

The operator of a vessel with compulsory pilotage of which the pilot

request for one of the pilotage areas delays with more than one hour

must make a new pilot request at least 6 hours before his original

request expires. Not conforming to the above may lead to a delay of

up to 6 hours.

The operator of a vessel with compulsory pilotage of which the pilot

request comes early has to make a new pilot order at least 6 hours

before arrival.

In the event of a vessel arriving earlier in the pilotage area than the

original time of arrival, this vessel will not receive a pilot or be assisted

by the ‘shore based pilotage’ system earlier than the originally com-

municated time of arrival. Cancellations must be reported immediately

and at least 6 hours before the original order expires.

Article �: Manner of reporting

1. The operator must mention the following details when making a pilot request to the proper authority:A Name, callsign and flag of the vessel. Former name, callsign and

flag if changed within the last six months.

I Name of the Flemish destination port.

Date and ETA in time group (4+4 numbers in UTC). For a

vessel with compulsory pilotage the place of boarding should be

mentioned. For a ship exempt from compulsory pilotage it should

be mentioned if it wants to have a pilot board Y/N; the place of

boarding if necessary.

O The greatest draught in centimetres.

P If it is a vessel bound to the “Reglement vervoer gevaarlijke

stoffen met zeeschepen” (“Regulations for the transport of

dangerous cargoes on board commercial vessels”) (abbr. RVGZ):

• the indication of the IMDG danger class(es), mentioned in

art. 1, part three, RVGZ;

• the indication ‘general’ or ‘bulk’ and the approximate quantity

of dangerous substances aboard according to the RVGZ;

T The name of the vessel’s agent or owner.

U The Bt (Bruto Tonnage) and overall length in metres, as well as

the max width of the vessel in metres.

X Any remarks concerning the condition of the vessel, including

damage, manoeuvrability, equipment list, heel etc. or other

remarks concerning crew or load, or any other specifics.

If helicopter pilotage is desired, please mention it here:

• in bad weather and with suspended pilot cutter,

helicopter piloting desired: yes or no.

• in normal weather and pilot cutter not suspended,

helicopter piloting desired: yes or no.

2. The operator will mention the following details in the event of an adjustment to the pilot request:A Name, callsign and flag of the vessel.

Former name, callsign and flag if changed within the last six

months.

I Name of the Flemish port of destination.

Date and ETA in time group (4+4 numbers in UTC). For a

vessel with compulsory pilotage the place of boarding should be

mentioned. For a vessel exempt from compulsory pilotage it

should be mentioned if the vessel wants to have a pilot board Y/N;

the place of boarding if necessary.

��


+


+Article �: The proper authorities

1. The initial specification, adjustments or cancellations mentioned in

article 2 and 3 of these procedures, for vessels that sail by pilotage

area “Wandelaar” and want to reach Flushing Roads or the roads of

a coastal port via the Scheur/Wielingen, need to be addressed to:

“Wandelaar Pilot” via the Coordination centre Ghent through any

modern means of communication such as interactive requesting on

the website.

2. The initial specification, adjustments or cancellations mentioned in

article 2 and 3 of these procedures, for vessels that sail by

pilotage area “Steenbank” or want to reach the Flushing Roadstead

via the Oostgat, need to be addressed to: “Steenbank Pilot” via

Nederlands Loodswezen Vlissingen (Dutch Piloting Institution

Flushing) through any modern means of communication such as

interactive requesting on the website.

�. Captains of arriving vessels can make their pilot request by email:

Via the west (Wandelaar): [email protected]

Via the north (Steenbank): [email protected]

Ordering by email is an exclusive service for captains.

2. PiLOT REQUEST FOR A DEPARTiNG SHiP (ETD)

Article �. The initial specification

1. The operator of a vessel with compulsory pilotage who wishes to

depart from a port, anchoring or berth place in a Flemish port (in-

cluding the lock installations N.V. Zeekanaal) and requires a pilot to

do so, must communicate this and his pilot request to the coordina-

tion centre within the proper time limit and in the manner described

in the regulations.

2. This also goes for the operator who wants to make use of the servi-

ces of a pilot without being obliged to do so.

�. Deviations from a pilot order must be communicated within the pro-

per time limit of 12 hours and at the very least 2 1/2 hours before

the ETD with an adjusted pilot request.

�. Cancellations may be communicated immediately but must also be

reported at the very least 2 1/2 hours before the ETD.

�. The captain’s request has priority over all other requests.

Article �. The pilot request

1. The initial specification can be reported continuously, but to ensure

operational service it should be made at least 12 hours in advance.

Not following this rule can lead to delays.

2. If this initial specification isn’t adjusted, as determined in

adjustments and cancels, this specification will automatically be

regarded as a final pilot request and the pilot will be appointed by

the Coordination Centre to the vessel with compulsory pilotage.

Article 8. coordination centres

FlemishportattheScheldt

The time of the initial specification, the adjustment and cancellation

will be reported to the Coordination Centre in Antwerpen.

1. Vessels in port The time of the initial specification as reported by the operator,

will, if not adjusted, automatically be changed into the time of

request. The actual appointing of a pilot to a vessel with compulsory

pilotage will be done in the Coordination Centre using the final lock

planning, as it has been decided by the port service and passed on to

the lock management. This report must be made at least 2 1/2 hours in

advance by the lock management.

2. Ships with anchoring or berth place in the Lower and Upper Sea Scheldt

If no adjustment is made by the operator within the time limits, the

hour of the initial specification is the final time of the pilot request.

��


+


+�. Ships sailing from the lock installations of the N.V.

Zeekanaal The time of the initial specification, as reported by the operator,

automatically becomes the time of the pilot request if not adjusted.

The actual appointing of a pilot to a vessel with compulsory pilotage

will be done in the Coordination Centre using the final lock planning,

as it is decided by the port service and passed on to the lock

management. This report must be made at least 2 1/2 hours in

advance by the lock management.

FlemishportatthecanalofGhenttoTerneuzen

The initial specification, adjustments and cancellations will be

reported to the Coordination Centre in Ghent.

Flemishcoastalport

The initial specification, adjustments and cancellations will be

reported to the Coordination Centre in Zeebrugge.

Article 9. Pilotage charges and other expenses

Pursuant to the resolution of the Flemish Government on the determi-

nation of the pilotage, the pilotage fees for pilotage services in pilotage

waters and other expenses, other fees and expenses will be charged in

addition to the pilotage.

Article 10. Manner of reporting

The report of the precise pilot request must contain the following de-

tails, in this order:

Pilot request with mentioning: compulsory pilotage Y/N

Vessel exempt from compulsory pilotage, and if the services of a pilot

are desired, the boarding place.

Pilot Exemption Certificate holders: name of the PEC holder(s)

Agent name

Agent number

Vessel name

Vessel’s Lloyd number

Vessel’s flag

HKD number (if applicable)

Vessel type

Bruto tonnage

Overall length

Draught

Destination

Date of departure

Hour of departure

Place of departure

Helmsman (if applicable)

Remarks (during normal weather conditions, pilot vessel not suspen-

ded, helicopter piloting is requested yes or no)

�8 �9

www.vlaamsehydrografie.be NOTicES TO MARiNERS JANUARY 8th 2009

+SUPPLEMENT 1

Coördinatiecentrum Antwerpenen

(Coordination Centre Antwerpen)

IVA Maritieme Dienstverlening en Kust

(Agency for Maritime and Coastal Services)

Dienst Afzonderlijk Beheer Loodswezen

(Department Separate Management Pilotage Services)

3 Tavernierkaai

2000 Antwerpen

Tel : +32 (0)3 222 08 65

Tel : +32 (0)3 232 02 29

Tel : +32 (0)3 231 89 52

Fax : +32 (0)3 232 20 85

GSM : +32 (0)476 58 01 49

Website: www.loodswezen.be

Coördinatiecentrum Zeebrugge

(Coordination Centre Zeebrugge)


(Agency Maritime and Coastal Services)

Dienst Afzonderlijk Beheer Loodswezen

P & O building/ 2nd floor

7 Doverlaan,

8380 Zeebrugge.

Tel.: +32 (0)50 35 52 39

GSM: +32 (0)478 58 21 10

Fax: +32 (0)50 35 78 12

VHF: kanaal 09

Website: www.loodswezen.be

_(Source:MDK-DABLoodswezend.d.11/12/2002and18/10/2004)

+

+

› 1/12B REPORTiNG DUTY FOR PiLOT EXEMPTiON cERTiFicATiON (PEc) HOLDERS BaZ1/12B-2008cancelled

Vessels that maintain a regular line and have a PEC holder leading naviga-

tion will fulfil their reporting duty by communicating their schedule to the

Dispatching Centre in Zeebrugge every week: via Oostende Radio (OST) or

tel.: 32 50 550801, fax: 32 50 547400, telex and satcom 46 81417.

_(Source:MDK-DABLoodswezenandafd.VNAd.d.11/12/2002)

› 1/1� SPEciAL SiGNALS AND iNSTRUcTiONS AT FLUSHiNG ROADS BaZ1/13-2008cancelled

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-

Commandoweg Vlissingen.

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

Coördinatiecentrum Gent

(Coordination Centre Ghent)


Dienst Afzonderlijk

Beheer Loodswezen

(Flemish Pilotage Service)

Motorstraat 109

9000 Gent

Tel.: +32 (0)9 250 57 11 (centrale)

+32 (0)9 250 57 12

+32 (0)9 250 57 13

+32 (0)9 250 57 14

GSM: 0478 58 14 80

Fax: +32 (0)9 251 63 21

ENIGMA

VHF: kanaal 11

Website:www.loodswezen.be

Nederlands Loodswezen Vlissingen

(Dutch Pilotage Service Flushing)

Facilitair bedrijf

Loodswezen bv

Regio Scheldemonden

Schelde Coördinatiecentrum Vlissingen

Commandoweg 50

4381 BH Vlissingen.

Tel.: +31/118/48.95.02

Fax: +31/118/41.23.21

Website:www.loodswezen.nl

�0 �1


+


+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

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

Veerhaven 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

- 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: A3 – A2 – A1

�2 ��


+


+ • 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

anchoring 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.

• in the Everingen

Everingen A: 51°24’,11 N - 3°44’,22 E

with a radius of 500 metres

Everingen B: 51°23’,76 N -3°45’,20 E


Everingen C: 51°23’,54 N - 3°45’,91 E


Everingen D: 51°23’,28 N - 3°46’,55 E


Everingen E: 51°23’,05 N - 3°47’,18 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


��


+


+��


+


+› 1/1�A ScHELDT AND iTS ESTUARiES - OVERSiZED cOMMERciAL VESSELS BaZ1/14A–2008cancelled

Following art. 2 § 1.4 of the Belgian KB of 23-09-1992 holding

shipping regulations for the Lower Sea Scheldt (BS 17-10-1992), art

3.3 of the Belgian KB 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 organi-

sation 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:

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

�. 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

�. Upper Sea Scheldt:

a draught of 5m or over and/or a length of 115m (LOA) or over

�. Waterway canal of Ghent to Terneuzen:

a draught of 10m or over and/or a length of 180m (LOA) or over

_(Source:MDK-DABloodswezenandAfd.VNA)

› 1/1�B WESTERN ScHELDT — ARRiVAL AND DEPARTURE REGULATiONS, TO/FROM ANTWERP BaZ1/14B–2008cancelled

Arrival and departure regulations for vessels with a marginal draught

or a length starting from 300 metres, to and from Antwerpen and for

vessels towards Kallo lock.

A.Generalremarks

• All draughts refer to the greatest/maximum draught, are expressed

in decimetres and apply in fresh water.

• All vessel lengths are expressed in metres and refer to the lenght

overall.

• The maximum advised draughts for vessels arriving in one or two

tides are calculated against the predicted high water standings

Prosperpolder.

• With regard to the capacity of a lock or shipping lane and/or the

availability of the berth, limitations may be enforced on the amount

of arriving and departing marginal vessels per tide.

• For departing vessels the shipping windows are calculated against

the high water levels at Flushing and Zeebrugge.

• The use of a helmsman familiar with the area is highly recommended

for the river section.

• Ships with a length, width or draught greater than the criteria

mentioned in I, II, III and IV are not allowed on the Western Scheldt.

• After this the Gemeenschappelijke Nautische Autoriteit (Joint

Nautical Authority) will be abbreviated and referred to as GNA.

�8 �9


+


+B.Generalrulesforallmarginalvessels(I,II,IIIandIV)

• Vessels must be equipped with two properly functioning ship radars

and at least two mariphone installations that function independently

from each other and are within reach.

• In the event of a visibility of less than 2000 metres the GNA will

decide, after consulting with the pilot, whether the voyage can be

started or needs to be delayed.

• For every arriving or departing vessel a written permission must be

obtained from the GNA at least 6 hours before arrival or departure

at the pilotage stations Wandelaar or Steenbank.

• After conferring with and permission from the GNA the VTS-Ant-

werpen (VTS-A) will execute this and determine in which stream-

tide or shipping window this shall take place.

• Before the vessel actually unmoors from its berth this will be

reported by the traffic centre Zandvliet to the GNA by reporting the

draught. When departing from the Scheldt terminals it will also be

reported if the ship needs to swing.

• The pilot advice concerning the use of tugboats must be followed

rigidly.

• Depending on the hydro-meteo circumstances, circumstances

concerning the vessel, the expected traffic intensity and circum-

stances concerning the fairway the GNA may impose additional

limitations.

• By or in its name, the GNA may give additional regulations to ensure

the safety of all parties involved. These reports must be followed

meticulously and immediately.

1. Vessels with a marginal draught

1. Arriving vessels with a draught of at least 12� dm up until the maximum advised draught of 1��.� dm

• Cf. the general remarks and rules.

• The order of arrival is partially determined by the RTA imposed at

the Coordination Point on the river in Antwerpen and is finalized at

the passage at the pilot station.

• The final time of arrival at the Flushing Roads is determined after

consultation between the GNA and the pilots involved.

• This category of deep draught vessels is given a priority treatment

by the roads service.

• A vessel that, according to plans, will arrive in two tides will anchor

in the anchoring area Wielingen-South. During the entire period of

anchoring the presence of a pilot is required on board, and a tugboat

of sufficient capacity must be used.

2. Vessels sailing out with a draught of at least 120 dm


• The vessel must be positioned in front in the lock.

• The vessel needs to be on course on the river before the imposed

shipping window starts.

• The maximum draught is 140 dm.

• Departing may not be done in two tides.

• The GNA will not decide over a departing ship with a draught

between 135 dm and 140 dm earlier than 12 hours before departure

and not later than 3 hours before departure of the vessel from her

berth.

• A vessel mentioned under one of the above points will sail at the

beginning of its shipping window.

80 81


+


+ 2. Arriving and departing vessels with a length of at least �00 metres, up to ��0 metres


• The requirements for vessels with a marginal draught as mentioned

under 1 equally apply.

• A second river pilot is compulsory for vessels with destination to

and departure from the locks.

• For bulk carriers, tankers and vessels with similar manoeuvring

characteristics and a vessel length of at least 300 metres, a

reduction of the allowed draught of 0.25 decimetres is applied per

metre overlength.

�. Arriving vessels headed towards the Kallo lock with a draught of at least 90 dm


• There is a maximum allowed vessel length of 275 metres and a

maximum allowed vessel width of 37,65 m in the Kallo lock.

• If necessary, a compulsory RTA can be imposed.

�. container ships with a length of at least ��0 metres up until ��0 metres and a maximum width of �0 metres


• The requirements for vessels with a marginal draught as mentioned

under 1 and the requirements for vessels with a length of 300

metres up until 340 metres as mentioned under 2 equally apply.

• The vessel will be regarded as a one tide vessel for every arrival and

departure, which means that a voyage in or out in two tides will not

be allowed.

• Permission for arrival or departure will only be given by the GNA if

it can be ensured in time that there are no obstacles on the fairway,

including the availability of pilots and tugboats and that the berth is

clear and available upon arrival.

• Because of the measurements of the vessel vis à vis the dimensions of

the shipping lane, more precisely in the Pas van Borssele and from the

turn of Hansweert up to the (container) terminals of the Right and Left

bank in Antwerpen, traffic control may take place if necessary. This

will happen in such a way that meetings with vessels falling under

the directives of article 25 RVGZ, special transports and vessels with a

length of over 200 metres will be avoided in the Pas van Borssele and

between the buoys NvB/MA and buoy 81. Ships going downstream will

have priority over ships going upstream and traffic centres will regu-

late the events in close cooperation with the pilots aboard.

• By or in its name, the GNA may impose limitations on the amount of

oversized vessels that arrive or sail at the same time.

• For every separate arrival or departure a written permission must

be requested in time at the GNA at the following address: “Gemeen-

schappelijke Nautische Autoriteit - aan de Nederlandse Hoofdver-

keersleider en Vlaamse Nautische Dienstchef”, 50 Commandoweg

(Joint Nautical Authority, to the Dutch Head Traffic Leader and Fle-

mish Nautical Service Chef) , 4381 BH Flushing. Tel. 0031(0) 118

424760 of 0031(0) 118 424758 / FAX 0031 (0) 118 467700 or 0031(0)

118 418142.

• If no permission is given for an arrival or a departure the ship needs

to anchor outside the sea pilot station or stay in its berth until

permission is granted.

• A voyage plan must be compiled at the very latest three (3) hours

before every arrival or departure. This plan must be approved by

the GNA in mutual agreement with the piloting services, who will

execute the piloted voyage. The shipping plan must be submitted to

the address mentioned above (7th bullet).

• This will be reported to the GNA three (3) hours before the ship ac-

tually leaves its berth at the address mentioned above (7th bullet).

82 8�


+


+• In the event of a decreased visibility of less than 2000 metres in the

area that is still to be sailed by the ship and/or wind speeds of over

7 Bft. near the North Sea and Europa terminal or Deurganck docks,

no permission for arrival or departure will be given to vessels of the

class treated in this article.

• The order of arrivals is determined by the Requested Time of Arrival

(RTA) at the Coordination Point in Antwerpen and will be determined

one (1) hour before arrival at the pilotage station.

• After consulting with the sea and river pilots the final time of arrival

at Flushing Roads is determined by the GNA.

• Category IV vessels will be prioritized by the roads service.

• Departing container ships coming from one of the Antwerpen ter-

minals outside of the dykes on the right or left bank need to be in

course on the river with the ship head pointing towards sea before

the start of the imposed shipping window, and need to sail as early

as possible in the shipping window.

• The maximum allowed draught is 130 dm for departing vessels and

140 dm for arriving vessels.

• Two pilots are required, at least one of whom should be of the highest

category, for both arrival and departure on the river trajectory.

Hereby the following Joint Announcements are no longer valid:

01/2001 d.d. 16th of August 2001, (Notification 01/208 d.d. 2001/09/19)

02/2003 d.d. 29th of August 2003, (Notification 03/290 d.d. 2003/09/05)

01/2004 d.d. 9th of January 2004, (Notification 04/011 General d.d.

2004/01/14)

04/2004 d.d. 19th of May, (Notification 04/053 Antwerpen d.d.

2004/05/19).

This Joint Announcement takes effect on the second day after it has

been published in the Dutch and Belgian Statute Book in which it

appears.

_(Source:GemeenschappelijkeVlaamseandNederlandseNautischeAutoriteit.Kennisge-

ving02-2005.d.d.27/09/2005)

› 1/1� LOWER AND UPPER SEA ScHELDT — PERMiSSiON TO MOOR BaZ1/15–2007cancelled

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

following is an incomplete list of these constructions:

left bank right bank

Phenolchemie 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

(Rogier)

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 Vopak

8� 8�


+


+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.

As from 16 April 2008 it is allowed to moor at the Palingplaat raft

on Antwerpen’s left bank pursuant to the Palingplaat Raft Mooring

Regulations:

cARGO VESSELS: mooring prohibited

PASSENGER VESSELS:

- river side: along the entire length

- only for loading and unloading passengers, maximum 2 hours

- maximum allowed mooring width: 15 metres

- spending the night at the raft is only possible with a written

permission from the Zeeschelde Division

PLEASURE cRAFTS:

- bank side: along the entire length

- passer-by raft maximum 18 hours

- maximum allowed mooring width: not wider than indicated on the

gangway

If the sign “mooring prohibited” is on display, the raft may not be

used.

Exceptions to these regulations are only granted by the Zeeschelde

Division (tel. +32 (0)3 224 67 11 or +32 (0)3 451 30 88).

_(Source:Afd.VNAandMDK-Afd.Scheepvaartbegeleidingref.H/baz/12950d.d.16/10/97

andVlaamseHydrografie-Antwerpenen-10/06/2008)

› 1/1�A VESSEL TRAFFic SERVicES ScHELDT AND iTS ESTUARiES — EXPANSiON OF THE FiELD OF AcTiViTY BaZ1/16A-2008cancelled

Referring to the “Gezamenlijke Bekendmaking van de Permanente

Commissie van Toezicht op de Scheldevaart” (Joint Announcement of

the Permanent Commision of Supervision on Scheldt Shipping) of No-

vember 1st 1994 I bring you the following news: the field of activity of

the Vessel Traffic Service Scheldt Estuaries has been expanded as of

March 1st 2005. The western border has been moved to the national

border between France and Belgium, starting from the coast to the

point 51°23’, 60N - 2°19’,20 E , then the points 51°25’,95 N – 2°30’,62 E,

51°28’,75 N and 2°56’,00 E, 51°34’,60 N and 3°08’,38 E, 51°50’,00 N

and 3°08’,38 E, then to the SBO and the line to Domsburg. The area

from the water tower Westende via the Middelkerke Bank, then south

to point 51°25’,95 N and 2°30’,62 E, to 51°23’,60 N and 2°19’,20 E, fol-

lowing the national border to the French/Belgian coast is covered by

the new radar covered area with the callsign WANDELAAR APPROACH

with mariphone channel 60 as traffic channel.

West-rond has been added in the Zeebrugge area.

The traffic and radar channels have not changed, nor have they for the

rest of the field of activity of the VTS-SM, which means that the mari-

phone card as issued on 15/07/96 can still be used for the area outside

what has been described above as well.

Other changes such as lock channels, address of the pilot request ar-

rangements etc. have been included in the new folder supplement to

version 3.

_(Source:MDK-Afd.Scheepvaartbegeleiding.d.d.16/03/2005)

8� 8�


+


+› 1/1�B VESSEL TRAFFic SERVicES ScHELDT AND iTS ESTUARiES - MARiPHONE cHANNELS BaZ1/16B-2008cancelled

The BaZ 1/20-1994 “Vessel Traffic Services Scheldt and its Estuaries”

concerning the mariphone area division of the VTS-SM in force since

04/01/1994 is no longer valid as of 01/11/1194 at 1800h local time and

replaced by the following:

The permanent Commision of Supervision on Scheldt Shipping,

considering Resolution A578(14) of the International Maritime

Organisation “Guidelines for Vessel Traffic Services” of November 20th

1985 and furthermore in mutual agreement with the areas of control and

their proper authorities; given the Radar treaty between the Kingdom of

the Netherlands and the Kingdom of Belgium of November 29th 1978,

adjusted by the Treaty of May 10th and 15th 1984, announces that:

• The announcement of January 4th 1994 on the division of

mariphone areas of the VTS-SM is no longer valid as of November

1st 1994 at 1800h local time.

• As of November 1st 1994 at 1800h local time the division of

mariphone areas of the VTS-SM (Vessel Traffic Services Scheldt and

its Estuaries) will be determined as follows:

1. MARiPHONE cHANNELS

(For borders of the VHF field of activity and the VHF channels that

should be used, see images)

The VHF-channels are grouped according to their use:

1. Traffic channels• traffic agreements

• traffic information

• pilotage advice

• traffic directions

• temporary directions and orders

• compulsory reports

2. Radar channels• traffic information

• compulsory reports

• port information

�. calamity channel(The proper authority will refer mariphone users to the calamity chan-

nel if there is a reason to do so, in the event of an incident or a vessel

crash.)

• calamity traffic

88 89


+


+_Image1.TrafficchannelsVTS-SM.Edition3d.d.15/7/1996

�. River Scheldt – obligation for inland waterway vessels to report mooringAs from 1 April 2008, all inland waterway vessels that occupy or leave

a commercial mooring or sail in or out of a tidal dock along the River

Scheldt downstream from the Royers lock:

- at container terminals in the Deurganck dock, the Europe terminal

and the North Sea terminal

- in the Deurganck dock (even without mooring)

- at all commercial landings along the River Scheldt downstream

from the Royers Lock

each time have the obligation to report to the “Schelde Noord

Reporting Station" via VHF 60.

For the moorings above the Royers Lock (Scheldt quays and

Petroleumpier Zuid) the reporting station remains VHF 22 – Royers

Lock. For the moorings or waiting berths in the lock channels the

respective locks remain the reporting station via their respective VHF

channel. Inland waterway vessels are reminded that permission from

the lock master is always required to sail into or to moor in a lock

channel.

�. Ghent-Terneuzen canal – obligation for inland waterway vessels to reportIn addition to the “VHF radio communication Havendienst

Gentkanalen VHF 5 and VHF 11”, inland waterway vessels have to

report their movements to and from commercial quays via VHF 78.

90 91


+


+_Image2.RadarchannelsforVTS-SM.Edition3d;d.15/07/1996. _Image3:folder‘VTS-SMadditionon3rdversion’(Source:MDK-Afd.Scheepvaartbegeleiding.

d.d.16/03/2005–adjustedbynewmariphonechannelKallosluisBaZ23/216/2005)

92 9�


+


+ 2. cOMPULSORY REPORTS FOR ALL PROFESSiONAL SHiPPiNG

1. Arriving from sea, sailing up roads/river

PLACE REPORT CALLSIGN VHF

1/2 h from the border NAME VESSEL + POSITION + TRAFFIC CENTRE 64

DRAUGHT + DESTINATION STEENBANK

the vessel will receive

voyage instructions WANDELAAR

APPROACH 60

PILTO VESSEL PILOT VESSEL

WANDELAAR WORKS STEENBANK

AT VHF 65 WORKS AT VHF 64

Middelbank NAME VESSEL + POSITION + ETA TRAFFIC CENTRE 64

FLUSHING ROADS + ROUTE STEENBANK

A South – Middelkerkebank NAME VESSEL + POSITION+ TRAFFIC CENTRE 65

DESTINATION WANDELAAR

A1 bis - S2 NAME VESSEL + POSITION + ETA TRAFFIC 69

NE Akkaert FLUSHING ROADS + ROUTE CENTRE 69

Westpit ZEEBRUGGE 69

0,25’NW OG 17 NAME VESSEL + SIGNAL CENTRE 14

(if necessary report of FLUSHING

anchoring area)

W4-W5 NAME VESSEL+ POSITION CENTRE 14

+ SIGNAL FLUSHING

Flushing Roads NAME VESSEL + ETA CENTRE 14

DESTINATION + ROUTE FLUSHING

When coming upstream NAME VESSEL + POSITION CENTRE 14

(Sloehaven) + ETA DESTINATION FLUSHING

PvT/Spr NAME VESSEL + POSITION CENTRE 03

E2A TERNEUZEN

9� 9�


+


+PLACE REPORT CALLSIGN VHF

35 NAME VESSEL + POSITION CENTRE 65

HANSWEERT


ZANDVLIET


ZANDVLIET

South Saeftinge NAME VESSEL + POSITION CENTRE 12

ZANDVLIET


ZANDVLIET

2. Sailing roads/river, sailing out to sea


Place of departure NAME VESSEL + POSITION + CENTRE 12

DRAUGHT+DESTINATION ZANDVLIET

100 or when coming NAME VESSEL + SIGNAL CENTRE 12

upstream DESTINATION ZANDVLIET

South Saeftinge NAME VESSEL + POSITION + ETA CENTRE 12

DESTINATION/ETA ZANDVLIET

FLUSHING


HANSWEERT

32 NAME VESSEL + POSITION + CENTRE 03

SIGNAL + POSSIBLE ROUTE TERNEUZEN


FLUSHING

When coming upstream NAME VESSEL + POSITION + CENTRE 14

(Sloehaven) ROUTE FLUSHING


Flushing Roads NAME VESSEL + POSITION + CENTRE 14

ROUTE FLUSHING

0,25’ NW OG 17 Westplt NAME VESSEL+ POSITION TRAFFIC CENTRE

STEENBANK 64

W4-W5 NAME VESSEL + POSITION + TRAFFIC CENTRE 69

ROUTE + ETA PILOT VESSEL ZEEBRUGGE

WANDELAAR

S2 - A1 bis NAME VESSEL + POSITION TRAFFIC CENTRE 65

(if no pilot aboard) WANDELAAR

A South– Middelkerkebank NAME VESSEL + POSITION + WANDELAAR 60

DESTINATION APPROACH

• Extra shipping reports

ARRiViNG


For departure lock/pier NAME vessel+ position + ETA Centre Zandvliet 12

Terneuzen/Hansweert South Saeftinge

35 Name vessel+ position Centre Zandvliet 12

65 Name vessel+ position Centre Zandvliet 12

South Saeftinge Name vessel+ position Centre Zandvliet 12

SAiLiNG


For departure lock /landing Name vessel+ position + Centre Flushing 14

Terneuzen/Hansweert ETA Roads

32 Name vessel+ position Centre Flushing 14

+ pilot signal

9� 9�


+


+�. compulsory report for all vessels that are about to sail from a port or lock, are about to unmoor or heave up anchor

All vessels engaging in the traffic stream must report to the traffic centre.

AREA VTS-CENTRE VHF

Zeebrugge RADAR CONTROL ZEEBRUGGE 19

(in port)

Zeebrugge TRAFFIC CENTRE ZEEBRUGGE 69

(roads traffic area)

Zeebrugge TRAFFIC CENTRE WANDELAAR 65

(sea traffic area)

FLUSHING RADAR FLUSHING 21

TERNEUZEN CENTRE TERNEUZEN 03

HANSWEERT CENTRE HANSWEERT 65

ANTWERPEN CENTRE ZANDVLIET 12

99

�. compulsory report for all vessels that are about to enter a port or a lock, anchor or moor

All ships that are about to leave the traffic stream must report to the

traffic centre.

AREA VTS-CENTRE VHF

Zeebrugge RADAR CONTROL ZEEBRUGGE 19

(in port)

Zeebrugge TRAFFIC CENTRE ZEEBRUGGE 69

(roads traffic area)

Zeebrugge TRAFFIC CENTRE WANDELAAR 65

(sea traffic area)

Flushing CENTRE FLUSHING 14

Terneuzen CENTRE TERNEUZEN 03 arriving

DOW landing

arriving buoy 22

Hansweert CENTRE HANSWEERT 65

arriving buoy 45

arriving buoy

ZG/SvW

Antwerpen CENTRE ZANDVLIET 12

9998 99


+


+�. Arriving Terneuzen-Ghent


Before leaving the NAME VESSEL + POSITION PORT SERVICE

Terneuzen locks TERNEUZEN 11

Sluiskil bridge NAME VESSEL + POSITION PORT SERVICE

TERNEUZEN 11

Driekwart NAME VESSEL + POSITION PORT SERVICE

TERNEUZEN 11

Sas van Ghent bridge NAME VESSEL + POSITION LOOKOUT ZELZATE 11

After mooring in a NAME VESSEL + POSITION PORT SERVICE

Dutch port TERNEUZEN 11

Before departure NAME VESSEL + POSITION + PORT SERVICE

from a Dutch port DRAUGHT + ETA-ZELZATE TERNEUZEN 11

Past Zelzate bridge NAME VESSEL + POSITION PORT SERVICE

+ DRAUGHT GHENT 11

Zelzate bridge NAME VESSEL + POSITION PORT SERVICE

GHENT 11

Past Sifferdok NAME VESSEL + POSITION + PORT SERVICE

LOOKOUT ZELZATE GHENT 11

After mooring in the NAME VESSEL + POSITION PORT SERVICE

Ghent port GHENT AND

LOOKOUT ZELZATE 11

�. Sailing from Ghent-Terneuzen


Before departure from NAME VESSEL + POSITION + PORT SERVICE

berth in the port of Ghent DRAUGHT + DESTINATION GHENT AND

(port and sea passage) ZELZATE LOOKOUT

+ any CERTIFICATE-HOLDER 11

(name and number)

When sailing into a NAME VESSEL + POSITION + LOOKOUT ZELZATE

VTS-SM area DRAUGHT + ETA-ZELZATE 11

Sidmar South NAME VESSEL + POSITION LOOKOUT ZELZATE 11

Zelzate bridge NAME VESSEL + POSITION PORT SERVICE

TERNEUZEN 11

Sas van Gent bridge NAME VESSEL + POSITION PORT SERVICE

TERNEUZEN 11

After mooring in a NAME VESSEL + POSITION PORT SERVICE

Dutch port TERNEUZEN 11

Before departure from a NAME VESSEL + POSITION + PORT SERVICE

Dutch port DRAUGHT + DESTINATION TERNEUZEN

(port + sea passage)

+ any CERTIFICATE-HOLDER 11

(name and number)

Driekwart NAME VESSEL + POSITION PORT SERVICE

TERNEUZEN 11

Sluiskil bridge NAME VESSEL + POSITION PORT SERVICE

TERNEUZEN 11

100 101


+


+102 10�


+


+�. GENERAL

1. Principles

• Reporting duty to the VTS-SM (cf 2, p. 95)

All professional shipping must report to the VTS-SM.

• Notwithstanding the authority of the Dutch and Flemish authorities

in the framework of smooth and safe traffic, the final responsibility

for navigation ALWAYS remains with the captain/traffic participant.

• Ships should always be contactable on the traffic channel of the

area concerned.

• The use of other than the prescribed VHF channels is a

responsibility of the traffic centres.

• As a matter of principle, the vessel has the initiative to gather

information. In a changing traffic situation the traffic centre will

immediately make this information available to the vessel in as far

as she hasn’t already been able to pick it up herself.

• All participants to the VTS- SM must keep to the prescribed VHF

procedures.

2. concepts

• Participant to the VTS-SM

Anyone actively involved in the evolution of the shipping traffic

within the VTS-SM.

• Traffic participant

The participant who actually controls a vessel’s navigation.

• Traffic agreements

These are agreements between traffic participants in order to

prevent unclear situations and/or to deviate from the rules put in

place as a matter of good seamanship.

• Traffic information

Information provided by a person with proper authorization to one

or more traffic participants concerning a shipping lane or part of it,

shipping traffic in general or separate ships involved.

• Traffic directions

An order given by a person with the proper authorization to achieve

a particular result in the traffic behaviour or an imposed order of a

particular result in the traffic behaviour. (Dutch)

• Temporary directions and orders

Directions and orders can be imposed by the Flemish and/or

Belgian authorities in special cases in order to ensure a smooth and

safe shipping traffic (Belgium).

• Pilot advice given through shore based pilotage

Pilot advice to a captain/traffic participant in as far as the pilot can

not be aboard the vessel that is to be piloted. This advice can be

given from another vessel or from ashore.

• Compulsory report

These are reports made at fixed points or times by traffic

participants for the good of the shipping traffic and the traffic

centres.

• Port information

Information about berths, lock planning, support from third parties

(tugboats etc.).

10� 10�


+


+�. Area with contactability duty

• Seawards

The line that connects the following geographical positions:

POINT NORTHERN EASTERN CALLSIGN

LATITUDE LONGITUDE

1 51°34’,35 03°29’,92 (meridian Domburg)

2 51°49’,95 03°29’,92 SBO

3 51°49’,95 03°08’,38

4 51°34’,60 03°08’,38 surroundings Westpit

5 51°28’,75 02°56’,00 surroundings NE Akkaert

6 51°25’,95 02°30’,62 North side Westhinder

Anchoring area

7 51°23’,60 02°19’,20 French border

surroundings Fairybank

8 51°05’,34 02°32’,54 French border

Shoreside

• The banks

Following from point 1 on the right bank and point 10 on the left bank,

not including the ports (with exception of the outer harbours of Hans-

weert and Terneuzen). The line that connects the extremities of the

perimiter of the outer port infrastructure is considered the border of

these ports. These exteriors are usually marked by light installations.

• Upstream border

The continuation of the line drawn by 2 direction poles at about 1 km

upstream of the southern extremity of the Antwerpen quay.

�. Procedure in cases of severe-weather warnings.

As part of their competence as the Joint Nautical Authority, the GNA

may take preventive action by announcing a severe-weather warning

issued by a recognised meteorological office.

GNA will get in contact in good time with harbour-master services at

relevant ports in the Scheldt area. Agreement will be reached on:

• trips currently taking place on the river

• the time for the measures being taken to come into effect

Adopting the chain approach, the harbour-master services will get in

contact with GNA from the agreed starting time, for each vessel leaving

port and for all arriving ships.

GNA will determine the most appropriate measures from the safety

viewpoint, after consulting with the duty head pilots at the Scheldt

Coordination Centre and in liaison with the ports.

Possible measures are:

• partial or general ban on departures

10� 10�


+


+• selective or total blockade of the port area

• extra assistance for laid-up ships

GNA will call off the measure taken as early as possible following the

withdrawal of the severe-weather warning and/or review of the hydro-

meteorological position.


_VTS-SM collective VTS-SM instruction: announcement no. 03-2007 dated 15/05/2007:

JointNauticalAuthority–Flushing;announcementno.02-2007dated09/11/2007)

› 1/1�c VTS-SM iNFORMATiON cONcERNiNG THE SHiPPiNG LANE BaZ1/16C-2008cancelled

The traffic centres will broadcast a shipping message on the traffic

channel at fixed times, whenever necessary.

In addition to this message, which will be broadcasted with one-hour

intervals, extra shipping messages may be broadcasted when it is

necessary in order to ensure general safety.

Times at which the shipping messages are broadcasted:

CENTRE TIME MARIPHONE CHANNEL

RCZB HOUR+ 10 MIN 69 and 65

CVL HOUR + 50 MIN 14

CTN HOUR 11

CZV HOUR + 30 MIN 12

RCZB broadcasts the extra shipping messages simultaneously on

channels 69 and 65.


› 1/1�D cONVERSATiONAL DiSciPLiNE VESSEL TRAFFic SERVicES ScHELDT AND iTS ESTUARiES (VTS-SM) BaZ1/16D-2008cancelled

Joint announcement by the Belgian and Dutch Scheldt directors -

Notification nr. 03/98.

With regard to the importance of the application of the usage

philosophy of the mariphone area division of the VTS-SM as

determined and announced in the Joint Announcement of November

1st 1994, all VTS participants must keep to this procedure. Traffic

participants within the working area of the VTS-SM are implicit

participants of the VTS-SM and as such obliged to conform to the

binding laws and regulations within the VTS-SM and must act

accordingly.

In order to be able to perform the tasks of a VTS, rules and

procedures have been decided on, based on the IMO-guidelines, national

law and International Radar Prescriptions. One of the most important

components of a VTS is communication, both between traffic

participants and between a traffic participant and a traffic centre.

Good communication comes from conversational discipline. There is

an urgent need for improvement of the conversational discipline within

the VTS-SM.

108 109


+


+Principles of the mariphone area division

• Traffic participants with reporting duty to the VTS-SM:

all professional shipping.

Traffic participants without reporting duty to the VTS-SM:

every vessel that is not a part of the abovementioned category. They

can participate to the VTS-SM under the same conditions as for the

VHF-procedures.

• Notwithstanding the authority of the Dutch and Flemish authorities

in the framework of smooth and safe traffic, the final responsibility

for navigation ALWAYS remains with the captain/traffic participant.

• Ships should always be contactable on the traffic channel of the

area concerned.

• The vessel has the initiative to gather information. In a changing

traffic situation the traffic centre will immediately make this infor-

mation available to the vessel in as far as she has not already been

able to pick it up herself.

• All participants to the VTS- SM must keep to the prescribed VHF

procedures.

To ensure a proper implementation of conversational discipline EVERY

participant to the VTS-SM must keep to the follow 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;

• the basic wording, as is mentioned in the radiotelephony prescripti-

ons, must be used;

• any unnecessary conversations must be avoided;

• private conversations must not be held over the VHF-channels used

by the VTS-SM;

• make sure there are no ongoing conversations before broadcasting;

• it is forbidden to interrupt conversations, unless there is an emer-

gency situation;

• speak clearly and audibly, to prevent a request to repeat the mes-

sage;

• the VHF-channels must only be used for that which they are meant

for;

• background noise should be avoided at all costs;

• it is forbidden to use improper and inflammatory language;

• traffic agreements are made directly between two traffic partici-

pants, without making use of a traffic centre;

• do not use politeness forms;

• only give the prescribed information in compulsory reports;

• only check in and out when prescribed;

• when making traffic agreements the colour of the vessel lights will

be referred to;

• Dutch and English are the official languages.

Reducing the number of conversations.

Cutting back on the amount of conversations will lessen the burden on

the VHF-channels and promote disciplined use of them. Currently too

many conversations are held concerning information that the traffic

participant can obtain elsewhere.

Many conversations can be avoided if the traffic participant takes into

account the following recommendations:

• prepare the voyage well

• make sure there is an updated hydographic chart aboard that can

easily be accessed

• take a pilot when unfamiliar with the area or the language

• have access to recent tidal information

• keep to the rules

• make traffic agreements that are also clear to the other traffic

participants and others involved

• make your intentions known through transparent shipping behaviour

• make use of the possibility to obtain information via the Schelde

Scheepvaartbericht (Scheldt Shipping Message)

110 111


+


+• make sure to be well-informed about the traffic situation by

listening out closely

• phrase the message well before broadcasting

The heads of service are charged with the supervision of the strict

enforcement of this announcement.

They shall correct and, if necessary, sanction any breaches.

consultation procedure on the Ghent – Terneuzen canal: additions and amendments

consultation procedure for arriving vessels:

• communication with Terneuzen port service

You no longer need to state your draught

This is known everywhere through the Central Broker Service

You may conclude your “Sluiskil bridge” position announcement

with “Out” (instead of “Over”).

This position announcement is intended generally 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 now made to the previous block-section at

VTS-SM.

• communication with Zelzate Lookout (UKZ) and Ghent

harbour-master’s office

If the pilot/captain wishes to obtain information regarding his berth,

he MAY call Ghent harbour-masters’ office using VHF channel 5, if

staying at the Terneuzen lock complex.

Zelzate lookout will call the pilot/captain itself if there is a need for

an ETA at Zelzate.

Going upstream, the pilot/captain reports only to UKZ when passing

Sas van Ghent bridge.

UKZ gives:

- bridge situation

- other useful info about the waterway and shipping movements

(particularly ovesized vessels).

After passing through Zelzate bridge, the pilot/captain reports to

Ghent port service.

Ghent port service provides information about berthing and the

port.

For other berthing information not relevant to other waterway

users, he/she will be switched over to another VHF channel.

Once past Sifferdok, the pilot/captain reports to Ghent port service.

this position is intended primarily for shipping coming out of

the Ringvaart.

When mooring at the berth, the vessel reports to Ghent port service

and UKZ.

Ghent port service will answer first, then UKZ.

If UKZ fails to acknowledge receipt (bridge being turned ?)

the pilot/captain will call again.

consultation procedure for departing vessels:

• communication with Ghent port service and UKZ

Prior to departure, the pilot/captain makes an announcement to

Ghent port service and UKZ.

- ready to leave berth xxx (+ manœuvre or not)

- draught

- destination (the port service will wish to know the

destination port, the VTS and chosen sea passage W or N).

- if applicable: name and number of the certificate-holder for

the sea passage (this is checked before the vessel sails).

112 11�


+


+ Ghent port service will answer first, then UKZ.

Ghent port service will provide info about the waterway and

shipping movements; this info may be supplemented by UKZ.

If UKZ fails to acknowledge receipt (bridge being turned ?), 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 moving within the VTS-SM area, the pilot/captain gives UKZ:

- the position

- ETA-Zelzate

- UKZ will provide info if required

The pilot/captain reports to UKZ at Sidmar south.

UKZ provides bridge info.

He no longer needs to report to UKZ when passing Zelzate bridge.

No report out is now made to the previous block-section at VTS-SM.

• communication with Terneuzen port service

The pilot/captain reports to Terneuzen port service at Zelzate bridge.

Terneuzen port service will provide available info on locks.

The “Sas van Ghent bridge” announcement may be closed with “Out”

(instead of “Over”).

This position announcement is intended generally for other wa-

terway 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 lock info required.

The pilot/captain reports to Terneuzen port service at Sluiskil bridge.

Terneuzen port service will provide the lock info required.

General:

All relevant info is immediately announced by the waterside station

to shipping and vice versa, including cross-border.

_(Source:MDK-Afd.Scheepvaartbegeleiding+VTS-SMNotice03-2007d.d.15/10/2007)

› 1/1� ScHELDT —TOWiNG OF DiFFicULTLY MANOEUVRABLE VESSELS AND/OR SAiLiNG VESSELS BaZ1/17–2008cancelled

“Gezamenlijke Bekendmaking van de Gemeenschappelijke Vlaamse en

Nederlandse Nautische Autoriteit Kennisgeving” (Joint Announcement

of the Joint Flemish and Dutch Nautical Authority Notification) nr.

07-2004.

General criteria for the execution and observation of Special and

Extraordinary Transports belonging to the Joint Announcement

Notification nr. 01/99 d.d. 05-03-199 of the Belgian and Dutch Scheldt

directors.

The criteria are related to the mentioned areas within the VTS-SM.

11� 11�


+


+ 1. Area Seawards from the prevention area

Distance towed Min. number Min. number Details

object tugboats pilots Cf. point 7 –

Special conditions

≤ 80 metres LOA 1 1 May sail without a pilot if it

is 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 min.

speed of 6 km/h.

› 80 metres LOA 1 1 A tugboat that is suited to act

via Wielingen as a port tugboat

/Scheur

The transport must be able to


speed of 6 km/h.

› 80 metres LOA 2 1 Tugboats that are suited

via Oostgat to act as a port tugboat

at Westkapelle The transport must be able to


speed of 6 km/h.

› 125 metres LOA 2 1 Tugboats must be suited to

act as a port tugboat.

If necessary a sea tugboat can be

used here if it is sufficiently suited.

2. Prevention area and river part

Distance towed Min. number Min.number Details


Special conditions

≤ 80 metres LOA 1 1 May sail without a pilot if it

is a tugboat suited to act as

a port tugboat

with a captain that has knowledge

of the local area and no other

tugboats are prescribed.

The transport must be able to sail

through the water at a speed

of at least 6 km/h.

› 80 metres LOA 2 1 Tugboats must be suited to act

as port tugboats.


as port tugboats.

11� 11�


+


+ �. canal Ghent/ Terneuzen

1. General regulation

Distance towed Min. number Min. number Details


Special conditions

≤ 80 metres LOA 2 1 May sail without a pilot if it is 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

speed of min 6 km/h.


as a port tugboat.


as a port tugboat.

2. Temporary regulation for deep draught vessels (in force until March 1 2009)

Article 1. Sea-going vessels sailing up the canal

In addition to article 38, first part, and article 38, first paragraph, of the

Dutch and the Belgian Shipping Regulations for the Ghent-Terneuzen

Canal respectively, sea-going vessels with a maximum length overall

of 230 metres and a width of more than 34 metres up to a maximum

of 37 metres, a draught of maximum 12.50 metres and a keel clea-

rance of at least 1 metre are allowed to sail up the canal with both the

draught and keel clearance applying to a situation in fresh water and

to a vessel at rest, if:

a. the draught of the vessel is measured by an authorised and certified com-

pany in the Put of Terneuzen or at the latest in the western outer harbour of

the locks complex at Terneuzen before the vessel sails up the canal;

b. two qualified pilots are used;

c. one qualified helmsman is used;

d. tugboats are used in the manner determined in articles 6 and 7.

Article 2. Sea-going vessels sailing down the canal

In addition to article 38, first part, and article 38, first paragraph, of the

Dutch and the Belgian Shipping Regulations for the Ghent-Terneuzen

Canal respectively, sea-going vessels with a maximum length overall

of 230 metres and a width of more than 34 metres up to a maximum of

37 metres, a draught of maximum 12.30 metres and a keel clearance

of at least 1 metre are allowed to sail down the canal with both the

draught and keel clearance applying to a situation in fresh water and

to a vessel at rest, if:

a. the draught of the vessel is measured by an authorised and certified

company at the place of departure before the vessel sails down the canal;

b. two qualified pilots are used;

c. one qualified helmsman is used;

d. tugboats are used in the manner determined in articles 6 and 7.

118 119


+


+Article �. Passing the lock

1. When a vessel approaches, enters and leaves the lock, a lock ap-

proach system approved by the Government Port Master of the Wes-

tern Scheldt needs to be active.

2. When a vessel enters the lock, is locked and leaves the lock, the

horizontal distance between the extreme tip in the lateral surface at

the greatest height of the ship on the one hand and the open bascule

bridge on the other hand has to be at least 2 metres.

3. In case of a southwesterly wind the so-called Europabak may, at the

suggestion of the pilot, be used to ensure secure and swift lockage of a

ballasted vessel sailing down the canal.

Article �. Visibility

When a vessel sails up or down the canal, horizontal visibility around

the ship should be at least 1000 metres.

Article �. Wind force

1. A loaded ship is only allowed to sail up or down the canal if the wind

force does not exceed 6 Beaufort.

2. A ballasted ship is only allowed to sail up or down the canal if the

wind force does not exceed 5 Beaufort.

3. The wind force and the wind direction are measured at the Western

Lock in Terneuzen.

Article �. Use of tugboats for passing the lock

Depending on the wind force and the sailing speed / manoeuvring

speed at dead slow, the tugboats have to be used with the specified

tractive force in ton-force (Bollard Pull) in the following manner (at the

aft, preference should be given to “Z-Peller” or similar tugs):

WindNumber of tugs required to assist a loaded ship sailing

up the canal

Sailing speed

< 5 knots

at dead slow

Sailing speed

≥ 5 knots

at dead slow

≥ 0 Bft.

≤ 5 Bft.

Fore: 1 x ≥ 30 tonf

Middle: 2 x ≥ 30 tonf

or1 1: 1x ≥ 40 tonf

+ 1 x ≥ 30 tonf

Aft: 1 x ≥ 39 tonf


Middle: 2x ≥ 30 tonf

or1 1:1 x ≥ 40 tonf

+ 1 x ≥ 30 tonf


or2: 1x ≥ 30 tonf

+ 1 x ≥ 30 tonf

> 5 Bft.

≤ 6 Bft.



or1: 1x ≥ 40 tonf

+ 1 x ≥ 30 tonf


or2: 1x ≥ 30 tonf

+ 1 x ≥ 30 tonf



or1: 1x ≥ 40 tonf

+ 1 x ≥ 30 tonf


or2: 1x ≥ 30 tonf

+ 1 x ≥ 30 tonf

> 6 Bft. No traffic allowed No traffic allowed

1 During the measurement trips a tugboat of at least 30 tonforce has to be secured to each side of the ship when entering the lock. Upon evaluation of the measurement trips it can be taken into considera-tion to deploy a tugboat of at least 40 tonforce to the lee side and a tugboat of at least 20 tonforce to the weather side when the vessel enters the lock, every time the vessel sails up or down the canal.

2 If two tugboats are deployed at the aft, these tugs have to be of a similar type.

120 121


+


+Wind Number of tugs required to assist a ballasted ship

sailing down the canal

Sailing speed

< 5 knots

at dead slow

Sailing speed

≥ 5 knots

at dead slow

≥ 0 Bft.

≤ 5 Bft.



or1: 1 x ≥ 40 tonf

+ 1 x ≥ 30 tonf




or1: 1 x ≥ 40 tonf

+ 1 x ≥ 30 tonf


or2: 1x ≥ 30 tonf

+ 1 x ≥ 30 tonf

> 5 Bft.

≤ 6 Bft. No traffic allowed No traffic allowed


Article �. Use of tugboats for navigation in the canal and in the wes-

tern outer port

Depending on the wind force and the sailing speed / manoeuvring

speed at dead slow, the tugboats have to be used with the specified

tractive force in tons of force (Bollard Pull) in the following manner (at

the aft, preference should be given to “Z-Peller” or similar tugs):

Wind Number of tugs required to assist a loaded ship

sailing up the canal

Sailing speed

< 5 knots

at dead slow

Sailing speed

≥ 5 knots

at dead slow

≥ 0 Bft.

≤ 5 Bft.





or2: 1x ≥ 30 tonf

+ 1 x ≥ 30 tonf

> 5 Bft.

≤ 6 Bft.



or2: 1x ≥ 30 tonf

+ 1 x ≥ 30 tonf



or2: 1x ≥ 30 tonf

+ 1 x ≥ 30 tonf


Wind Number of tugs required to assist a ballasted ship

sailing down the canal

Sailing speed

< 5 knots

at dead slow

Sailing speed

≥ 5 knots

at dead slow

≥ 0 Bft.

≤ 5 Bft.





or2: 1x ≥ 30 tonf

+ 1 x ≥ 30 tonf

> 5 Bft.

≤ 6 Bft. No traffic allowed No traffic allowed


122 12�


+


+Article 8. Entry into force

These regulations take effect on 1 March 2008 and expire on

1 March 2009.

�. Visibility limitations within the areas mentioned

In the event of a visibility of less than a 1000 metres the fairway

towards the OG-buoy and upwards towards Flushing Roads is

prohibited. Should the towing transport encounter bad visibility,

appropriate measures can be taken by the proper nautical authority.

�. Shore based pilotage

Special and extraordinary transports are generally excluded from the

shore based pilotage service.

�. inland transportGenerally speaking, inland transports do not require piloting. It is hard

to compile a general set of minimum requirements because of the

great diversity of these transports. The proper nautical authority will

try to apply the criteria described in points 1 to 3 as much as possible

and enforce them on these transports.

�. Special and additional requirements

Depending on the circumstances or technical possibilities the proper

nautical authority can set special and additional requirements on the use

of tugboats and pilots for a tow and, if necessary, refuse the access.

These include:

- the technical equipment of the tugboat

- the local knowledge of the tugboat’s captain

- the tugboat’s compulsory pilotage

- hydro- and meteorological circumstances

- the load of the towed object compared to the wind surface

- dangerous cargo

- sort, type or condition of the towed object

- radio communication between the parties involved

- local or expected traffic situations

- local circumstances

8. Application of the criteria

It should be noted that the required number of pilots and tugboats

mentioned in points 1 to 3 is always the minimum number required.

The proper nautical authority can always stray from the above

mentioned criteria and conditions in view of the circumstances.

This announcement, nr 07-04, is in force since December 1st 2004 and

replaces the Joint Announcement of the Belgian and Dutch Scheldt

directors Notification nr. 01/2000, which hereby is no longer valid.

_(Source:MDK-DivisionShippingAssistancedated22/11/2004andJointNauticalcontrol

Scheldtarea–Middelburgdated06/03/2007)

_(Source:ScheldtAreaCommonNauticalAuthority-Antwerp–JointAnnouncementNo

03-2007-13December2007)

12� 12�


+


+› 1/18A SHORE BASED PiLOTAGE iN THE EVENT OF SUSPENDED PiLOTAGE iN THE ScHELDT ESTUARiES BaZ1/18A-2008cancelled

The “Rijkshavenmeester” (Government Port Master) Western Scheldt,

the “Directeur van het Loodswezen” (Director of the Pilotage Service)

Oostende and the “Nautisch Directeur van het Loodswezen” (Nautical

Director Pilotage Service) Antwerpen announce the following:

1. Shore based pilotage in general

The captain of a vessel with compulsory pilotage will be notified of the

options available in the event of suspended pilotage service(s) in the

report prior to sailing into the VTS working area:

• Helicopter pilotage

• Shore based pilotage by authorized pilots

• Anchoring at a designated area

The captain’s acceptance of ‘shore based pilotage’ is regarded as

complying with the compulsory pilotage. During the request for ‘shore

based pilotage’ the captain will report if a negative answer has been

given to one or more questions on the checklist for vessels, and why.

The captain will also be asked a couple of questions with regard to the

manoeuvring characteristics, the equipment, communication and any

other details that may affect the assessment of the request.

Dutch or English will be used for communicating during ‘shore based

pilotage’, according to the IMO Guidelines VTS and the Standard

Marine Vocabulary.

The captain of a vessel without compulsory pilotage may make use of

the ‘shore based pilotage’ service at request.

2. captain’s duties when making use of ‘shore based pilotage’

• The captain will immediately confirm the reception of every advice

and will repeat the course and shipping advices (and any other

advice if requested).

• The captain will immediately report to the shore based pilot when

and in what way he strays from the advice given by the pilot.

�. Excluded from ‘shore based pilotage’

• Those vessels that exceed the criteria mentioned under point 1

and 2 (Arriving - upper limits)

• Those vessels as meant in article 12 part 1 sublid A, B and C of

the “Reglement Vervoer Gevaarlijke Stoffen met Zeeschepen”

(Regulations Transport of Dangerous Cargoes on board

Commercial Vessels) (abbr. RVGZ)

• Those vessels that are loaded or have been loaded and have not

been degassed as meant in article 25 of the RVGZ

• Those vessels that are loaded or have been loaded and have not

been degassed as mentioned in article 24 part 2 of the RVGZ or the

vessels that are loaded or have been loaded and have not been de-

gassed as meant in the RVGZ with dangerous substances in bulk

of the IMO-classes 3.1, 3.2, 3.3, 6.1, 8 (only marine pollutant) and 9

(only marine pollutant), unless exempt in part because of the cap-

tain’s familiarity with the local area. (Cf. supplement 1)

• Those vessels that have been marked as such by the proper

Flemish or Dutch authorities.

1. The fairway Scheur/Wielingen

Arriving• ‘Shore based pilotage’ will be given to the vessels that qualify for it

12� 12�


+


+on the traffic lane from buoy A south/ A north - Flushing Roads or

until a pilot is aboard.

• The upper limits are:

- Length overall not larger than: 175 metres

- Maximum draught not larger than: 80 dm.

Sailing• In the event of a suspended roads service so that the river/channel

pilot cannot be picked up, ‘shore based pilotage’ will be given on

the traffic lane as mentioned under point 1 (Arriving -’shore based

pilotage’) from the buoy W6-W7 on.

• As mentioned under point 1 (Arriving - upper limits).

Traffic centres• Calculated from sea towards Flushing Roads, ‘shore based pilotage’

is given from the Radar Centre Zeebrugge in the traffic areas:

- Wandelaar

Callsign: Radar Pilot Wandelaar.

Borders: the area secluded by the buoys Middelkerkebank /

AZ - AN/ NE Akkaert/ A1-bis

VHF: 65

- Zeebrugge

Callsign: Radar Pilot Zeebrugge.

Borders: the area secluded by the buoys

A1-bis / NE Akkaert / Westpit / W4 - W5.

VHF: 69

• ‘Shore based pilotage’ is given by the Flushing traffic centre in the

traffic area:

- Flushing

Callsign: Radar Pilot Flushing.

Borders: the area secluded by the buoys

W4 - W5 / OG 13 / Flushing Roads or until a pilot is aboard.

VHF: 14

2. The fairway Oostgat

Arriving• ‘Shore based pilotage’ will be given to the vessels that qualify for it

on the trajectory buoy Schouwenbank - Flushing Roads or until pilot

is aboard (Cf. the following few points).

• The upper limits are:

- Length overall length not larger than: 115 m.

- Maximum draught not larger than: 64 dm.

• ‘Shore based pilotage’ is given from ashore on the fairway from

buoy Schouwenbank until the secure position of the pilot vessel is

reached.

• If the pilot vessel cannot pilot from a safe position the vessel will

receive piloting advice from aboard another ship.

Sailing• No ‘shore based pilotage’ is given for the Oostgat.

Traffic centre• Calculated from sea towards Flushing Roads, ‘shore based pilotage’

is given from the Traffic Centre Flushing in the traffic area:

- Steenbank

Callsign: Radar Pilot Steenbank

Borders: Schouwenbank - secure position pilot vessel

VHF: 64

• Furthermore procedure as mentioned under the first point of this

page

Piloting advice from aboard another vessel

- In the traffic area Steenbank VHF 64

- In the traffic area Flushing VHF 14

128 129


+


+�. Westrond Route

Arriving• To vessels that exceed the upper limits of the fairway Oostgat or

cannot sail in through the Oostgat for other reasons but meet the

criteria for the waterway Scheur/Wielingen, ‘shore based pilotage’

is given on the trajectory buoy Schouwenbank - Westpit- Flushing

Roads or until a pilot is aboard.

Outbound vessels• As mentioned under point 1 (sailing- shore based pilotage)

• As mentioned under point 1 (arriving - upper limits)

Traffic centres• Calculated from sea towards Flushing Roads, ‘shore based pilotage’

is given from the Traffic Centre Flushing in the traffic area:

- Steenbank

Callsign: Radar Pilot Steenbank

Borders: Schouwenbank / Westpit / OG 13

VHF: 64

• From the Radar centre Zeebrugge as mentioned in point 1

(traffic centres - first point)

• From the traffic centre Flushing as mentioned in point 1.6

(traffic centres - second point)

SUPPLEMENT

SUPPLEMENT 1 OF THE JOINT ANNOUNCEMENT OF THE

BELGIANANDDUTCHSCHELDTDIRECTORSNOTIFICATIONNR1/96

d.d.20/05/96.

IMO vessels that qualify for ‘shore based pilotage’.

Commercial vessels that are loaded or have been loaded and have not

yet been degassed as meant in article 25 part 2 of the RVGZ or those

vessels that are loaded or have been loaded and have not yet been

degassed as meant in the RVGZ with dangerous substances in bulk of

the IMO - class 3 (only marine pollutant) and 9 (only marine pollutant)

as meant in the Joint Announcement of the Belgian and Dutch Scheldt

Directors nr. 1/96 d.d. May 20 1996 on page 2, point C, fourth dash, do

not qualify for ‘shore based pilotage’, unless they meet the following

requirements:

1. The vessel must be on the list of IMO-vessels that has been decided

on after consultation between the Belgian and Dutch authorities

and that determines which ships qualify for ‘shore based pilotage’,

in part because of the captain’s familiarity with the local area.

Following data are mentioned on the list:

• name of the vessel and her agency

• name of the captain who has sufficient local experience

• length overall

• bruto register tonnage

• tank contents in m3 and the maximum load capacity of gas

tankers that do not fall under article 25 of the RVGZ, as well as

the type of cargo.

2. A request must have been filed Requests to get or stay on the list of IMO-vessels that qualify for

‘shore based pilotage’ shall be directed in writing to the “Rijksha-

venmeester” (Government Port Master) Western Scheldt and must

1�0 1�1


+


+include the following data:

• the data mentioned under point 1,

• summary of the frequency of sailing on the Western Scheldt in

the previous 12 months with the name of the captain(s) in charge

aboard.

The Flemish/Dutch authorities will evaluate whether a vessel

qualifies for ‘shore based pilotage’ or not. The request will be

answered in writing.

The shipping companies (agencies) involved are to pass on any alte-

rations immediately.

�. There must be a positive evaluation The following criteria are used during the evaluation:

• length overall not larger than: Wielingen 125 m

Oostgat 85 m

• maximum draught not larger than: Wielingen 60 dm -

Oostgat 45 dm

• commodity, quantity and maximum capacity per tank as meant

under article 24, second part of the RVGZ, may not be exceeded.

• The captain has sailed on the Western Scheldt (vice versa) at least

twice in the four months prior to filing the request, or sailed on the

Western Scheldt twenty-four times in the twelve months prior to

filing the request.

�. Administrative procedures The Flemish/Dutch authorities will keep track of the lists and will

make sure that updated lists reach the Flemish/Dutch pilotage

services in time, the other requirements that have been set

for an IMO vessel in order to qualify for ‘shore based pilotage’

notwithstanding.


› 1/18B SHORE BASED PiLOTAGE (LOA) — iNFORMATiON FOR SHiPPiNG BaZ1/18B-2008cancelled

In the event of a suspended pilotage service for small and/or all ves-

sels on the pilot station Wandelaar, all shipping will be informed about

the possibility, under certain conditions, of receiving ‘shore based pilo-

tage’ via an ‘information to shipping’:

Shore based pilotage can be obtained from approximately ...... hour LT

from the shore radar centre in Zeebrugge for vessels headed towards

Flushing and beyond, with a length overall that does not exceed 175 m

and a maximum draught of 80 dm.

Contact: Traffic Centre Wandelaar: VHF kanaal 65.

_(Source:MDK-DABLoodswezen)

› 1/19 HELicOPTER PiLOTAGE iN ALL WEATHER cONDiTiONS BaZ1/19–2008cancelled

As of 1 October 2002, helicopter pilotage has been offered in all weather

conditions within the limits of the operational possibilities of the pilo-

tage 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)

1�2 1��


+


+1�� 1��


+


+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

Oostdyck.

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’,96 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

company, agent, captain, chartering company). The request for

helicopter pilotage, addressed to the pilotage services, must be made

simultaneously with the ETA-report (at least 6 hours in advance). In

this ETA-report it will be confirmed if the ship meets the minimum

safety specifications or not.

Should the weather conditions worsen within these 6 hours, helicopter

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 (Fle-

mish Pilotage Service) 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.

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 /

Government Port Master) 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

�. 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 more than 4 metres. In that case a

“clear zone” of 5 metres is required.

The maximum winching height may not exceed 10 metres.

1�� 1��


+


+ The “clear zone” must be clear of any obstacles such as cargo

remains, dirt, loose objects, etc.

The Flemish Pilotage service keeps a databank of all vessels

that qualify for these minimum specifications. A request form for

registration into this databank will be distributed by the pilots

(cf. section 3).

�. Recommended landing area In the event of a “full landing”, the rules of the International

Chamber of Shipping (ICS), Guide to Helicopter - Ship Operations

apply.

�. Precautions to be taken aboard Both during the day and the night a crew must be on deck consisting

of one officer and one crew member provided with the necessary

means of communication.

Sufficient deck lighting must be used during night time, however it

may not blind the helicopter crew or the pilot.

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 Oostdyck buoy

(51° 21’,43N - 2° 31,20E) or

• coming from the north, when passing the SW Thornton buoy

(51° 31’,00N - 2° 51’,00E)

�. REQUEST FORM REGiSTRATiON iN DATABASE HELicOPTER-OPERABELE VESSELS

1�8 1�9


+


+› 1/20A BELGiAN cOASTAL PORTS — OVERSiZED cOMMERciAL VESSELS BaZ1/20A-2008cancelled

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 a length overall of over 169.27 metres and/or a draught of

more than 8 metres.

2. Oostende:vessels with a length overall of over 130 metres and/or a draught of

more that 7.2 metres.

�. Nieuwpoort:vessels with a length overall of over 75 metres and/or a draught of

more than 4.6 metres.


› 1/20B BELGiAN cOAST — TRAFFic SiGNALS BaZ1/20B-2008cancelled

In the ports of Zeebrugge, Oostende and Nieuwpoort the following in-

ternational signals apply:

1 F

L Grave emergency

A

S

H All vessels must make

I way according to

N instructions

G

___________________________________________________

2 Vessels need to clear the fairway

and aproach immediately

and in the shortest way possible

___________________________________________________

3 One way traffic

Vessels may only sail in the indicated

direction

1�0 1�1


+


+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.

___________________________________________________


› 1/21A PORT OF NiEUWPOORT — SPEED LiMiT BaZ1/21A-2008cancelled

The maximum allowed speed for mechanically powered vessels in the

port of Nieuwport has been determined as follows:

1. Port shipping laneFrom the harbour entrance to the locks of the back port, including the

marina “Novus Portus”: 5 km/h.

2. At the entrance of and inside the former basinAt the entrance of and inside the former basin: 3 km/h.

These speed limits are indicated by signs that have been posted on the

following places:

• On the heads of the eastern and western piers

• On both sides of the port shipping lane at these dolphins:

- West side: nrs 44 and 80

- East side: nrs 7, 26 and 62

• Near the entrance of the old basin and on both sides of the port

shipping lane and at dolphin nr. 74.


› 1/21B PORT OF NiEUWPOORT — SPEciAL TRAFFic SiGNALS BaZ1/21B-2008cancelled

In the Nieuwport port at the Krommenhoek, following signals will be

used to improve the traffic in the port shipping lane:

• On the second dolphin on the east side at the entrance landwards

towards the basin.

• On the dolphin of the red flashing light, east side of the waterway,

landwards towards the marina “Novus Portus”.

• On the same dolphin of this red flashing light landwards towards

the back port.

A red stop lightThe word “STOP” will be visible inside a red circle on a black

background. These lights are a direct order for those vessels that wish

to sail from the basin, the marina “Novus Portus” or the back port, to

stop and to clear the shipping lane, and wait for as long as the lights

are active.

(Source:MDK-Afd.Scheepvaartbegeleiding)

1�2 1��


+


+› 1/21c PORT OF NiEUWPOORT — cLOSiNG DOWN PART OF MARiNA “NOVUS PORTUS” iN THE EVENT OF A STORM BaZ1/21C-2008cancelled

To secure the eastern pontoons, floating safety lines will be installed

between the heads of the pontoons on the west bank towards the heads

of the pontoons on the east bank in the marina “Novus Portus”.

The safety lines will be indicated by orange blind floaters.

The southern part of the marina “Novus Portus” remains closed for

shipping.


› 1/22A PORT OF OSTEND — SPEciAL TRAFFic SiGNALS — FLASHiNG LiGHTS BaZ1/22A-2008cancelled

1. Two traffic signs facing towards land will be placed under a yel-

low flashing 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


-back port

Forbidden: direction

-sea

-back port

Allowed: direction


1�� 1��


+


+ Forbidden: direction

-sea

Allowed: direction


-back port


-back port

Allowed: direction

-sea


2. Two traffic signs facing land will be posted under a yellow

flashing 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:


-sea

-Montgomery dock

-back port

Allowed: direction

-sea

-Montgomery dock

-back port

Forbidden : direction

-sea

-back port

Allowed: direction

-Montgomery dock


-sea

Allowed: direction

-Montgomery dock

-back port


-back port

Allowed: direction

-sea

-Montgomery dock

1�� 1��


+


+ �. A red stop light facing seawards will be placed under a yellow

flashing light at the mooring quay Foxtrot at the east side of the ship-

ping 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-2007cancelled

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 indicates that a strong discharge is expected with a

10 m2 opening.

The red light indicates that a strong discharge is taking place.

In the event of heavy fog, a sound signal will be activated near the RYCO

building in addition to the red light.

These signals indicate to the owners of the vessels moored there

that increased vigilance is in place because of the strong additional

currents that are being created.


1�9

› 1/2� PORT OF BLANKENBERGE — SPEED LiMiT FOR MEcHANicALLY POWERED VESSELS BaZ1/23-2008cancelled

The following speed limits have been set for mechanically powered

vessels in the port of Blankenberge:

• In the port shipping lane between the landing stages and in the

approach to the ports the maximum allowed speed has been set at

10 km/h.

• The speed limit inside the ports has been set at 5 km/h.

These restrictions will be indicated by signs posted on both sides of

the lane, on the landing stages and further inwards on the banks.


› 1/2�A PORT OF ZEEBRUGGE — WARNiNG SiGNAL BaZ1/24A–2008cancelled

Position: �1°19’,8� N - �°11’,89 E

A yellow flashing light has been posted on the abovementioned

position on the eastern bank of the shipping lane towards the sea lock,

south of the entrance to the fishing port. This light will be activated

by the port services every time it is deemed necessary for safe traffic

in the entrance lane towards the lock. When this light is activated, all

traffic to and from the fishing port is forbidden.


1�91�8 1�9


+


+1�0 1�1


+


+› 1/2�B PORT OF ZEEBRUGGE — YELLOW-BLUE FLASHiNG LiGHT BaZ1/24B-2008cancelled

We would like to inform the mariners that a yellow-blue flashing light

has been posted on the porch of the 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

additional currency.


› 1/2�c LNG- SHiPPiNG: PROcEDURES BaZ07/09-2008cancelled

1. GENERAL NAUTicAL MANAGiNG MEASURES

1. GeneralThe arrival at, the stay in and the departure from Zeebrugge of an LNG

tanker are operations that have to go exactly according to plan. Zee-

brugge features a permanently manned coordination centre, hereafter

called VTS-SM (VESSEL TRAFFIC SERVICES SCHELDEMOND), which

supervises these activities in cooperation with Zeebrugge Port Control.

The control measures remain the same regardless of whether an LNG

tanker is empty and not degassed, only partially or fully loaded and

whether it is entering or leaving the port.

2. Position reportFive (5) days before arriving in Zeebrugge the LNG tanker needs to

report its position every 24 hours to:

MAATSCHAPPIJVANDEBRUGSEZEEVAARTINRICHTINGEN(MBZ)

VTS-SM and MBZ determine and check the time of arrival in consulta-

tion with the master of the ship and the LNG terminal.

�. E.T.A. reportThe LNG tanker has the obligation to inform VTS-SM of the estimated

time of arrival at 48, 24, 6 and 1 hours before arrival at the pilotage

position. VTS-SM informs the Zeebrugge Pilotage Service. At 24 hours

before arrival at the pilotage position the LNG tanker informs VTS-SM

and MBZ that it has not found and does not expect any defects with

regard to the ship, the propulsion mechanisms or the equipment. De-

pending on the nature of a possible defect, access to the port can be

granted or denied. If conditions change, this needs to be reported to

VTS-SM immediately.

�. Recommended anchoring areas1.4.1. An anchorage to be assigned by VTS-SM

1.4.2. North of the “AN” buoy

1.4.3. Possibly south of the “AZ” buoy

1.4.4. The easternmost emergency anchorage outside the channel is

located north of the NE-Akkaert buoy

�. VTS - SM guidance/ position information / VHF-communication

As from the first VHF contact with Wandelaar Approach the LNG tanker

receives guidance from VTS-SM.

Traffic area “Wandelaar”:

From thewest to the line of buoys ofWestende -Middelkerke

Bank–Asouth

CALLSIGN:WandelaarApproach-VHF-channel:60

Once the vessel is past the “AZ” buoy, VTS-SM can provide continuous

position information to the LNG tanker at the request of the master/pi-

lot. As from buoy S5, the LNG tanker automatically receives continuous

1�2 1��


+


+position information. The guidance given by VTS-SM is provided via the

traffic channels of the traffic area in question.

“Wandelaar” traffic area:

From the line of buoys of Westende – Middelkerke Bank - A south

- A1 bis - S 2 –VG� –VG�

cALLSiGN: Traffic centre Wandelaar – VHF channel: ��

“Zeebrugge” traffic area:

From the line of buoys of A1 bis-S2-VG�-VG� over “Pas van het

Zand” to the Zeebrugge moles

cALLSiGN: Traffic centre Zeebrugge - VHF channel: �9

The continuous position information in the "Wandelaar Approach”,

“Wandelaar” and "Zeebrugge" traffic areas and in the port of Zeebrug-

ge is provided on the radar channel.

VHF channel �

cALLSiGN: RADAR ZEEBRUGGE

The use of the radar channel does not release the LNG tanker from its

obligation to keep traffic channels 60, 65 or 69 of the traffic areas open.

When the LNG tanker is entering the port, Port Control has to be able

to reach the vessel via VHF channel 71 as from the Z buoy.

2. NAUTicAL MANAGEMENT MEASURES ON ARRiVAL

1. Manning The pilot appointed for piloting the LNG tanker will draw up a sailing sche-

dule at least one hour before ETA at A south.

VTS-SM will simultaneously broadcast the sailing schedule and the dif-

ferent points and times of passage on traffic channels 65 and 69 at the

following points in time:

• 1 hour before the arrival of the LNG tanker at the AZ buoy

• upon arrival of the LNG tanker at the AZ buoy

The pilotage takes place 1 mile to the east of the AZ-AN line of buoys

independently from the pilotage of the other vessels, which will be

requested by Traffic Centre Wandelaar to keep a minimum distance of

half a mile from the LNG tanker during this operation.

2. Route The LNG tankers sail along the route Wandelaar precautionary area –

Channel 1 -S3/S4 – Ribzand - Pas van het Zand. Depending on traffic

arrangements and the possible blocking of waterways it is possible

to deviate from this course and to follow the route SW Akkaert - A1 -

Scheur West - Ribzand - Pas van het Zand.

The LNG tanker belongs to the class of OVERSIZED SEA-GOING VESSELS

The ships present in the sailing area will be informed by VTS-SM of the

presence of an inbound LNG tanker on the route from the AZ buoy to

the port of Zeebrugge.

�. Procedure for obtaining permission to enter the portEvery first call of an LNG tanker at the port of Zeebrugge takes place

in daylight.

Before entering the port the master will ask the permission of ZEE-

BRUGGE PORT CONTROL and notify VTS-SM.

Permission to enter the port is given by Port Control Zeebrugge provi-

ded the following conditions are met:

1�� 1��


+


+• MBZ

2.3.1. The necessary preparations have to be made to receive the LNG

tanker (Fluxys LNG Zeebrugge).

2.3.2. There must be no ammunition ships in the outer port.

2.3.3. No gas tankers in the outer port for which no “checklist for the

cleaning of an LNG tanker and a gas tanker calling at the port at

the same time” has been delivered by a gas expert.

2.3.4. At least 4 tugboats need to be able to depart in time to secure

the LNG tanker before the SZ buoy (Scheur-Zand). A 5th tugboat

will provide assistance as soon as the vessel is past the moles.

In case of standard LNG tankers: A minimum bollard pull with

a total force of 180 tonnes is required for the 5 tugboats.

In case of Q-flex vessels: a minimum bollard pull with a total

force of 210 tonnes is required for the 5 tugboats

2.3.5 Strict determination of the order and the time of entrance when

several vessels report at the same time (Zeebrugge Port Con-

trol).

• VTS–SM

2.3.6. The LNG vessel informs VTS-SM of any shortcomings as indica-

ted on the tanker checklist

2.3.7. The LNG tanker needs to have an overdraught of at least 20% of

the draught at sea and 15% in the port

2.3.8. The wind force has to be less than 14 metres per second accor-

ding to the observations of the meteorological data from the wes-

tern Mole of Zeebrugge

2.3.9. Visibility has to be at least half a nautical mile for the entire route

2.3.10. The speed of the tidal current at the moles has to be less than 1½

knot.

Zeebrugge Port Control, VTS-SM and the pilotage service decide in

consensus on the interpretation of the above prior conditions number

2.3.6. to 2.3.10.

The assistance of four tugboats is required for passing the Scheur-

Zand buoy.

The LNG tanker needs to be properly equipped to secure four tugboats

to the deck. The use of sunken bits in the side of the ship is prohibi-

ted.

The tow lines used are always steel cables running from the tugboats.

One or several tugboats have to be equipped with suitable extinguishing

agents for fighting an LNG fire.

When the requested permission to enter the port is not granted, the

LNG tanker will be referred to a safe anchorage by VTS-SM.

1�� 1��


+


+�. ReportsThe vessel will report:

• When?

- immediately after the pilotage

- when passing buoys - A1 / VG3-VG4 / S3 - SZ - Z

- when passing the Zeebrugge moles

• To whom?

1. Traffic Centre Vlissingen - Channel 14

2. Traffic Centre Wandelaar - Channel 65

or Traffic Centre Zeebrugge - Channel 69

3. Zeebrugge Port Control - Channel 71

… with indication of the estimated time of passage of the next (afore-

mentioned) passage points.

�. Shipping traffic control

• VTS–SM

2.5.1. VTS-SM regulates and coordinates the shipping traffic in the

vicinity of the LNG tanker, with a passing distance of two cables

being maintained for overtaking and crossing other vessels.

When the times of passage are reported, vessels are also infor-

med of the minimum passing distance (5 cables during pilotage

and 2 cables when sailing).

2.5.2. On the section between S3/S4 and the moles vessels are only

allowed to overtake or cross other vessels provided explicit ar-

rangements have been made with the LNG tanker and VTS-SM

in advance.

• MBZ

2.5.3. Once the tanker has passed the Z buoy, Zeebrugge Port Control

takes care of the coordination of all inbound and outbound traf-

fic and all shipping traffic in the port, with a passing distance

of two cables being maintained until the LNG tanker has been

manoeuvred behind (east of) the LNG buoy.

�. Police patrolThe water police will regularly patrol in the vicinity of the LNG tanker

and on the sailing route to check whether the traffic regulations are

observed and to monitor the coordination of all inbound and outbound

traffic and all shipping traffic in the port. The water police also check

whether vessels observe the traffic instructions of VTS-SM or Zee-

brugge Port Control inside the port. At the moment of the patrol they

will contact the pilot on board the LNG vessel, VTS-SM (channel 04)

and Zeebrugge Port Control (channel 71).

If problems occur, for example due to non-observance of the no-traffic

zone, at a time when the water police are not patrolling, VTS-SM can

immediately contact the water police (at +32 (0)50 556 040 or via the

mariphone), who will check how the problem can be solved.

VTS-SM will furthermore ensure that vessels in its traffic areas are

kept informed of the entry of the LNG tanker and the times of passage

at the different passage points.

1�8 1�9


+


+ �. STAY iN THE PORT OF ZEEBRUGGE

• MBZ

The LNG vessel needs to be moored port side to the LNG landing. For

the entire duration of the stay in the port the following measures have

to be taken:

- The LNG tanker always has to be fitted with the required fire wires

outboard.

- The LNG tanker may have an overdraught of less than 15% of the

draught during the stay in the port.

- At all times a tugboat with suitable extinguishing agents needs to

stay in the vicinity of the LNG tanker.

- There must be no ammunition ships in the outer port.

- No gas tankers in the outer port for which no “checklist for the clea-

ning of an LNG tanker and a gas tanker calling at the port at the

same time” has been delivered by a gas expert.

�. NAUTicAL cONTROL MEASURES ON DEPARTURE 1. Procedure for obtaining permission to leave the portOne hour before departure the pilot draws up a sailing schedule and

presents this schedule to VTS—SM.

VTS-SM will simultaneously broadcast the sailing schedule and the

different times of passage on traffic channels 65 and 69 at the follo-

wing points in time:

- 1 hour before departure

- at the time of departure

• MBZ

The master asks Zeebrugge Port Control for permission to leave the port;

this permission is only granted if the following conditions are met:

4.1.1. no ammunition ships in the outer port.

4.1.2. no gas tankers in the outer port for which no “checklist for the

cleaning of an LNG tanker and a gas tanker calling at the port

at the same time” has been delivered by a gas expert.

4.1.3. in case of standard LNG tankers: a minimum bollard pull with a

total force of 150 tonnes is required - 3 tugboats required.

in case of Q-flex vessels: a minimum bollard pull with a total

force of 165 tonnes is required – 4 tugboats required.

4.1.4. Strict determination of the order and the time of departure

when several vessels report at the same time.

4.1.5. The wind force should be less than 14 metres per second (ac-

cording to the observations of the meteorological station on the

western Mole of Zeebrugge).

4.1.6. Visibility should be at least half a nautical mile for the entire

route (pilot crossing station)

• VTS-SM

4.1.7. The LNG vessel informs VTS-SM of any shortcomings as indica-

ted on the tanker checklist VTS-SM.

4.1.8. The vessel needs to have an overdraught of at least 15% of the

draught at sea and 20% in the port.

4.1.9. The speed of the tidal current at the moles has to be less than 2

knot.

Zeebrugge Port Control, VTS-SM and the pilotage service decide in

consensus on the interpretation of the above prior conditions number

4.1.5. to 4.1.9.

Tugboats accompany the LNG tanker until the vessel has passed the

new moles.

1�0 1�1


+


+2. ReportsAfter obtaining permission to leave the port and before unmooring the

ship will report the time when it will cast off and the time when it will

leave the port through the moles to:

1.- VTS-SM on channel 19 (Zeebrugge Radar Control)

2.- Traffic Centre Vlissingen on channel 14

3.- Zeebrugge Port Control on channel 71

�. Route and collection of the pilots4.3.1. The LNG tanker leaves port through Pas van het Zand, Ribzand,

Channel 1 and Wandelaar pilot station. Depending on traffic ar-

rangements and possible blocking of waterways it is possible to

deviate from this course and to follow the route Scheur West -

A1 - SW Akkaert.

4.3.2. When the pilots are collected, which has to be done indepen-

dently from the pilotage of other vessels, the other vessels will

be informed in time by the Wandelaar pilot boat and by VTS-SM

with the request to keep a respectable distance (at least 5 ca-

bles) from the LNG tanker.

�. Shipping traffic control

• MBZ

4.4.1. As soon as the LNG vessel is ready to leave the LNG dock and

has requested and obtained permission to do so, Zeebrugge

Port Control takes care of the traffic control and the coordina-

tion of all shipping traffic in the port and all inbound and out-

bound traffic, with a passing distance of two cables being main-

tained as from the moment on which the LNG tanker passes the

LNG buoy until it passes the Zeebrugge moles.

• VTS-SM

4.4.2. VTS-SM regulates and coordinates the shipping traffic in the

vicinity of the LNG tanker, with a passing distance of two cables

being maintained for overtaking and crossing other vessels.

VTS-SM will furthermore ensure that vessels are kept informed

of the departure and the times of passage of the LNG tanker.

�. Police PatrolsThe water police will regularly patrol in the vicinity of the LNG tanker and

on the sailing route to check that the traffic regulations are observed and

to monitor the coordination of all inbound and outbound traffic and all

shipping traffic in the port. The water police also checks whether vessels

observe the traffic instructions of VTS-SM or Zeebrugge Port Control in-

side the port. At the moment of the patrol they will contact the pilot on

board the LNG tanker, VTS-SM (channel 04) and Zeebrugge Port Control

(channel 71). If problems occur, for example due to non-observance of

the no-traffic zone, at a time when the water police are not patrolling,

VTS-SM can immediately contact the water police (at +32 (0)50 556 040 or

via the mariphone), who will check how the problem can be solved.

_(Source:MDK-Afd.Scheepvaartbegeleiding–version12of17/01/2008)

› 1/2� PORT OF ZEEBRUGGE — PORT SiGNALS AT THE NEW BREAKWATERS BaZ1/25-2008cancelled

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.

1�2 1��


+


+cONFiGURATiON OUTER-HARBOUR SiGNALS AT NEW BREAKWA-

TERS 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

sailing allowed

One-way traffic

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

flash

ing

flash

ing

› 1/2� WARNiNG ON THE USE OF NON-EQUiVALENT ELEcTRONic SEA cHARTS BaZ1/26-2008cancelled

The “International Maritime Organization” (IMO) issues a warning on

the use of non-equivalent 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.

� Whilst the equipment concerned may be of assistance to

navigation, if used without due care and a full understanding of its

limitations 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:IMO,MDK-Afd.Kust-VlaamseHydrografie)

1�� 1��


+


+› 1/2� WORLD GEODETic SYSTEM 198� (WGS8�) BaZ1/27-2008cancelled

Coordinates unambiguously determine global positions, but they only

do so when the global model to which they apply has been given as

well. Coordinates are given with respect to an ellipsoid, a globe flat-

tened from the poles that tries to approach the shape of the earth as

closely as possible. Together, an ellipsoid and its orientation form the

geodetic datum.

The GPS system (cf. BaZ 1/28) works with the datum ‘World Geodetic

System 1984’, WGS84. Many others are used apart from this datum.

The use of a different datum for a set of coordinates may lead to errors

of sometimes up to hundreds of metres.

Many GPS-receivers can be set to a particular datum. Most modern sea

charts also offer corrections for coordinates that have been received by

a GPS receiver vis-à-vis its standard datum, the WGS84.

Since 2002 the charts D11, 101 (INT 1474), 102 (INT 1480) and 104 have

been published in WGS84, because of the increasing use of the GPS

system and in order to create more international uniformity. In one sea

chart in ED50 for example, the following note is made:

‘Positions received via satellite navigation systems, based on the

WGS84, should be corrected by 0,05 minutes northwards and 0,08 mi-

nutes eastwards to plot them correctly on this chart.’

If the GPS receiver has been set on the datum WGS84 and the correc-

tions are not applied, positions will appear about 130 metres too far to

the southwest on the chart.


› 1/28 (DiFFERENTiAL) GLOBAL POSiTiONiNG SYSTEM — THEORY AND PRAcTicE BaZ1/28-2008cancelled

1. GLOBAL POSiTiONiNG SYSTEM

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 des-

cribed 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 war-

ning with regard to a malfunctioning of the system

• differential applications can significantly increase both precision

and integrity

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 Ge-

odetic System-84 (WGS84) (for a clarification on the use of this geode-

tic datum, cf. BaZ 1/27).

1�� 1��


+


+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 pre-

cision of 22.5 metres 2 drms applies for horizontal position determi-

nation. 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 satel-

lite information.

Plans are being made to, after adjustment of SOLAS, Chapter V, Art 12/

p by IMO (compulsory radio navigation receiver), broadcast messages

with regard to potential shortcomings of the system by the Shipping

Assistance Division and Oostende Radio via NAVTEX to shipping.

2. DiFFERENTiAL GLOBAL POSiTiONiNG SYSTEM (DGPS)

Differential GPS is a system that calculates corrections for GPS sy-

stems 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

drms.

In the context of IALA (International Association of Lighthouse Aut-

horities) 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 trans-

mitter is about 40 nautical miles, while reaching a precision of better

than 5 metres. The broadcasts are on a 24/24 permanent basis.

�. USE OF cHARTS AND GPS NAViGATiON

GPS offers the possibility to determine a precise position with relatively

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.

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.

1�8 1�9


+


+• 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 incor-

rect use of horizontal datums can lead to errors of up to several

hundreds of metres.

2. Precision of chartsModern sea charts are generally based on hydrographic surveys made

in the past decades. The older position determination techniques usu-

ally guarantee a precision that is not as high 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 imprecise.

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.

�. 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 sail by underwater obstructions too closely.


› 1/29 cLARiFicATiON ON THE USE OF RNc AND ENc iN EcDiS BaZ1/29-2008cancelled

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 fa-

miliar 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 individu-

al elements. Because of the built-in intelligence a vector chart offers

many more possibilities for navigational support than a raster chart.

The officially published vector chart is called the “Electronic Naviga-

tional 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 has also been decided that when making use of this “raster mode of

operation”, an appropriate set of paper sea charts must 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 “Electronic Chart

System” (ECS).

To steer the introduction of the electronic chart in the right direction

1�0 1�1


+


+the “International Hydrographical Organization” (IHO) introduced the

“World-wide Electronic Navigational chart Database” (WEND)-concept

in 1992. This concept is based on the assumption that in different regi-

ons of the world, mutually linked regional centres for electronic charts

will be founded.

These centres, RENCs (“Regional Electronic Navigational chart coor-

dinating Centres”), will function as mediators between the hydrograp-

hical services and the users.


› 1/�0 UNDERWATER cABLES AND PiPELiNES BaZ1/30-2008cancelled

1. Warning against anchoring and dredging in the vicinity or near underwater cables and pipelinesUnderwater cables are indicated on sea charts either by the correspon-

ding symbol (a wavy line), or by “cable areas” marked by pin stripes,

possibly with an additional note of warning. Only cables that are still

in use are indicated on sea charts, even though the cables not in use

anymore also appear on the special fishing charts for the North Sea.

The borders of the areas in which underwater pipelines can be found

are indicated by the same symbol with the caption: “Pipeline area”. All

cables, cable areas, pipelines and pipeline areas are indicated in pur-

ple. In view of the serious connection or supply disturbances that can

occur in the event of damaging, the extremely high repair costs and in

some cases lethal danger, all precautions must be taken to prevent

anchoring and dredging on or in the vicinity of such cables or pipelines,

even if no special prohibition signs show on the chart.

2. Potential dangers of cutting cables or pipelines to clear anchors or fishing equipmentIf a vessel becomes defective because of an underwater cable, all

measures and means must be used to clear the anchor or the fishing

equipment in the usual manner, hereby taking all precautions and

avoiding any risk of damaging the cable. Should these efforts fail, the

anchor or fishing equipment must be let go and sacrificed without ma-

king an attempt to cut the cable. Some cables are under high voltage,

even if they are not actual high voltage cables. Because of the electric

discharge there is a lethal risk or at the very least a risk of serious

burning should an attempt be made to cut such a cable. No request for

damage compensation will be deemed admissible if it should become

clear that the wounds or damage were caused by an incorrect treat-

ment of cables.

If a vessel becomes defective because of a pipeline, the anchor or

fishing equipment must be let go and sacrificed immediately, without

making any attempts at clearing the anchor or the fishing equipment.

All excess strength applied to a pipeline may result in a rupture or

crack. In the event of a gas line the sudden release of gas under high

pressure may resemble an explosion and may not only cause serious

damage to and even loss of the vessel, but there will also be an addi-

tional risk of an immediate and serious fire hazard.

To ensure a greater protection of the underwater cables and pipeli-

nes, and to avoid extremely costly repair works, connection or supply

interruptions, the special attention of the mariners, and in particular

that of the fishermen, is requested for Article VII of the International

agreement of 14-3-1884 for the protection of underwater cables, and

the procedures mentioned therein for obtaining damage compensation

for the loss or sacrifice of anchors or fishing equipment. Article 29 of

the international treaty agreed on in 1958 in Genève about the High

Sea, expands the range of Art VII to the agreement of 1884 (telephone

cables) to high voltage cables and pipelines:

1�2 1��


+


+ART 29 - Every state is obliged to take the necessary legal measures to

see to it that the owners of vessels that can prove they have sacrificed

an anchor, a net or any other piece of fishing equipment in order to

avoid damaging an underwater cable or pipeline, will be compensated

for their loss by the owner of the cable or the pipeline, on the condition

that all reasonable precautions were taken beforehand to prevent the

damage.

Attention is also required for the fact that drilling rigs, that are several

miles apart, are very often connected to each other with pipelines, and

as such dredge fishing is not allowed between these rigs.

_(Source:FODEconomie)

› 1/�1 OcEANOGRAPHic AND OTHER SiMiLAR STATiONS BaZ1/31-2008cancelled

More and more stations that are floating at sea, anchored or tied down,

are being laid out for scientific or experimental observations (oceano-

graphic 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 spe-

cial 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 an-

nounced 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 installati-

ons. It should also be noted that floating or anchored stations are so-

metimes equipped with a long cable attached to precious instruments.

As with other navigational obstacles, mariners are advised to sail past

these stations at a safe distance.

_(Source:MDK-FODEconomie)

1�� 1��


+


+› 1/�2 PROTEcTiON OF OFFSHORE iNSTALLATiONS BaZ1/32-2008cancelled

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 with-

in 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 preserved 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.

�. 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 in-

stallations varies from state to state, mariners are strongly advised

to take note of the existence of these safety zones unless they were

given different information. Installations around which safety zones

may be installed, can be permanent production platforms, move-

able drilling rigs, loading places for tankers and sea bottom instal-

lations including underwater drill heads.

�. Attention is requested for the yearly published BaZ nr 19 of the Bri-

tish 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-Afd.Kust-VlaamseHydrografie-FODMobiliteit)

1�� 1��


+


+1�8 1�9


+


+› 1/��A MiNiMUM REQUiREMENTS cERTAiN TANKERS THAT WiSH TO SAiL TO A BELGiAN PORT MUST MEET BaZ1/33A-2008cancelled

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/��B REGULATiONS FOR TRANSPORT OF DANGEROUS cARGOES ON BOARD cOMMERciAL VESSELS (RVGZ) BaZ1/33B-2008cancelled

As of September 1st 1985 the “RVGZ” is in force.

The RVGZ’s content has been decided upon in agreement between the

Netherlands and Belgium and has been published in the Statute Book

of July 23 1985.

For the Western Scheldt and the Canal Terneuzen-Ghent, the RVGZ

applies to commercial vessels that transport dangerous substances,

regardless of which politage regime (Scheldt Regulations or Dutch Pi-

lotage Law) they are subject to.

The Director of Shipping and Maritime Affairs, Scheldt Estuary Dis-

trict (Dutch Pilotage Services) is the Proper Authority (BA) in terms of

the RVGZ. Operational execution of these qualifications, including the

giving of more specific orders, has been mandated to the Main Traffic

Leaders of the Traffic Service Western Scheldt (SID) of Flushing.

1. Gas certificateTanker vessels that have been loaded with class 2 or 3 substances and

do not carry a certificate of being gas-free from an acknowledged Dutch

or Belgian gas expert fall under the regulations of the RVGZ.

2. Signalling (articles 12 & 2� RVGZ)Commercial vessels loaded with class 1 and/or class 52 explosive sub-

stances, with the label “explosive” and/or liquified gases with the label

“poisonous”, as well as all tanker vessels loaded with dangerous sub-

stances, must sail under the following day signals or lights:

• during the day the signalling flag B of the International Code of Sig-

nals

• at night, as well as with a visibility of less than 2000m a clear and

uninterrupted red light of a constant strength that is clearly visible

to the immediate environment and that is positioned at least 6 me-

tres above deck.

Commercial vessels loaded with class 1 explosive substances may

not take berth, unless they are waiting for locks, bridges etc. Barring

circumstances, these ships are not allowed to anchor on the Western

Scheldt, on the Canal Terneuzen-Ghent and in the Dutch territorial wa-

ters.

Loading, unloading or bunkering at a temporary berth or anchoring

area is prohibited.

�. “Article 2� vessels”“Article 25 vessels” are tanker vessels that are loaded with liquified

class 2 gases, or that have been loaded with them and have not yet

been declared gas-free. They are bound to a shipping plan as prescri-

bed in art.25 of the RVGZ. This shipping plan consists of a fixed route

on the Western Scheldt and its estuaries.

180 181


+


+NB The prescriptions in article 25 do not apply to tanker vessels that

are loaded or have been loaded with class 2 substances, if it concerns

the following substances and/or quantities:

• Ethylene oxide, if the largest tank is no bigger than 1000m3 and if

the vessel carries no more than 5000m3.

• Acetaldehyde, ammoniac, ethyl chloride of methyl chloride, if the

largest tank is no bigger than 1500 m3 and if the vessel carries no

more than 7500 m3.

• butane, butane/propane mixes, butadiene, butylenes, ethane, ethe-

ne (ethylene), methane, methylacetylene/propadiene mixes, pro-

pane, propene (propylene) or vinyl chloride, if the largest tank is no

bigger than 3000m3 and if the vessel carries less than 15000m3 of

these substances.

• dichlorodifluoromethane, dichloromonofluormethane, dichlorote-

trafluoroethane, monochlorodifluoromethane, monochlorotetraflu-

oroethane, monochlorotrilfluoromethane or nitrogen.

�. Sailing prohibition “article 2� vessels” Sailing “article 25 vessels” is prohibited if visibility is less than 200m.

In such cases anchoring should be done at the nearest secure ancho-

rage.

Under special circumstances consultations can be held with the Chief

Traffic Controller to determine to what extent traffic can be allowed.


› 1/��c iNSPEcTiON ON THE DEcLARATiON ON FiNANciAL SEcURiTY WHEN cOVERiNG THE LEGAL LiABiLiTY FOR DAMAGE cAUSED BY OiL POLLUTiON BaZ1/33C-2008cancelled

In order to carry out the regulations decided on in the international treaty

signed on November 29th 1996 in Brussels, the Belgian and Dutch

pilots exercise control over the declaration mentioned in the header

in the Scheldt estuaries and the at the Belgian coast ports; also called

Civil Liability.

Supervision on the CL-certificates will take place for all merchant ves-

sels with a cargo of over 2000 (metric) tonnes of oil in bulk.


› 1/��D THE WEST EUROPEAN TANKER REPORTiNG SYSTEM (WETREP) BaZ1/33D-2008cancelled

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, Ireland,

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).

182 18�


+


+IMO approved a compulsory report system for tankers (WETREP) that

took effect on July 1st 2005 at 00h00 UTC for all tankers with a tonnage

larger than 600 tonnes, carrying:

• black crude oil, i.e. oil with a density of over 900 kg/m3 at 15° Cel-

sius or

• heavy fuel oil, i.e. fuel oil with a density of over 900kg/m3 at 15° Cel-

sius, 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 destina-

tion port/terminal/anchoring area or position “for orders” transmit-

ted 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 occasions

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.

Should the vessel be unable to inform the nearest Radio coastal station

or another participant, she should report this to the next nearest radio

coastal station or any other participants mentioned in supplement 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 re-

duce 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 im-

portant 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 proce-

dures: 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.)

18� 18�


+


+SUPPLEMENTS:

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

SUPPLEMENT 1. DEScRiPTiON OF THE cOMPULSORY REPORTiNG

SYSTEM FOR THE WESTERN EUROPEAN PSSA AREA WiTH cOORDi-

NATES

Description of the area

• The area covers the west coast of the United Kingdom, Ireland, Bel-

gium, 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 supplement 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).

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 diffe-

rently with regard to maritime limits and borders.

18� 18�


+


+Supplement 2. PSSA cHART - WESTERN EUROPEANWATERS PARTicULARLY SENSiTiVE SEA AREA (UKHOchart �011)

Supplement �. REPORTiNG FORM (cORRESPONDiNG WiTH iMO RESOLUTiON A.8�1(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, dif-

ficultly manoeuvrable etc …)

188 189


+


+Supplement �. VESSEL TRAFFic SERVicES, Rcc, cOASTAL RADiO STATiON OR OTHER FAciLiTiES TO WHOM THE REPORTS MUST BE SUBMiTTED (GEOGRAPHicAL POSiTiONS REFER TO THE WGS 8�)

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

MMSI: 00 205 99 81

e-mail: [email protected]

FRANcEMRCC Gris-Nez 50º52’ N 001º35’ 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

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

MMSI : 002240993

190 191


+


+MRCC Bilbao 43º20’.8 N 003º01’ W

Tel: +34 944 839286

Fax: +34 944 839161


VHF: 16 & 10

MMSI : 002240996

UNiTED KiNGDOMSea Areas A1 and A3 (See the relevant international radio publicati-

ons)

MRCC Falmouth (Coordinating Station for the United Kingdom)

Tel.: +(0)1326 317575

Fax: +(0)1326 318342

Inmarsat-C on 423200158


_(Source:MDK-Afd.Scheepvaartbegeleidingd.d.27/07/2005.IMOSN/Circ.242)

› 1/�� SEA WATER POLLUTiON DUE TO OiL OR OTHER HAZARDOUS SUBSTANcES BaZ1/34-2008cancelled

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.

�. 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.

�. 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 toge-

ther with an oil sample, shall be submitted to the pilotage service

leadership.

192 19�


+


+�. The following is a model of a report of oil pollution with the speci-

fications 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 aforementioned

vessel to lose or to pump out oil or water containing oil at the afo-

rementioned 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 a 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 pum-

ping out and how this request was responded to.

• Made aboard of …

• Date

• Signature

• Position

�. 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.

�. 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 com-

plete list of dangerous substances or the manifest are also of im-

portance.

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 or 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

Antwerpen, Oostende or Scheveningen Radio.

9. The legislation on the protection of the marine environment forces

the master or ship-owner of a ship involved in a shipping accident to

take all reasonable prevention or containment measures in the sea

areas. 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:Afd.ScheepvaartbegeleidingandFODVolksgezondheid,VeiligheidvandeVoed-

selketenenLeefmilieu-MarienMilieudienst–14/11/2008)

19� 19�


+


+› 1/�� ANcHORiNG OF DAMAGED VESSELS AFTER AN iNciDENT BaZ1/35-2008cancelled

Having heard the advice of the “Commissie Nautische Veiligheid Schel-

demonden” (Commission Nautical Safety Scheldt Estuaries);

In view of art. 51 and 54 of the Shipping Regulations Western Scheldt

1990; art. 43 and 53 of the Shipping Regulations for the Canal of Ghent

to Terneuzen;

In view of art. 44 paragraph 1 and 47 paragraph 1 of the KB holding

Shipping Regulations for the Lower Sea Scheldt;

In view of art. 8 of the Communal Port Police Regulation of Antwerpen,

knowing that mentioned herein is the fact that vessels that sustained

damage or probable damage following an incident are only allowed in

port after a declaration made by a shipping expert authorized by the

Rechtbank van Koophandel (Commercial Court);

The “Rijkshavenmeester” (Government Port Master) Western Scheldt

and the Civil Servant MDK in charge hereby announce the following:

Vessels that have sustained damage or probable damage following an

incident may only continue the voyage to their final destination after re-

ceiving permission from the Joint Nautical Authority (GNA), more spe-

cifically 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.

This joint announcement will take effect on the second day after ap-

pearing in the Dutch and Belgian Statute Book in which it is placed.

_(Source:GemeenschappelijkeVlaamseandNederlandseNautischeAutoriteit.

Kennisgeving03-2005.d.d.27/09/2005)

› 1/��A SEAWARD ARTiLLERY PRAcTicE — GENERAL REGULATiONS BaZ1/36A-2008cancelled

1. ARTiLLERY SEcTORSThere 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 water-

tower of Westende (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.

�. Large sectorThe danger zone is included in a sector with a 12 mile radius with the

same centre and borders as in 2.

2. SiGNALiZATiONThe 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.

19� 19�


+


+For the artillery exercises that are done:

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.

�. in the large sectorA square red flag with three red circular signals on top.

The signals will be pulled down during interruptions and after comple-

tion 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-DANGER

ZEEWAARTSE ScHiETOEFENiNGEN

[SEAWARD ARTiLLERY PRAcTicE]

iNFO VHF �� c/S:SN

SN (Sierra November) is the callsign of the artillery sector NIEUW-

POORT and the working frequency is VHF-CHANNEL 67. The radio sta-

tion is only manned during artillery practice. At the end of the artillery

practice the text on the panel will be made invisible.

_(Source:MinisterievanDefensie-14A–Nieuwpoortd.d.30/11/2000)

› 1/��B NiEUWPOORT — SEAWARD ARTiLLERY PRAcTicE — SMALL, MEDiUM AND LARGE SEcTORS BaZ1/36B-2008cancelled

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 January 01 up to and including January 04 2009

• from February 21 up to and including March 04 2009

• from March 28 up to and including April 13 2009

• from May 21 up to and including May 24 2009

• from June 20 up to and including September 13 2009

• from November 02 up to and including November 15 2009

• from December 21 up to and including December 31 2009

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 (recreational

shipping, 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

practice 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 telepho-

nically at these numbers: +32 (0) 58 22 28 00 or +32 (0) 58 22 28 15.

_(Source:MinisterievanDefensie-14A-Nieuwpoortd.d.08/10/2007ref.07-540c081)

198 199


+


+› 1/�� NORTH SEA — S SEcTOR ARTiLLERY PRAcTicE ON FLOATiNG TARGETS BaZ1/37-2008cancelled

1. From January 01 up to December 31 artillery practice by navy ves-

sels may occur within the zone determined by the following points:

• 51°39’,95 N - 2°37’,92 E point A

• 51°36’,95 N - 2°37’,92 E point B

• 51°32’,95 N - 2°54’,92 E point C

• 51°38’,95 N - 2°56’,92 E point D

• 51°39’,95 N - 2°54’,92 E point E

2. The actual shooting will be done from the south border (line A-B-C)

of the abovementioned zone, in northern direction.

The shooting zone will not be guarded.

�. Surface practice will be done both during the day and at night on a

towed or anchored floating target.

�. The units participating in these exercises will make use of the fol-

lowing signals:

• during the day, a large flag B of the International Code of Signals,

completed by the signal CODE-NE 4

• at night, next to the regulation navigation lights, 3 red lights 6 foot

on top of each other and with a visibility radius of 5 miles

�. Further messages will report the exact periods during which these

exercises will take place.

_(Source:MinisterievanDefensie-CommandoMarineoperatiesMarine,Zeebrugge)

› 1/�8 ZONE FOR DETONATiNG WAR AMMUNiTiON AND PRAcTicE MiNES NE OF ANcHORAGE AREA WESTHiNDER BaZ1/38-2008cancelled

As of 2001 an area has been set with as its centre 51°29’,07 N– 2°49’,92 E

and a radius 4NM for detonating old war and practice mines.

This area is used all year long by different types of vessels of the Bel-

gian navy for detonating old war mines and practice mines at sea that

have been found by navy vessels or by fishing and dredging vessels.

The frequency of these detonations varies between 15 and 20 explosi-

ons 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 ves-

sels and high sea towing vessels and their respective zodiacs and di-

ving teams as well as those vessels that make use of the practice zone

in art. 1/39 point 1.

_(Source:MinisterievanDefensie-BelgischeMarine.d.d.04/12/2000)

200 201


+


+› 1/�9 BELGiAN cOASTAL ZONES FOR MiNE LAYiNG, MiNE DETEcTiON AND MiNE SWEEPiNG PRAcTicE BaZ1/39-2008cancelled

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, the following zones are situated on the Belgian Con-

tinental 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 water

zone for the use of sonar, remotely controlled underwater vehicles and

divers.

Note: most vessel movements will extend themselves to the area des-

cribed under article 1/38.

2. Zone NBH-10 (Wenduine)• 51°20’,55 N – 2°55’,42 E

• 51°18’,55 N – 2°55’,12 E

• 51°18’,65 N – 2°53’,52 E

• 51°20’,65 N – 2°53’,82 E

This area is used by the minesweeping vessels of the Belgian Navy as

well as those of other navies for mine sweeping practice throughout

the entire year. The area is particularly used by mine sweeping vessels

as shallow water zone for the use of sonar, remotely controlled under-

water 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 conditi-

ons the vessel movements will practically speaking extend themselves

to a slightly wider area, situated between the approach of the port of

Oostende and the Wenduine Bank.

_(Source:MinisterievanDefensie-BelgischeMarine-COMOPSNAVd.d.27/11/2001)

› 1/�0 SPEciAL PROTEcTiON ZONES AND SPEciAL NATURE PRESERVE ZONE BaZ1/40-2008cancelled

With the KB of October 14th 2005, 3 special protection zones and 1

special nature preserve zone has been set:

1. THE SPEciAL PROTEcTiON ZONES 1. a zone of 110.01km2 in front of Koksijde, named SBZ 1, beaconed

by the baseline and a line that connects 5 points with the following

coordinates:

• 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 in front of Oostende, named SBZ 2, by the base-

line 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

202 20�


+


+�. a zone of 57.71 km2 in front of Zeebrugge, named SBZ � , by the base-

line 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

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

2. THE SPEciAL NATURE PRESERVE ZONE

One special nature preserve zone has been set in the sea areas,

namely:

1. A zone of 181 km2, named «Trapegeer Stroombank gebied» ,

beaconed by the baseline and a line that connects 4 points with the

following 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

The following activities are forbidden in the special nature preserve

zones:

• civilian construction activity

• industrial activity

• activities by commercial or advertising companies

• the dumping of spoils and inert natural materials

The positions are in WGS84 and were converted where necessary.

_(Source:BelgischStaatsbladd.d.31/10/2005–pp47207e.v.)

20� 20�


+


+› 1/�1 SPORTS DiViNG AND REcREATiONAL DiViNG AT SEA - PROcEDURES BaZ1/41-2008cancelled

1. The procedures mentioned in this message apply to vessels, in-

cluding “recreational 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 interna-

tional, 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.

�. 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

�. 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

�. Upon ending the diving activities the vessel will report that all divers

are back aboard.

�. In the event of successive diving sessions the abovementioned in-

structions must be followed for every diving session.

�. The vessel will report when the diving activity has ended.

_(Source:MDK–Afd.Scheepvaartbegeleiding-d.d.22/05/2006)

20� 20�


+


+iNDEX ABBREViATiONS

The most important abbreviations used in the BaZ: (for the abbreviations

on the charts we refer you to the brochure “Signs and Abbreviations”).

AAN Avis aux Navigateurs

art article

BA Proper Authority

BaZ Notices to Mariners

BB Portside/Starboard

p. page(s)

Br British

BS Belgian Statute Book

Cdt Commander

cm centimetre

cil cylinder

CVL Traffic Control Flushing

CVN Traffic Control Terneuzen

CZV Traffic Control Zandvliet

DBZ Urgent Notices to Mariners

dm decimetre

Dir Director

ENC Electronic Navigational Chart

ECDIS Electronic Chart Display and Information

System

E east(ern)

Gr Greenwich

gem average

GLLWS average low low water spring tide

GMT Greenwich Mean Time

GNA Joint Nautical Authorithy

h hour

H average low low water spring tide

Hor horizontal

HW high water

HWS high water spring tide

Hyd hydrography

IHO International Hydrographic Organisation

IMO International Maritime Organisation

INT international

K canal

KB Koninklijk Besluit [Royal Resolution]

kard cardinal

kHz kilohertz

km kilometre

krt(n) chart(s)

lat lateral

Ldw Loodswezen [Pilotage Service]

Ll lights list

LLWS low low water spring tide

LOA - shore based pilotage

- length overall

LT local time

LW low water

LWS low water spring tide

m metre

MB Ministerial Resolution

208 209


+


+MET Middle European Time

MHz megahertz

MT mean time

N north(ern)

Ned The Netherlands/Dutch

Nr(s) number(s)

NTM Notices To Mariners

OST Oostende Radio

(P) provisional BaZ

PA approximate position

PD uncertain position

PEC Pilot Exemption Certificate

pos position

PSSA Particularly Sensitive Sea Area

Pt point

PRA Pollution Response Area

Rarefl radar reflector

Rare radar reflector

RCZB Radar Control Zeebrugge

Refl teflector

RENC Regional Electronic Navigational Chart

Coordination centre

RNC Raster Navigational Chart

RTA Requested Time of Arrival

RVGZ Regulations for the transport of dangerous

cargoes on board commercial vessels

RWHS red and white horizontally striped

RWVS red and white vertically striped

RWS Rijkswaterstaat

RZHS red and black horizontally Striped

S south(ern)

s second (time unit)

SB starboard

SB Belgian Statute Book

SB afdeling Scheepvaartbegeleiding/Shipping

Assistance Division

SID Schelde-Inlichtingendienst (Scheldt

Informations Service)

SOLAS Safety of Life at Sea

sp sharp

st blunt

Stb Dutch Statute Book

sub under

(T) temporary BaZ

tel telephone message

tgm telegram message

UKZ Zelzate Lookout

UTC Universal Time Coordinated

vert vertically

vm vadem

VVS traffic division system

vt feet

W west(ern)

zgn so-called

zm nautical miles

210 211


+› NOTES

212

Compiled by :afdeling Kust - Vlaamse HydrografieAdministratief Centrum (1ste verdieping)Vrijhavenstraat 38400 Oostende

Published by :IVA Maritieme Dienstverlening en KustBrussel 2009© Flemish Government

Design and realisation : Salto ReclamePhotography : Valère Prinzie, Steven Dekeyser

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

This is a free translation of the official “Berichten aan Zeevarenden” issued 08th January 2009 N° 1.

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

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

This Notices to Mariners issue nr. 1 can be forwarded after prior payment of 15 euro on account n° 091-0128657-64Addressed to : Vlaamse Overheid (Flemish Government) E.V. Flanders Hydraulics 115 Berchemlei 2140 Borgerhoutwith reference BAZ12009

If you would also like to receive the other Notices to Mariners (abbr. BaZ) in addition to BaZ issue n° 1, please transfer the subscription fee of 30 euro per year to the same account number with reference BAZ 2009.

Documents

Notices to Mariners - afdelingkust.be · 1/6 naval cooperation and guidance of shipping (ncags) ... theory and practice p. 167 1/29 clarification on the use of rnc and enc in ecdis