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The use of information from this publication is only allowed with complete source reference: MDK - afdeling Kust - Vlaamse Hydro-grafie (Maritime and Coastal Services - Coastal Division - Flemish Hydrography)
The Notices to Mariners can also be found on the web:www.vlaamsehydrografie.be
Compiled by:afdeling Kust - Vlaamse HydrografieAdministratief Centrum (1st floor)Vrijhavenstraat 38400 Oostende
Published by:IVA Maritieme Dienstverlening en KustBrussel 2012© Flemish Government
Design: CaymanPhotography: afdeling Kust
This Notices to mariners nr. 1 can be forwarded after prior payment of 15 euro on account nr IBAN: BE29 0910 1286 5764, BIC: GKCCBEBB Addressed to: Vlaamse Overheid (Flemish Government) E.V. Flanders Hydraulics Berchemlei 115 2140 Borgerhout
with reference: BaZ2012/1
If you would also like to receive the other Notices to Mariners (abbr. BaZ) in Dutch in addition to BaZ issue nr. 1,please transfer the subscription fee of 30 euro per year to the same account number with reference BaZ 2012/AL.
Berichten aan zeevarenden
+
Noticesto Mariners
+
OSTEND JANUARY 5th 2012 NR.01
Bearings are true directions calculated from sea for light sectors.Lengths in relation to Greenwich.
This is a free translation of the official “Berichten aan Zeevarenden, nr.1 jaargang 2012”
In case of dispute the Dutch text is the only valid copy.
www.vlaamsehydrografie.be
› TaBLe of conTenTs
1/1 noTIces To MaRIneRs p. 7
1/2 GeneRaL seT of RULes THaT aPPLY In BeLGIan WaTeRs p. 10
1/3 offIcIaL RaDIo MessaGes InTenDeD foR
BeLGIan MeRcHanT VesseLs - THe BeLMaR sYsTeM p. 13
1/4 BeLGIan coasT sTaTIon osTenD RaDIo - caLLsIGn: osU
fReQUencIes, BRoaDcasTs anD LIsTenInG oUT p. 19
1/5 IsPs ReGULaTIons p. 22
1/6 naVaL cooPeRaTIon anD GUIDance foR
sHIPPInG (ncaGs) p. 25
1/7a RaDIo naVIGaTIon MessaGes p. 37
1/7B RIVeR InfoRMaTIon seRVIces p. 37
1/8a WWW.KUsTWeeRBeRIcHT.Be p. 40
1/8B WeaTHeR foRecasT anD annoUnceMenTs of
sToRMY WeaTHeR anD GaLe foRce WInDs p. 40
1/9 aRRanGeMenTs To Be MaDe In THe eVenT
of a sUBMaRIne accIDenT p. 44
1/10 TReaTMenT of MInes anD eXPLosIVes foUnD aT sea p. 48
1/11a PILoTaGe seRVIce In THe scHeLDT-esTUaRIes anD aT
THe BeLGIan coasTaL PoRTs p. 52
1/11B ResoLUTIon of eXeMPTIon fRoM coMPULsoRY PILoTaGe
scHeLDT ReGULaTIons p. 55
1/11c InTensIfIeD coMPULsoRY PILoTaGe foR VesseLs In THe
BeLGIan TeRRIToRIaL sea anD WaTeRs UnDeR
THe aUTHoRITY of THe fLeMIsH GoVeRnMenT p. 60
1/12 PILoTaGe ReQUesT aRRanGeMenTs foR VesseLs
WITH a fLeMIsH PoRT as DesTInaTIon p. 65
1/13 sPecIaL sIGnaLs anD InsTRUcTIons
aT fLUsHInG RoaDs p. 83
1/14a faIRWaYs - MaIn faIRWaYs - seconDaRY faIRWaYs - In THe
conTRoL aRea of THe coMMon naUTIcaL ManaGeMenT p. 88
1/14B scHeLDT anD ITs esTUaRIes oVeRsIZeD coMMeRcIaL
VesseLs p. 90
1/14c WesTeRn scHeLDT - ReGULaTIons foR VesseLs WITH a
MaRGInaL DRaUGHT oR a LenGTH of aT LeasT 300 MeTRes
To anD fRoM anTWeRP anD foR VesseLs To anD fRoM
THe KaLLo LocK p. 92
2
NOTicES TO MARiNERS JANUARY 5th 2012
1/14D WesTeRn scHeLDT - RoUTe coMMeRcIaL sHIPPInG
BeTWeen HansWeeRT en MaRLeMonT - scHaaR Van VaLKenIsse
- GeneRaL saILInG InsTRUcTIons p. 104
1/14e WesTeRn scHeLDT - oosTGaT-saRDIJnGeUL -
aDJUsTMenT of saILInG BeHaVIoUR p. 104
1/15 LoWeR anD UPPeR sea scHeLDT - PeRMIssIon To MooR p.106
1/16a VesseL TRaffIc seRVIces scHeLDT aRea –
MaRIPHone cHanneLs p. 108
1/16B BeLGIan sHIPPInG WaTeRs anD WesTeRn scHeLDT -
offIcIaL LanGUaGes In THe conTRoL aRea of THe
coMMon naUTIcaL aUTHoRITY (Gna) p. 123
1/16c canaL fRoM GHenT To TeRneUZen - cHaIn oPeRaTIon -
LocKInG of sHIPs In THe WesTeRn LocK TeRneUZen p. 126
1/17 WesTeRn scHeLDT –
sPecIaL anD eXTRaoRDInaRY TRansPoRTs p. 128
1/18a sHoRe BaseD PILoTaGe (Loa) In THe eVenT of PILoTaGe
In sToRMY WeaTHeR conDITIons p. 145
1/18B sHoRe BaseD PILoTaGe (Loa)
InfoRMaTIon foR sHIPPInG p. 155
1/19 HeLIcoPTeR PILoTaGe In aLL WeaTHeR conDITIons p. 155
1/20a BeLGIan coasTaL PoRTs - oVeRsIZeD coMMeRcIaL
VesseLs p. 163
1/20B BeLGIan coasT - TRaffIc sIGnaLs p. 164
1/21 coasTaL YacHT BassIns –
sPeeD LIMIT foR MecHanIcaLLY PoWeReD VesseLs p. 166
1/22a PoRT of osTenD
sPecIaL TRaffIc sIGnaLs - fLIcKeRInG LIGHTs p. 167
1/22B PoRT of osTenD - sIGnaLLInG InsTaLLaTIon foR
WaTeR DIscHaRGes p. 170
1/23 coasTaL YacHT HaRBoURs –
saILInG oUT of PLeasURe BoaTs p. 171
1/24a PoRT of ZeeBRUGGe – TRaffIc ReGLeMenTaTIons
VIsaRTsLUIs – PRInsaLBeRTDoK - TIJDoK p. 174
1/24B PoRT of ZeeBRUGGe - YeLLoW-BLUe fLasHInG LIGHT p. 174
1/24c LnG- sHIPPInG: PRoceDURes p. 175
1/25 PoRT of ZeeBRUGGe
PoRT sIGnaLs aT THe neW BReaKWaTeRs p. 198
3
www.vlaamsehydrografie.be
1/26 WaRnInG on THe Use of
non-eQUIVaLenT eLecTRonIc sea cHaRTs p. 200
1/27 WoRLD GeoDeTIc sYsTeM 1984 (WGs84) p. 201
1/28 (DIffeRenTIaL) GLoBaL PosITIonInG sYsTeM
THeoRY anD PRacTIce p. 202
1/29 cLaRIfIcaTIon on THe Use of Rnc anD enc In ecDIs p. 206
1/30 UnDeRWaTeR caBLes anD PIPeLInes p. 208
1/31 oceanoGRaPHIc anD oTHeR sIMILaR sTaTIons p. 212
1/32 PRoTecTIon of offsHoRe InsTaLLaTIons p. 213
1/33a MInIMUM ReQUIReMenTs ceRTaIn TanKeRs
THaT WIsH To saIL To a BeLGIan PoRT MUsT MeeT p. 214
1/33B RePoRTInG DanGeRoUs sUBsTances To THe coMMon
naUTIcaL aUTHoRITY p. 214
1/33c TRansPoRT of DanGeRoUs sUBsTances WITH Gas
TanKeRs To anD fRoM THe scHeLDT PoRTs p. 218
1/33D THe WesT eURoPean TanKeR RePoRTInG sYsTeM
(WeTReP) p. 220
1/34 sea WaTeR PoLLUTIon DUe To oIL oR
oTHeR HaZaRDoUs sUBsTances p. 230
1/35 ancHoRInG of DaMaGeD VesseLs afTeR an IncIDenT p. 233
1/36a seaWaRD aRTILLeRY PRacTIce - GeneRaL ReGULaTIons p. 234
1/36B nIeUWPooRT - seaWaRD aRTILLeRY PRacTIce
sMaLL, MeDIUM anD LaRGe secToRs p. 236
1/37 noRTH sea – BeLGIan naTIonaL eXeRcIses aRea
foR MaRIne VesseLs p. 237
1/38 Zone foR DeTonaTInG WaR aMMUnITIon anD PRacTIce MInes
noRTHeasT of THe ancHoRaGe aRea WesTHInDeR p. 238
1/39 BeLGIan coasTaL Zones foR MIne LaYInG,
MIne DeTecTIon anD MIne sWeePInG PRacTIce p. 239
1/40 sPecIaL PRoTecTIon Zones anD
sPecIaL naTURe PReseRVe Zones p. 241
1/41 sPoRTs DIVInG anD RecReaTIonaL
DIVInG aT sea - PRoceDURes p. 244
InDeX aBBReVIaTIons p. 246
4
NOTicES TO MARiNERS JANUARY 5th 2012
› 1/1 NOTicES TO MARiNERS BaZ1/1-2011cancelled
The notices to Mariners (BaZ) publish the data necessary for updating
the Belgian sea- and scheldt charts and the publications issued by
the “Vlaamse Hydrografie” (flemish Hydrography).
Moreover, BaZ nr 1 of every volume contains general information for
the good of shipping.
The publication of every new edition of the nautical publications men-
tioned will also be announced by the BaZ.
The BaZ appear every fortnight and are numbered by volume from 1
to 26; every article is given a separate code. a reference to any given
article in the BaZ consists of the year, the volume number and its
article code in the BaZ.
some articles are preliminary and can be recognized by the letter (P)
following the article code; others are temporary and can be recog-
nized by the letter (T). The preliminary articles are usually followed by
a temporary or final article; the temporary ones concern information
that is usually only valid for a short period of time.
The BaZ nrs. 2, 10 & 20 give a summary of the (P) and (T) articles that
are still in force.
The BaZ nrs 2, 10 & 20 give a summary of the notices that are still in
force regarding the chart correction of the last edition of the Belgian
charts.
In addition to all that the BaZ also list the “Urgent notices to Mari-
ners” (DBZ) that are still in force. The DBZ are issued by the Maritime
Rescue and coordination center (MRcc) of the “Kustwacht oostende
- afdeling scheepvaartbegeleiding” (oostende coast Guard - Depart-
ment shipping assistance service) and mainly contain information
about temporary beaconing problems.
7
www.vlaamsehydrografie.be
The mariners need to take into account occasional restrictions in
terms of preciseness or completeness of nautical publications and
articles.
following art. 3 of the KB of June 20th 1977 of the execution of the
law of november 24th 1975 holding approval and execution of the
treaty on the international regulations to prevent collisions at sea,
1972, with additional regulations and its annexes, and
art. 34 § 4 of the KB of august 4th 1981 holding police and shipping
regulations for the Belgian territorial sea, the harbours and the
beaches of the Belgian coast,
all mariners must:
• follow the general principles concerning the regulations of the
shipping traffic as they appear in the annually issued notices to
Mariners nr.1 that each year is promulgated.
• take into account the dispositions applied by the functionaries and
employees of the government concerning the safety of the vessels
that are not subject to the KB of July 20th 1973 holding shipping
regulations.
• observe, regarding the shipping, all notices published by the
government, in particular the notices to Mariners or the urgent
notices to mariners.
following art. 29 of the last named KB (august 4th 1981), each mariner
must also inform, through the shortest way, the nearest functionaries
or employee of the government, about all information concerning even-
tual special sightings in the area of the Belgian coast and the scheldt
that concern shipping, as well as about every eventual gaps and/or
errors in the nautical publications, in the interest of the safety at sea,
at the following address:
8
NOTicES TO MARiNERS JANUARY 5th 2012
afdeling Kust - Vlaamse Hydrografie
(Department coast - flemish Hydrography)
administratief centrum
3 Vrijhavenstraat
8400 osTenD
Tel: +32 (0)59 55 42 11 • fax:+32 (0)59 51 00 41
sightings about buoys, dangers, etc. at sea in the Belgian responsibility
zone need to be communicated to the “Kustwacht oostende” (oostende
coast Guard) or to the proper traffic centre. If necessary via oostende
Radio over the proper mariphone channels.
noTes:
• all positions mentioned in this BaZ are in WGs84.
• We ask your attention for:
- amended articles: 1/1, 1/3, 1/4, 1/6, 1/8B, 1/12, 1/14B, 1/14c, 1/15, 1/17,
1/18a, 1/19, 1/23, 1/24c, 1/27, 1/28, 1/29, 1/30, 1/32, 1/34, 1/36B, 1/38, 1/39,
1/40
- Deleted articles: 1/16
- new articles: 1/14a, 1/14D, 1/14e, 1/16a, 1/16B, 1/16c
_(Source:MDK-afdelingKust-VlaamseHydrografie)
9
www.vlaamsehydrografie.be
› 1/2 GENERAL SET OF RULES THAT APPLY iN BELGiAN WATERS
BaZ1/2-2011cancelled
1. Apply to the Scheldt area:• The shipping regulations Western scheldt 1990 for the Dutch part
of the Western scheldt
• shipping traffic law (1988) for the Dutch section of the Western
scheldt
• The shipping regulations for the Lower sea scheldt 1992
• The police regulations of the Lower sea scheldt 1992
• The general rules for shipping routes of the Kingdom 1935
• General policy regulation on inland waterway traffic (KB of
24 september 2006), based on the european ceVnI (code
européen des Voies de navigation Intérieure)
• The decree of april 5th 1995 holding approval of the treaty between
the Kingdom of the netherlands, the Kingdom of Belgium and
the flemish Government on the revision of the Regulations for
the execution of article IX of the tractate of april 19th 1839 and of
chapter II parts 1 and 2 of the tractate of november 5th 1842, as
they were adjusted, for the pilotage and the joint supervision on it
(scheldt regulations) and the additional executive decisions.
• The shipping regulations for the Dutch and Belgian part of the
canal from Ghent to Terneuzen.
• The shipping regulations for the Brussels - scheldt canal - 2005.
2. Also applies to the port of Antwerpen: a new, adjusted version of the communal Port Police regulation as
approved by the city council on september 13th 2004.
3. Also applies to the port of Ghent: General police regulation of the port of Ghent as approved by the
Ghent city council on november 24th 2003 and adjusted on May
22nd 2006.
10
www.vlaamsehydrografie.be
4. To the Belgian territorial sea, coastal ports and beaches:• The police and shipping regulations of 1981.
• The decree of april 19th 1995 on the organisation and working of
the pilotage service of the flemish Government and on the quali-
fications of port pilots and boatsmen, such as modified, and the
additional excecutive decisions.
The vessels that the various decrees apply to must have a copy of
the proper regulations aboard, as well as an updated official chart
of the area.
5. Also applies to the coastal ports of Zeebrugge and Oostende: The regulations for the port of Zeebrugge, sea channel and the
Brugge docks according to KB 20.01.1937. Police regulation for
the commercial port of oostende as approved by the oostende city
council on December 21 2001.
6. Supplements to the general regulation for certain waterways
• special regulations applicable to certain shipping routes, 1950.
Most of these regulations are available at the federal government’s
website and can be downloaded:
http://www.mobilit.fgov.be/nl/aqua/general/ReGL.htm
_(Source:MDK-afdelingScheepvaartbegeleiding-DABLoodswezen
12
NOTicES TO MARiNERS JANUARY 5th 2012
› 1/3 OFFiciAL RADiO MESSAGES iNTEN-DED FOR BELGiAN MERcHANT VESSELS – THE BELMAR SYSTEM
BaZ1/3-2011cancelled
iMPORTANT:The captains of merchant vessels will make sure that a copy of this
article is delivered to the officer responsible for the ship’s radio station.
The other copy will be placed in “De algemene onderrichtingen ten
behoeve van de Gezagvoerders van Belgische Koopvaardijschepen”
(“General Instructions for the captains of Belgian Merchant Vessels),
under the chapter “Verbindingen” (“connections”).
1. GENERAL
1. This BaZ describes the system created for transmitting official
orders and/or directions for Belgian merchant vessels in extra-
ordinary circumstances, war dangers or times of war.
2. This system is known as the “BeLMaR-sYsTeM” and is declared to
be valid by the “Directoraat Generaal Maritiem Vervoer” (General
Directorship Maritime Transport) in mutual agreement with the
navy staff by name of the Belgian Government.
These reports will be communicated by the the command of navy
operations.
3. from the moment the BeLMaR-system is in use, the captains of
all Belgian merchant vessels will take following measures that
will greatly contribute to the safety of their crew and ship:
• listen to one of the radio stations mentioned under point 4, which
will ensure the broadcasting of official messages
• stop transmitting their position reports (TR’s)
• not enter a receipt or acknowledge in the Dsc upon receiving mes-
sages, unless the nature of the message requires doing so
13
www.vlaamsehydrografie.be
• stop radio transmissions, unless ordered differently
• limit the use of radar and echo sounder to what is strictly
necessary.
2. MESSAGE FORM
1. The BeLMaR messages will have the following structure:
• incoming call
• identification and n°.
• text
• date-time-group
• end message/transmission.
2. one of the following callsigns will be used for the incoming call:
• The collective callsign onXa: all Belgian merchant vessels -
in RTBf and VRT: “Hallo alle Belgische Koopvaardijschepen
(in )”.
• The collective callsign onXB: all Belgian war and merchant
vessels -RTBf and VRT: “Hallo alle Belgische oorlogs- en
Koopvaardijschepen (in )”.
• The international callsign (spelled in radiotelephony).
The collective callsigns may be followed by a number, indicating
that the message is intended for the vessels in the MeRcasT
area (see acP 149) with the corresponding number. for example:
“onXa 4” indicates that the message is directed to all Belgian
merchant vessels in the MeRcasT area 4 (north sea).
3. • The official messages to the Belgian merchant vessels are
identfied by the word BeLMaR.
• In order to make it possible for the captains of the merchant
vessels to check if they are receiving all BeLMaR messages,
all messages will have a serial number consisting of two
numbers going from 01 up to 99 that will follow after the
word BeLMaR.
4. The text is preceded and followed by the separation sign BT
(“BReaK”) in radiotelephony.
14
NOTicES TO MARiNERS JANUARY 5th 2012
5. every message has a date-time-group.
It will consist of 6 numbers, followed by the letter Z
The numbers indicate the date and the time in hours and minutes.
The letter Z indicates that the date-time-group is expressed in
Greenwich Mean Time. for example: date-time-group 131831 Z indi-
cates that the message was compiled on the 13th day of the current
month at 18.31h UTc.
6. aR and Va are used as end of message/broadcast signs.
7. The broadcasts of official messages by radio stations will be
preceeded by the following introductory words: “Uitzending van
BeLMaR-berichten bestemd voor alle Belgische koopvaardijschepen”
(“Broadcast of BeLMaR messages intended for all Belgian merchant
vessels”). This will be followed by messages as described in 1.
3. PROcEDURE
1. The BeLMaR messages will be broadcasted on the hours mentioned
in point 4.
2. The BeLMaR messages will be repeated completely the first 24
hours after the original time of broadcast.
3. a BeLMaR list of the messages that apply at all times will be given in
every broadcast mentioned in point 4.
This list contains:
• the incoming call
• the identification with n°.
• the date-time-group
• for every single message.
4. RADiO STATiON, FREQUENciES and TiME ROSTERS (UTc)
1. Oostende-radio • Radiotelephony
15
www.vlaamsehydrografie.be
Upon reception, the coast station will immediately send all
BeLMaR messages to all frequencies in use. fixed broadcasts and/
or repeats will be made on the following times (UTc) and frequen-
cies:
- Medium wave: 0030-0830-1130-1930-2130 on 2484 kHz and
2256 kHz.
- on decametre waveband: 0030(*)-0830-1130-1530-1930 on
8761 kHz (osU 41)-13095 kHz (osU 51) and 17278 kHz (osU
63).
(*) noT on 13095 kHz and 17278 kHz.
- on the VHf band: 0030-0830-1130-1930-2130 channel 27.
• navtex
The Belmar messages will be broadcasted on 518 kHz mmediately
upon reception and after that on the normal broadcasting hours
03.10-07.10-11.10-15.10-19.10-23.10 UTc.
2. Belgian radio and television (VRT-RTBf radio stations)
• Medium wave:
The BeLMaR-messages will be broadcasted at the start of some
newscasts, on the following (LocaL) times:
- In french on 621 kHz (RTBf) 0600-0800-1600 and 2100.
- In Dutch on 927 kHz (VRT) 0700-1200-1800 and 2155.
- from the moment the BeLMaR-system is activated the BeLMaR-
messages will be broadcasted on the abovementioned frequen-
cies and on the following times: 0030-0330 and 0530.
• shortwave:
The time roster of the shortwave frequencies will be included in
one of the first BeLMaR-messages.
5. SPEciAL cASES
1. Vessels that are in port when the BeLMaR system is activated
will listen to the radio broadcasts of these official messages. They
16
NOTicES TO MARiNERS JANUARY 5th 2012
will not shut down their radio stations unless they can pick up the
messages at the local Belgian diplomatic or consular representa-
tive.
2. apart from listening to the BeLMaR messages, overseas vessels
will listen to local allied broadcasts (coastal stations, radio sta-
tions) on a regular basis, so that they stay well-informed about
local nuclear threats or fallout.
6. ALLiED cONNEcTiONS
1. In times of tension or war an allied network of radio stations will
be activated. This organisation is called aLLIeD WoRLDWIDe
naVIGaTIon InfoRMaTIon sYsTeM (aWnIs).
2. from the moment a vessel is taken over in the ncaGs-organisa-
tion (naVaL co-oPeRaTIon anD GUIDance foR sHIPPInG) - at
the first arrival in a port with an allied ncaGs- she must listen to
aWnIs. from that moment on BeLMaR broadcasts will no longer
be recorded.
3. The publications and cryptographic means of the aWnIs system
are already aboard or will be issued to merchant vessels by ncaGs
officers.
7. AcTiONS TO BE TAKEN BY cAPTAiNS AND OFFicERS iN cHARGE
1. every Belgian merchant vessel will receive 2 copies of this BaZ.
They will be placed in the chapter “Verbindingen” (“connections”)
of the “algemene onderrichtingen ten behoeve van de Gezagvo-
erders van Belgische Koopvaardijschepen” (General Instructions
for the captains of Belgian Merchant Vessels).
They replace all connection instructions that were published earlier.
2. captains of the Belgian merchant vessels are urged to take the
necessary measures in order to make contact with coastal station
17
www.vlaamsehydrografie.be
osTenD RaDIo (TR) at least once every 24 hours. This radio con-
tact will be free of charge.
3. BeLMaR exercises can take place without a warning, at any given
time. In that case the first word of the text will be oefenInG/eXeR-
cIse.
The captains will pass on all requested information by letter to the
command of Marine operations (coMoPsnaV).
4. It is of the utmost importance that coMoPsnaV has access to
the data from which it can conclude in which areas none of the
broadcasts mentioned above can be received. for this, captains
are requested to hand in a written report (through their shipping
company) about the reception of osTenD RaDIo or VRT-RTB, with
date and PosITIon, to the command Marine operations, section
ncaGs, 1 Graaf Jansdijk, 8380 Zeebrugge. They will do the same
for any foreign coastal stations they use to stay in contact with
their shipping company.
Exercises regarding the control of commercial traffic.In the event of allied or multinational naTo exercises that involve the
defense of the merchant fleet in times of war, captains of Belgian
merchant vessels may receive a visit from naTo officers. These of-
ficers’ goal will be to give a fictional briefing to the captains, on the
occasion of mooring at a naTo port.
They might also ask a series of questions. The captains can coope-
rate on a voluntary basis, but it is insisted that they should give their
complete cooperation to the extent that the ship’s assignment must
not compromised. The briefings can last up to an hour and will take
place on the ship. These exercises must not slow down the shipping
activities nor do they give any right on a financial compensation.
_(Source:MinisterievanDefensie-Marinecomponentdated06/09/2011)
18
NOTicES TO MARiNERS JANUARY 5th 2012
› 1/4 BELGiAN cOAST STATiON OSTEND RADiO - cALLSiGN : OSU FREQUENciES, BROADcASTS AND LiSTENiNG OUT
BaZ1/4-2011iscancelled.
1. RADiOTELEPHONY - MEDiUM WAVE (cLASS J3E)
• frequencies for announcing and broadcasting safety reports.
- announcing on emergency frequency 2182 kHz and working
frequency 2484 kHz.
- the first broadcast of a safety message will also be announced
via Mf Dsc 2187,5 kHz (Dsc = digital selective calling system)
- broadcasting on working frequency 2761 kHz
• Listening out: permanently on 2182 kHz, 3178 kHz, 4095 kHz and
8237 kHz (Hf).
- calls on 3178 kHz will be answered on 2484 kHz.
- calls on 4095 kHz will be answered on 4387 kHz.
- calls on 8237 kHz will be answered on 8761 kHz (Hf).
• Range: depending on the chosen frequency, time and weather
conditions: from 400 up to and more than 1000 nautical miles.
• callsign: osU
2. RADiOTELEPHONY VHF (cLASS F3E)
• channels for announcing and broadcasting of safety messages:
- announcing on emergency channel K16
- the first broadcast of a safety message will also be announced
via VHf Dsc K70 (Dsc = digital selective calling system)
- broadcasting: on K27
• Listening out: permanently on K16 and K27 (working channels for
commercial traffic: K63, K78 and K85). for the shipping traffic on
the scheldt towards the Belgian harbours of antwerp, Ghent and
19
www.vlaamsehydrografie.be
Brussels, there is a permanently watch keeping on VHf K16 and
K24. (working channels for commercial traffic: K7, K27 and K81)
• Range: about 35 nautical miles.
• callsign: osU
3. DSc - DiGiTAL SELEcTiVE cALLiNG.
• Via the Digital selective calling (Dsc), a distress alert can be sent
out on VHf-channel 70 and on Mf 2187,5 kHz, which is received
on a screen and/or a printer. oostende Radio permanently listens
out on both frequencies.
• Dsc-number of oostende Radio for VHf and Mf is 002050480.
• Dsc-number of oostende Radio for VHf in antwerp is 002050485.
4. BROADcASTS OF WEATHER FOREcASTS, URGENT NOTicES TO MARiNERS AND SHiPPiNG iNFORMA-TiON.
• RaDIoTeLePHonY:
- for announcing: - on Mf 2182 kHz in english and in Dutch.
- on VHf K16 in english and in Dutch.
- on Mf 2484 kHz in Dutch.
- on VHf Dsc K70 and Mf Dsc 2187,5kHz only
for the first broadcast.
- for broadcasting: - on 2761kHz and on VHf K27, first in english,
then in Dutch immediately upon reception at
the coast station and then after the first H+03
and H+33 or H+33 and H+03.
- repeated on the fixed hours: 0233-0633-1033-
1433-1833-2233 UTc
- weather forecasts: on 0720 LT , 0820 UTc and
1720 UTc.
20
NOTicES TO MARiNERS JANUARY 5th 2012
- the broadcasts are always preceded by
the security signal:
'securité'.
• naVTeX:
- frequency 518kHz: programming letter T on navtex receiver.
- for broadcasting:
- 'important': immediately upon reception at the coast sta-
tion and later as 'routine'.
- 'routine': following the time schedule letter T: 0310-0710-
1110-1510-1910-2310 UTc.
- weather forecasts at 0710-1910 UTc.
- broadcasts only in english.
- frequency 490kHz: (national navtex): programming letter B on
navtex receiver .
- Broadcasting following the time schedule letter B: 0010-0410-
0810-1210-1610-2010 UTc.
- Weather forecasts at 0810-1210-1610-2010 UTc.
- Broadcasts in Dutch, sometimes in english.
_(Source:MinisterievanDefensie-Marinecomponent)
21
www.vlaamsehydrografie.be
› 1/5 iSPS REGULATiONS BaZ1/5-2011cancelled
Bericht aan alle schepen waarop de iSPS reglementering van toepassing is.
In het kader van de beveiliging van schepen en havenfaciliteiten is het
bij toepassing van artikel 6 van de Verordening (eU) 725/2004 verpli-
cht om de informatie gevraagd bij voorschrift 9 van hoofdstuk XI-2
van het soLas verdrag met een aanmeldingsformulier mee te delen
aan het IsPs-aanmeldingspunt en dit, bij voorkeur, per mail op het
volgende adres: [email protected] of per fax op het
nummer 02/579 68 83.
Deze informatie dient 24u voor het aanlopen van de haven te worden
verschaft of bij vertrek van de vorige haven indien de reisduur minder
is dan 24u of ten laatste zodra de aanloophaven bekend wordt.
Teneinde onnodig over en weer sturen te vermijden is het tevens van
het allergrootste belang om het document juist en volledig in te vul-
len.
Avis à tous les navires auxquels s’applique la réglementation iSPS.
Dans le cadre de la sécurisation des navires et des installations
portuaires, il est obligatoire, en l’application de l’article 6 du Règle-
ment (Ue) 725/2004, de communiquer les informations demandées
à la règle 9 du chapitre XI-2 de la convention soLas en transmettant
au point de contact IsPs un formulaire déclaratif, de préférence par
e-mail, à l’adresse suivante: [email protected] ou par
fax au numéro 02/579 68 83.
22
NOTicES TO MARiNERS JANUARY 5th 2012
ces informations doivent être fournies 24 heures avant l’escale ou
lors du départ du port précédent si la durée du trajet est inférieure à
24 heures ou au plus tard dès que le port d’escale est connu.
Pour éviter les transferts et les renvois inutiles, il est de la plus grande
importance que ce document soit rempli de façon précise et complète.
Message to all ships to which iSPS regulations apply.
Within the security of ships and port facilities framework, it is manda-
tory in application of article 6 of (eU) Regulation 725/2004 to commu-
nicate the information required in regulation 9 of chapter XI-2 of the
soLas convention by a contact form to the IsPs contact point. e-mail
is preferred: [email protected], faxes are possible too:
02/579 68 83. This information has to be provided 24h before arriving
in the port, or on leaving the previous port should travel time be less
than 24 hours, or at the latest when the port of call is known.
In order to avoid unnecessary communication to and fro it is of utmost
importance to fill in the form correctly and completely.
_(Source:FODFinanciën)
23
www.vlaamsehydrografie.be
_ISPSaanmeldingsformulier(FCBH/OND/2006/09–17/8/2006–versie2)
_(Bron:SecretariaatKustwacht–Oostende-d.d.20/08/2007)
MANDATORY QUESTIONS TO BE ANSWERED BY SHIPS BEFORE ENTERING A BELGIAN PORT SOLAS XI-2/9 (EC No. 725/2004 Annex I-Reg.9)
Plesase mail completed document to: [email protected] or fax to : +32 0257 96 883
This document was generated by the ISPS Pre-Arrival Notification database system (Belgian Customs & Excise Administration)
Name of ship:
IMO number: INMARSAT/GSM No. ship: Registered Flag State: Port facility of destination: ETA ( date-time): Port ID number: UN locator: Assigned port facility number:
I. Does the ship have a valid International Ship Security Certificate or a valid Interim ISSC
1. YES 2. NO - Please detail why Name of the issuing authority: II. Security Level at which is currently the ship operating at? 1 2 3 III. What were the last 10 port facilities and what was the Security Level at which the ship operated at those port facilities? Ordinal Port ID number UN locator Assigned port facility
number Security Level
1
2
3
4
5
6
7
8
9
10 IV. Have any special security measures been taken by the ship during ship/port interface at the last 10 port facilities? 1. YES - Please detail measures 2. NO V. Have any ship/ship activities taken place during the last 10 port facilities timeframe and were the appropriate ship security procedures maintained? 1. YES - Please detail procedures 2. NO VI. Any other practical security related information? 1. YES - Please detail measures 2. NO Agents name / Company: Date and hour of completion:
24
NOTicES TO MARiNERS JANUARY 5th 2012
› 1/6 NAVAL cOOPERATiON AND GUiDANcE FOR SHiPPiNG (NcAGS)
BaZ1/6-2011cancelled
1. GENERAL
This BaZ describes “naval cooperation and Guidance for shipping
(ncaGs)”, as it has been included in aTP 2 VoL II change 2 and en-
VeLoPe TanGo (see supplement)
2. APPLicATiON
In extraordinary circumstances an “ncaGs-region” can be de-
clared for a certain area for merchant shipping. Details regarding an
ncaGs-region are announced through the “World Wide navigation
Warning service” (WWnWs). Merchant vessels passing by will be ad-
vised or instructed through “shipping cooperation Points” about the
measures they should take, the route they should follow or if there
is a need for accompaniment by (allied) navy vessels. These “ship-
ping cooperation Points” will be located in or near approach routes
of the ncaGs-region, both on and off shore. The threat level for the
merchant fleet can vary locally within an ncaGs-region, allowing
for a “shipping Risk area” to be installed. If necessary the military au-
thority (ncaGs commander) can give directions to merchant vessels
or take protective measures to ensure a safe passage. If necessary
a DIVIson oRDeR (in clear language) may be sent after consulting
with the shipping company; containing a recommended safe route or
instructions to receive further instructions or guidance via a nearby
shipping cooperation Point.
25
www.vlaamsehydrografie.be
3. AcTiONS TO TAKE
1. 24 hours before entering in a ncaGs-region, the vessel will be
asked to provide a sHIP DaTa caRD or a foRMaT aLfa to the
ncaGs authority. If there is no InMaRsaT aboard, these data will
be sent via oosTenDe-RaDIo to the nsa BeLGIUM.
2. afterwards the vessel will report her position daily with a foRMaT
BRaVo.
3. In the event of an adjustment to the travel schedule the vessel
will send out a PassaGe aMenDMenT (PassaM) message (see
supplement). The body of the message should contain at least
paragraph 1 of the following standard format, followed by one or
more paragraphs on the adjustment to the travel schedule as it
has been sent out before via the foRMaT aLfa.
fRoM caLLsIGn VesseL
To nsa BeLGIUM
PassaM
1. InTeRnaTIonaL caLLsIGn/naMe VesseL
2. cURRenT PosITIon anD eXPecTeD DaTe/TIMe of aRRIVaL
In THe ncs ReGIon
3. PRoPoseD RoUTe THRoUGH THe ncs ReGIon
4. sPeeD VesseL
5. neXT PoRT of DesTInaTIon
6. eXPecTeD DaTe/TIMe of aRRIVaL aT neXT PoRT of DesTI-
naTIon If THaT PoRT Is WITHIn THe ncs ReGIon oR:
PosITIon anD eXPecTeD DaTe/TIMe of DePaRTURe fRoM
THe ncs ReGIon
7. InMaRsaT nUMBeR of THe VesseL
8. THe PResence/aBsence of a PocKeT aUToMaTeD cRYPTo
eQUIPMenT (Pace) WITH MaTcHInG cRYPToKeY aBoaRD.
26
NOTicES TO MARiNERS JANUARY 5th 2012
eXaMPLe:
fRoM LXfH
To nsa BeLGIUM
PassaM
1. LXfH/feDeRaL HUnTeR
2. 3800n 00500e 280200 Z aUG 95
6. 291000Z aUG 95
4. More info can be obtained on the website of the naTo shipping
centre.
www.shipping.nato.int
e-mail: [email protected]
Tel.: +44 (0) 1923 95 65 74
27
www.vlaamsehydrografie.be
ANNEX
ENVELOPE TANGO (REViSED)
NAVAL cOORDiNATiON AND GUiDANcE FOR SHiPPiNG
1. introduction
Your ship has been consigned to naval coordination and Guidance
for shipping (ncaGs) as provided by the allied naval control of
shipping organisation.
2. Purpose of NcAGS
The purpose of ncaGs is to provide you with information, advice
and/or protection in the face of a threat to allied merchant shipping
within a region that you may be passing.
3. Acceptance of NcAGS
ncaGs is entirely voluntary for ship owners or operators employing
their vessels on a normal commercial basis. It is, however, manda-
tory for vessels of an allied nation that has consigned its own flag
ships to ncaGs, and for ships under charter to military authorities
when the requirement for control is written into the charter.
4. Promulgation of an NcAGS Region
Details of the region to which ncaGs will apply will be promulgated
by World Wide navigation Warning service (WWnWs) message.
5. Requirements of NcAGS
• When first instructed to open envelope TanGo (Revised) and
for each subsequent voyage that will take you through the
ncaGs Region:
- If at sea or in a harbour without an ncaGs authority Pres-
ence prepare and send sHIP DaTa caRD or a format aLfa
(see below) message to your national shipping authority
(or as directed).
28
NOTicES TO MARiNERS JANUARY 5th 2012
- If in harbour where an ncaGs authority is present: In these
circumstances the ncaGs authority will send an ncaGs
Liaison officer to collect information about your ship and its
intended passage (format BRaVo: see below).
• This information is to enable the naval control of shipping
authorities to plot your vessel’s passage through the ncaGs
and thus be in a position to provide advice and/or direction if
this should prove necessary. such advice would be sent ei-
ther directly to your ship or via a general message (see Para
7 below).
• Unless instructions to the contrary are received from the na-
val control of shipping authority (see Para 8 below), masters
are then free to continue on their normal passage along the
route they have reported and no further action is required by
them.
6. changes to Passage intentions
If, after the details of an intended passage through an ncaGs have
been reported, these details change, the new passage intentions
are to be reported by a Passage amendment (PassaM) message
(see below).
7. communications
In addition to reporting the communication station that you intend
to copy whilst on passage, you may be advised by national authority
or by WWnWs message of additional communication require-
ments. These may be:
• communication Reporting Gate (cRG). In order that you may
receive up-to-date information on the risk to shipping and
instructions concerning your transit of the ncaGs, you may
be requested to report when you have reached (a) certain
point(s) during your voyage. In these circumstances, details
of the requirement will be contained in the message setting
up the cRG.
29
www.vlaamsehydrografie.be
• advisory communication Listening Watch. In addition, or
alternatively, to the requirements of a cRG, you may be
requested to listen to a nominated coast earth station (ces)
or coast Radio station (cRs) in order to receive messages of
an immediate or general nature concerning the situation. In
these circumstances, details of the requirement will be com-
municated to you either directly by national authorities or by
a WWnWs message.
• Unless instructions are received to the contrary, the ship’s
normal communication schedules may be maintained.
8. Shipping Risk Areas (SRAs)
• Purpose
Where an ncaGs is large and the degree of danger within it varies,
shipping Risk areas (sRa) may be established to delineate areas
of higher risk When an sRa is established, Masters, unless
directed to the contrary, should proceed as reported in their
format aLfa or format BRaVo report.
• Diversions
If your voyage will take you through the shipping Risk area, you
may receive a DIVeRsIon oRDeR message (see Para 10 below)
from the ncaGs commander to either:
- Route you around the sRa.
- Direct you to a shipping coordination Point (scP) to receive
further instructions (see Para 9 below).
- convoys or accompaniment. It may be necessary for allied war-
ships to accompany you, with or without other vessels, through
the area, or for convoys to be formed. should this be necessary,
full instructions and briefing will be given to you at the shipping
coordination Point.
9. Shipping coordination Points (ScP)
• Purpose:
The purpose of an scP is to provide the means by which ships
30
NOTicES TO MARiNERS JANUARY 5th 2012
proceeding into and within the ncaGs may be further briefed on
the risk and routing and/or organised for protection. This may
include the embarkation or disembarkation of ncaGsLos for
merchant ships transiting a shipping Risk area.
• Location:
The location of an scP will be determined by the designated
ncaGs, local geography, and the pattern of normal shipping flow.
It is likely to be located at the perimeter of the ncaGs but may be
outside it.
10. DiVERSiON ORDER Message
should there be a need for the ncaGs commander to divert you
from your present or future track through the ncaGs, he will send
you a DIVeRsIon oRDeR message. DIVeRsIon oRDeR mes-
sages are only applicable whilst you are within an ncaGs. The
first words of the text will be the identifier “DIVeRsIon oRDeR”
followed by:
• The reason for the diversion.
• The position or time at which the diversion is to take place.
• new positions through which the ship is to pass.
11. Advice from Allied Warships
allied warships or military aircraft may offer advice to any allied
merchant ship at sea at any time. Under ncaGs they may only
give orders to merchant ships whilst within the ncaGs.
12. On Leaving the NcAGS
You might be requested to send a confirmation of leaving the
ncaGs, and are then free to resume your planned passage.
31
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NcAGS iNFORMATiON FORMS
SEcTiON i – SHiP DATA cARD
1. The ship Data card (sDc) is one of the principal methods by which
naTo gathers data on shipping. a sDc may be requested at least
24 hours prior to entering the area of operations (aoo) and then, if
possible, every six hours until departure from the aoo.
2. as a general rule a sDc should be kept as short as possible and be
limited to essential information only. In normal circumstances data
identified in the format with bold type will suffice.
3. The form is divided into four sections:
a. Section A covers basic details of the vessel.
b. Section B covers details of the current voyage.
c. Section C covers details of the vessel’s operator.
d. Section D covers cargo data.
4. Dates and Times should be entered either by the date followed by a
four digit time in the 24-hour clock (18 oct 10 2100 Universal Time
coordinated (UTc) or a Date Time Group (DTG) (see Para 5).
5. The naTo method of expressing time and date is contained within a
DTG which is written in the following manner: DDHHHHTIMe Zone
MMM YY. Therefore, a DTG written as 182100Z JUL 10 describes
a time of 2100 UTc on the 18 July 2010. naTo units routinely de-
scribe UTc as time zone ‘ZULU’ abbreviated to ‘Z’.
6. format to be used:
Section A – Ship Data:
(1) Vessel’s name.
(2) International Radio call sign (IRcs).
(3) Type of vessel.
32
NOTicES TO MARiNERS JANUARY 5th 2012
(4) flag of registry.
(5) IMo number.
(6) Port of registry.
(7) Length overall.
(8) Vessel’s width.
(9) Maximum draft for present voyage.
(10) Vessel’s gross tonnage.
(11) speed:
(a) service speed.
(b) Maximum speed.
(c) Minimum speed.
(12) significant appearance of vessel for optical recognition.
(13) MMsI (Maritime Mobile services Identity) number.
(14) name of communication station being copied.
(15) InMaRsaT Telephone numbers.
(16) InMaRsaT fax numbers.
(17) InMaRsaT Telex numbers.
(18) InMaRsaT Data numbers.
(19) other communication means including e-mail addresses.
Section B – Voyage Data:
(20) Intended movement – description of passage.
(21) Last port/country of call including actual date and time of depar-
ture from last port.
(22) next port of call including estimated Time of arrival (eTa) at next
port of call.
(23) current position.
(24) Date/time and position entering the region.
(a–x) Waypoints of intended track through aoI (date/time–lati-
tudes/longitudes).
(25) Position and date/time of departing the region.
33
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Section C – Operator Data:
(26) name of ship owner/operator including address of ship owner,
name of charterer (if any) and address of operator/charterer.
(27) email address of the above.
(28) Telephone number of above.
(29) fax number of above.
Section D – Cargo Data
(30) Quantity and nature of main/relevant cargo.
(31) shippers of main/relevant cargo (name and address).
(32) origin of main/relevant cargo.
(33) consignee of main/relevant cargo.
(34) final destination of main/relevant cargo.
(35) special queries appropriate to current operation such as “state
if any cargo/person is carried being subject to Un sanctions, by
Yes or no”. (If the answer to the query is Yes, then describe on a
separate sheet).
SEcTiON ii – FORMAT ALFA
7. format alfa, a voyage/passage report, is an abbreviated form of
the sDc. With intelligent data gathering from the Internet, aIs and
other sources, there is insufficient operational need for much of
the data requirements in the full sDc. Moreover, it is of greater
convenience and simplicity for merchant shipping to provide the
minimum data provision to match the operational need. The pas-
sage/voyage report content and format is as follows and should be
returned to the military authority as per the initiating navigation
warning.
34
NOTicES TO MARiNERS JANUARY 5th 2012
8. format to be used:
(1) Vessel’s name.
(2) International Radio call sign (IRcs).
(3) flag.
(4) IMo number.
(5) MMsI
(6) Inmarsat telephone number.
(7) Telex and fax number.
(8) email address.
(9) current position (at time UTc), course and planned passage
speed.
(10) Waypoints of track through aoI.
(11) next port of call and eTa (UTc).
(12) Last port of call.
(13) name and address of ship owner and operator/charterer.
(14) Helicopter transfer site (if applicable).
(15) crew numbers and nationalities.
(16) Hazardous cargo (category) details (if applicable).
SEcTiON iii – FORMAT BRAVO
9. format Bravo, a daily position report, should be sent when requested
by military authorities, but usually once every 24 hours after the
initial passage report (format alfa).
10. format to be used:
(1) Vessels name.
(2) IMo number.
(3) current position (at time UTc).
(4) any change to itinerary.
35
www.vlaamsehydrografie.be
NcAGS PASSAGE AMENDMENT MESSAGE (PASSAM)
1. a message sent by a vessel at sea, to report amendments to its
passage involving changes to destination or differences of more
than 4 hours steaming from the original passage intentions re-
ported by foRMaT aLfa or foRMaT BRaVo.
2. Unless national directions specify otherwise, PassaM messages
are to be addressed to the national shipping authority of the ship’s
flag or, in the case of chartered shipping, the national shipping
authority of the chartering nation.
3. The text of the message is to be in format as follows It should
contain para 1 and any other paragraphs containing changes to the
information previously reported.
NcAGS PASSAM
1. caLLsIGn / sHIP’s naMe.
2. PosITIon anD eTa of enTeRInG THe ncaGs
3. InTenDeD TRacK THRoUGH ncaGs (in lat/long).
4. InTenDeD sPeeD of aDVance THRoUGH ncaGs.
5. neXT PoRT of caLL.
6. eTa aT neXT PoRT of caLL, If PoRT Is WITHIn THe ncaGs, oR
PosITIon anD eTa aT PoInT of LeaVInG THe ncaGs.
_(Bron:MinisterievanDefensie-Marinecomponentd.d.06/09/2011)
36
NOTicES TO MARiNERS JANUARY 5th 2012
› 1/7A RADiO NAViGATiON MESSAGES BaZ1/7A-2011cancelled
The Mariners’ attention is drawn to the “World-Wide navigational
Warning service”. This service spans over 16 geographical zones that
are distributed over the entire world and are called naVaReas (I to
XVI).
The limits of these areas, the positioning of the zone coordinator as
well as the broadcasting stations have been charted and the data con-
cerning the broadcasting times and frequencies has been recorded
in several nautical publications such as the “admiralty List of Radio
signals - Volume 5 (nP 285) and Diagram a5 (nP 285 a)”. Mariners
are encouraged to consult one of the aforementioned publications
when sailing in one of the affected zones, and to make use of the
radio navigation message service.
_(Source:MDK-afdelingScheepvaartbegeleiding)
› 1/7B RiVER iNFORMATiON SERVicES BaZ1/7B-2011cancelled
The River Information services centre at evergem is available 24/7
for general queries on shipping and waterways. Information on hours
of operation, waterways and their characteristics, bridge clearances,
water levels, flows, possible routes, shipping rights, recreational
trips, work in progress on waterways, reporting incidents, etc, can be
obtained at any time on: 09-253.94.71 or e-mail at ris.evergem@wenz.
be.
_(Source:MDK-afdelingScheepvaartbegeleiding)
37
www.vlaamsehydrografie.be
› 1/8A WWW.KUSTWEERBERicHT.BE BaZ1/8A-2011iscancelled.
The oceanographic Meteorological station (oMs) prepares daily several
marine weather reports with the hydro-meteo forecasts for the next
hours up to five days in advance. The tidal forecasts prepared by the
oMs hydrometeorologists are of vital importance for the operational
spring tide warning system.
forecasts can be consulted on the website: www.kustweerbericht.be
_(Source:MDK-afdelingKust)
› 1/8B WEATHER FOREcAST AND AN-NOUNcEMENTS OF STORMY WEATHER AND GALE FORcE WiNDS
BaZ1/8B-2011iscancelled.
1. GENERAL
1. The Royal Meteorological Institute of Belgium (abbr. KMIB) provides
shipping along the Belgian coast with reports of gale force winds,
in addition to the common weather- and storm reports.
all these reports apply to the following two maritime zones:
• Dover and Belgian coastal area.
area bordered in the english channel by the imaginary straight
line stretching from Beachy Head to the estuary of the somme
river on one side, and by the parallel of 51°24’95 n in the north
sea on the other side.
• Thames.
Zone between the parallels of 51°24’95 n and 52°47’95 n in the
north sea.
40
NOTicES TO MARiNERS JANUARY 5th 2012
2. Wind speeds are expressed in units of the Beaufort scale.
3. The radio announcements will be made by the coastal station
oostende-Radio in both Dutch and english.
4. antwerpen-Radio will also announce stormy weather and gale
force winds over VHf.
2. WEATHER REPORTS
Broadcasting by oostende-Radio:
In TeLePHonY: op 2761 kHz and VHf channel 27, in english and in
Dutch, after previous announcement on 2182 kHz and VHf channel 16
in english and on 2484 kHz in Dutch.
on fixed hours: 0720 LT and 0820 UTc and 1720 UTc.
on naVTeX: 0710 and 1910 UTc on 518 kHz in english.
0810 - 1210 - 1610 and 2210 UTc on 490 kHz in Dutch.
3. STORM REPORTS
1. The announcement will be made when wind speeds of 8 or up are
expected, but no earlier than 18 hours before the storm will reach
the affected area.
2. Wind changes during the storm will be announced at least 3 hours
in advance but no earlier than 6 hours in advance.
3. a message will also be sent when there is no longer any danger of
storms.
41
www.vlaamsehydrografie.be
4. Broadcasts by oostende-Radio:
In the text of the radio transmissions the wind speed and direc-
tion, as well as the affected area and the expected evolution will be
mentioned if possible.
The broadcasts will be done:
• in telephony: on the same frequencies as the normal weather
reports:
- immediately upon reception at the coastal station.
- at the end of the first two compulsory periods of silence.
The first broadcast will also be announced over Dsc (Digital selective
call) on VHf K 70 and medium wave on 2187,5 kHz
• via radiotelex-NAVTEX
- frequency: 518 kHz
- immediately upon reception at the coastal station
- on the next fixed time of broadcast
5. Broadcasts of storm warnings from wind speed 6 on by antwer-
pen-Radio (served by oostende-radio since 01/01/96):
on K24 VHf after previous announcement on K16:
• immediately upon reception at the coastal station;
• after that at H + 48 and H + 55.
4. GALE FORcE WiND WARNiNGS
1. The announcement will be made when it is expected that the wind
will blow with a force of 6 or 7 for at least three hours, but the an-
nouncement will not be made earlier than 12 hours in advance.
2. Report will be made when there is no longer a danger of gale force
winds.
3. Broadcasts by oostende-Radio:
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NOTicES TO MARiNERS JANUARY 5th 2012
The broadcasts will be made in telephony and over radiotelex-
naVTeX on the same frequencies and times mentioned in sub-
paragraph 4 of the storm reports mentioned above.
The first broadcast will also be announced over Dsc on VHf chan-
nel 70 and Mf -2187,5 kHz
4. Broadcasts of storm warnings from force 6 on made by antwerpen
Radio (served by oostende Radio since 01/01/96):
on K24 VHf after earlier announcement on K16:
• immediately upon reception at the coastal station;
• at H + 48 and at H + 55.
5. SPEciAL STORM WARNiNG FOR cOASTAL FiSHiNG WiTH REGARD TO SUDDEN STORMS
These special notices originating from the “afdeling scheepvaartbe-
geleiding” are sent on the frequency 2761 kHz and VHf channel 27
after previous announcement on the frequency 2182 and 2484 kHz
and VHf channel 16 immediately upon reception.
_(Source:MinisterievanDefensie-Marinecomponentdated06/09/2011)
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› 1/9 ARRANGEMENTS TO BE MADE iN THE EVENT OF A SUBMARiNE AcciDENT
BaZ1/9-2011cancelled
1. These are the primary indications of a submarine that is in distress
and unable to surface:
• one or two marking buoys, that were released from the submarine
immediately after the accident
• smoke flares or light flares, fired from the submarine at regular
intervals
• oil slicks
• air bubbles
2. Most submarines have been equipped with one or two marking
buoys that can be released from within in the event of an emer-
gency. The marking buoys have a diameter of about 1m and are
connected to the submarine by a thin steel cable. The colours of
the buoys are yellow or yellow and red. some buoys are equipped
with a bright white light and a ring of red reflectors. The name of
the submarine will be mentioned on each buoy. To prevent breaking
the connection cable it is not allowed to fasten the vessel to the
buoy; preferably the buoy should not even be touched at all.
The following has been determined for the submarine marking
buoys of the naTo countries:
• the marking buoy must be painted in the colour orange (“inter-
national orange”)
• a plaque with the submarine’s name and the position of the buoy
(back or front) must be attached to each marking buoy. other
information may be given on this plaque as well. The information
must be in the language of the country of origin of the submarine
and in english, except for english-speaking countries which must
do so in english and french. In many cases the marking buoy is
also equipped with a radio transmitter which will automatically
44
NOTicES TO MARiNERS JANUARY 5th 2012
broadcast over the following frequencies; 406 Mhz for alerting via
cosPas saRsaT and 243 Mhz for homing (swept down tone). The
observation of such a buoy must be reported to a coastal station as
quickly as possible, with mentioning of the time of observation and
the position of the buoy.
3. White smoke flares fired from the submarine are used to deter-
mine the submarine’s position; they will float on the water surface
and may have a message case attached. When taking the smoke
flare out of the water caution should be paid to the high tempera-
ture. The firing of red-coloured pyrotechnics from a submarine is
an indication that the submarine is in distress. This does not mean
that the submarine is trying to surface rapidly.
4. Because smoke flares and light flares or red-coloured pyrotech-
nics (except for red light flares) are also used during submarine
exercises, the only certain indication of a sunken submarine is the
marking buoy.
Because time is an important factor when trying to save survivors,
the finding of such a marking buoy must be reported in the fastest
way possible -if possible together with the name of the submarine,
as indicated on the buoy- for example to the nearest coastal sta-
tions so that the information can passed be on to the navy authori-
ties.
5. so it is necessary to determine the position of the buoy and the
time of observation as quickly and as precisely as possible.
6. The situation inside a sunken submarine can rapidly deteriorate
for the survivors. so it is to be expected that they will try to escape
from the vessel, even before external rescue attempts are made.
Because of this, paying close attention to persons in the water is of
the utmost importance. The buoy must be given enough space so
that those men that are trying to escape the submarine have the
45
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opportunity to safely reach the surface. It is recommended to keep
a lifeboat in the water at the indicated position in order to give
swift assistance to survivors that have suffered physical or mental
harm.
7. It is important to indicate to survivors of the submarine accident
that rescue assistance is on its way. This may be done by setting
out the echo sounder or by regularly hitting the outer hull below
the water line with a heavy hammer. These sounds can be heard
inside the submarine.
8. nearly every navy has a rescue system standby to intervene during
submarine accidents.
such a submarine rescue system will:
• Determine the position of the sunken submarine as precisely as
possible
• send a vessel, preferably with lifeboats already on the water, to
pick survivors out of the water
• offer medical assistance to survivors that have been picked up
• send a diving decompression chamber to the place of the accident
so survivors can be treated
• Let the persons still aboard the sunken submarine know that help
is being offered.
However the actions of the first vessel at the scene are often of the
greatest importance for the success of the entire rescue operation.
note: To avoid situations that can lead to collisions or near collisions with fishing vessels or their nets, (submerged) submarines will always try to be cautious. a submarine is equipped with the proper sensors that will, generally speaking and taking into account the rules of good seamanship, allow them to pass by fishing vessels at a safe distance.
_(Source:NederlandseHydrografie-DenHaag-BAZ12011)
46
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› 1/10 TREATMENT OF MiNES AND EXPLOSiVES FOUND AT SEA
BaZ1/10-2011cancelled
1. Mines, torpedoes, depth charges and/or other explosives some-
times get caught or entwined in trawl nets. This is often the case
when trawl net fishing is practiced in areas relatively far away
from the Belgian coastline. Despite the fact that these explosives
have been submerged for many years they still remain dangerous.
Below are a few guidelines that must be followed when picking up
such devices.
2. When a suspicious explosive device is spotted in a dredge that is
still outboard, it will noT be dragged aboard. cutting the dredge is
always the safest course of action. If possible this should happen
after paying out the trawl net and dragging it away from the regu-
lar fishing grounds to more shallow water.
3. When discovering an explosive device with the content of the
dredge already on deck, following actions should be taken:
• The device should be safeguarded from any shocks.
• The device should be stowed on to the deck in such a way that it is
clear from any heat or vibration sources.
• The device should be properly secured and fastened to prevent it
from moving.
• The device should be sealed off from the outside air (This is impor-
tant as an explosive that has been exposed to the atmosphere can
become extremely sensitive to shocks when dry).
• an explosive device may never be sunk in water deeper than it was
first found in.
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NOTicES TO MARiNERS JANUARY 5th 2012
4. In order to ensure the safety of shipping and the fishing ships the
position of the sunken explosive or that of the dredge, in case it
was cut must to be beaconed and reported to the “commando
Marineoperaties, permanentie van comopsnav” (command of
navy operations, permanent guard of comopsnav), 1 Graaf Jansdijk,
8380 ZeeBRUGGe, via the MRcc-coasT GUaRD osTenD in oost-
ende (Maritime Rescue and coordination centre).
5. When a suspicious explosive device is dredged up on a position
that is about 2 hours of sailing away from the Belgian coastline,
this shall be reported by radio to the MRcc - coasT GUaRD
osTenD in oostende. This report will also include the estimated
place and time of arrival of the vessel at the roads. With the port
in sight the diver-minesweepers will come aboard the fishing ves-
sel from a navy vessel. The minesweepers will give their advice
about the possibility of sailing into port over the radio: for the port
of oostende this is traffic control, for the port of Zeebrugge this
is Port-control. In this event the fishing vessel will moor at the
designated position.
should the minesweeper be of the opinion that the risk is too
great and that defusing should be done at sea or after stranding
the ship, the minesweepers will consult the MRcc-coasT GUaRD
osTenD and give the appropriate instructions.
6. a ship with an explosive device aboard or in its fishing equipment
will warn ships in the environment of this. When the dredge is cut
or the explosive has been sunk, this position will also be reported
to the MRcc- coasT GUaRD osTenD.
7. In no event shall an attempt be made to dredge up a mine and sail
into a port with it on personal initiative.
_(Source:MinisterievanDefensie-Marinecomponentd.d.17/10/2005)
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EXPLOSIVES - ACTION DIAGRAM
Found an Explosive?- dredged up- sucked up
Report to MRCC & warn vessels in the vicinity •position •type(explosiveschart) •measurements
On deck• keep aboard
• stow on deck (clear from any
source of heat or vibrations)
• prevent from moving
• cover up
• come to 4000m off shore
(if possible)
Outboard• put overboard (towards more
shallow water) and beacon it
coast › 4000m
pipelines › 2000m
cables › 1000m
measuring poles › 1000m
wrecks › 1000m
buoys › 200m
50
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› 1/11A PiLOTAGE SERVicE AT THE ScHELDT-ESTUARiES AND AT THE BELGiAN cOASTAL PORTS
BaZ1/11A–2011cancelled
1. GENERAL
1. In the Western scheldt estuaries, in open sea, towards the Belgian
ports near the scheldt and at the canal from Ghent to Terneuzen
and vice versa, the pilotage service is ensured in cooperation be-
tween flanders and the netherlands. commercial vessels that sail
these waters have compulsory pilotage, with the exception of those
mentioned in the Resolution of exemption of compulsory pilotage
scheldt regulations (cf. part 1/11B). only flemish pilots and the
Dutch Register pilots are authorized to provide this service.
2. The compulsory pilotage at the coastal ports of oostende, Zee-
brugge and nieuwpoort is the exclusive territory of flemish pilots.
Using the pilotage service is compulsory in the shipping waters
between the pilot stations and those coastal ports, within those
coastal ports and between those coastal ports and the roads next
to them, except for vessels that are exempt from compulsory
pilotage as mentioned in the executive resolution “intensified com-
pulsory pilotage” of the flemish pilotage decree (cf. part 1/11c).
2. PiLOT VESSELS AND THEiR STATiONS AT SEA
1. north of the lighted buoy KB (Kwintebank) in the area of position
51°22’, 20 n - 2°42’,92 e, a flemish pilot vessel is stationed with
flemish and Dutch pilots aboard; the former for piloting ships to
Belgian coastal ports and Belgian ports at the scheldt and the ca-
nal from Ghent to Terneuzen; the latter for piloting ships to Dutch
and Belgian ports at the Western scheldt and at the canal from
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NOTicES TO MARiNERS JANUARY 5th 2012
Ghent to Terneuzen. This flemish pilot vessel has a black hull with
a white number on both sides of the bow and a yellow chimney
with a black top lining. During the day she will sail under a red
flag with the white letter P. at night she will sail under the lights
as determined by the ”Internationaal Reglement ter Voorkoming
van aanvaringen op Zee” (the International Rules for Prevention
of accidents at sea). she is equipped with VfH radiotelephony and
listens to channels 65 and 6. During bad weather the pilot vessel
will, if possible, still offer pilotage service from a more secure
position between lighted buoy sWa and the lighted buoy a1.
2. a Dutch pilot vessel is stationed in front of the oostgat, one mile to
the west of the lighted schouwenbank buoy. The pilot vessel has
a black hull with her name on both sides of the bow and the word
PILoT on the ship’s side in white letters. she is equipped with VHf
radiotelephony and listens to channels 64 and 6.
• West of the schouwenbank, about 1 mile to the west of the lighted
schouwenbank buoy, flemish and Dutch pilots are available for
piloting ships to antwerpen and Ghent. ships headed for Dutch
ports at the Western scheldt are piloted by Dutch pilots.
During the day the pilot vessel at this station sails under a blue
flag with the white letter L on top. at night she sails under the
lights as determined for pilot vessels in the International Regula-
tions for Prevention of accidents at sea. she will also flash a white
flare light with intervals of maximum 10 minutes.
• ships coming in from the ne are advised to approach the pilot ves-
sel mentioned above according to the stream of traffic, north of the
schouwenbank.
• ships heading out that go around the ne are encouraged to sail
through the schouwendiep according to the traffic stream after
delivering the pilot to the vessel mentioned above.
3. During periods of decreased visibility these pilot vessels (both
flemish and Dutch) give the same fog signals at their stations as
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the ones used by mechanically powered vessels, as determined
by the International Regulations for Prevention of accidents at
sea. They may also give a recognition signal consisting of 4 short
bursts.
3. SPEciAL SiGNALS FOR REQUESTiNG A PiLOT
1. To both pilot cutters
In the event of decreased visibility ships headed towards the
flushing Roads can request for a pilot by giving one of the follow-
ing sounds signals: the letter G, of the International code of sig-
nals, at least 3 seconds after the fog signal. The pilot vessel that
receives these signals shall, if it is possible to get a pilot aboard,
answer with the normal fog signal, followed by the letter H of the
International signalling code at least 3 seconds after that.
2. exclusively to the flemish pilot cutter
Vessels that wish to request a pilot for one of the Belgian coastal
ports are required to use one of the following morse- or flag sig-
nals:
• for Zeebrugge G 6
• for nieuwpoort G 7
• for oostende G 8
3. The pilotage service coast at Zeebrugge for the 3 Belgian coastal
ports can be reached on mariphone channel 9, callsign “loodsdienst
Zeebrugge” (“Zeebrugge pilotage service”).
In the event of decreased visibility the morse- or flag signals can
be replaced with the according sound signals of the International
code of signals, at least 3 seconds after the fog signal. The pilot
vessel will answer in the same manner as mentioned above in 1.
_(Source:MDK-DABloodswezen)
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NOTicES TO MARiNERS JANUARY 5th 2012
› 1/11B RESOLUTiON OF EXEMPTiON FROM cOMPULSORY PiLOTAGE ScHELDT REGULATiONS
BaZ1/11B-2011cancelled
Resolution of the flemish minister of Mobility, Public Works and en-
ergy and the Dutch minister of Traffic and Water affairs, as amended;
In view of article 9, second part, section a, of the scheldt Regulations;
Art. 1. In this resolution the following is understood by:
1° length over all: the length over all according to Lloyd’s Register of
ships;
2° flushing Roads: the part of the Western scheldt that has been
described as the flushing roads area in the 1990 Western scheldt
shipping Regulations;
3° Rhine vessel, Denmark vessel, sea-going inland waterway vessel,
register: as described in the Dutch compulsory Pilotage Resolu-
tion of 1995;
4° Gross tonnage: Gross tonnage according to Lloyd’s Register of
ships;
Art. 2. Without prejudice to the provisions of or pursuant to article
11 of the scheldt Regulations, the masters of the following types of
vessels are exempt from the compulsory pilotage set out in the first
section of article 9 of the scheldt Regulations.
1° inland waterway vessels, if not positioned seawards towards
flushing Roads;
2° estuary shipping: inland waterway vessels that only sail in a limited
sailing area along the Belgian coast and have been registered as
such by the Belgian government;
3° fluvio-marine shipping: inland waterway vessels holding a sea cer-
tificate that are limited to sailing within a particular area at sea and
have been registered as such by the Belgian or Dutch authorities;
55
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4° anchored sea-going vessels with the exception of sea-going ves-
sels with a gross tonnage of 60,000 or more or a draught of 130
decimetre or more if not positioned seawards towards flushing
Roads.
5° Rhine vessels, Denmark vessels and sea-going inland waterway
vessels that have been exempted from compulsory pilotage in
accordance with the applicable legal provisions in the nether-
lands and that have been registered as such in the register, if not
positioned seawards towards flushing Roads;
6° vessels built for dredging or transporting sand, dredging material
or gravel unless they are used for other purposes during trips;
7° sea-going vessels owned or managed by the flemish or Dutch
pilotage services;
8° ships owned or managed by the Belgian, flemish or Dutch
government;
9° warships belonging to the Royal navy, the Belgian navy or an al-
lied navy;
10° vessels sailing along a pilotage route in the territorial sea without
the intention to call at or leave a port in the River scheldt;
11° vessels sailing along a pilotage route in the territorial sea from or
to the place where the pilotage ends or begins.
12° vessels moving along the same quay or making a similar short
move within a shipping route.
not exempt are sea-going vessels built or adjusted and used for the
transport of mineral oil, gas or chemicals in bulk that are fully or
partially loaded with these goods or are empty but have not yet been
degassed or cleaned of their dangerous residues, with the exception
of:
a. anchored vessels positioned seawards towards flushing Roads;
b. vessels with a gross tonnage of less than 60,000 or with a draught
of less than 130 decimetre moored at or upstream flushing Roads.
Art. 2bis. Without prejudice to the provisions of or pursuant to article
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NOTicES TO MARiNERS JANUARY 5th 2012
11 of the scheldt Regulations, the following types of vessels are
exempt from the compulsory pilotage set out in the first section of
article 9 of the scheldt Regulations:
1° sea-going vessels with a length over all up to 80 metres and a
draught up to 5.5 metres sailing the estuaries of the River scheldt
from the Magne buoy via oostgat, Galgeput, sardijngeul and the
flushing Roads to the ports of flushing east;
2° sea-going vessels with a length over all up to 80 metres sailing the
estuaries of the River scheldt via a different navigation route than
the one mentioned under 1°;
not exempt are sea-going vessels built or adjusted and used for the
transport of mineral oil, gas or chemicals in bulk that are fully or
partially loaded with these goods or are empty but have not yet been
degassed or cleaned of their dangerous residues, with the exception
of:
a. anchored vessels positioned seawards towards flushing Roads;
b. vessels with a gross tonnage of less than 60,000 or with a draught
of less than 130 decimetre moored at or upstream flushing Roads.
nB The exemptions from compulsory pilotage in the scheldt estuaries
will be granted as determined in:
• the 2003 Resolution on the exemption from the compulsory
Pilotage described in the scheldt Regulations (Belgian state Gazette
of 17.07.2003, page 38348), amended by the Resolution of 18
september 2008 (Belgian state Gazette of 29.09.2008, page 50451);
• the further Requirements for exemption from compulsory pilotage
described in the scheldt Regulations
(Belgian state Gazette of 17.07.2003, page 38350), amended by the
Resolution of 16 June 2005
(Belgian state Gazette of 28.06.2005, page 29852), the Resolution
of 18 september 2008 (Belgian state Gazette 29.09.2008, page
50429) and the Resolution of 23 september 2009 (Belgian state
Gazette of 8 october 2009, page 66357)
(Source:MDKStaffDivision)
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› 1/11c iNTENSiFiED cOMPULSORY PiLOTAGE FOR VESSELS iN THE BELGiAN TERRiTORiAL SEA AND WATERS UNDER THE AUTHORiTY OF THE FLEMiSH GOVERNMENT BaZ1/11C-2011cancelled
Resolution of the flemish Government of July 15th 2002 regarding the
intensified compulsory pilotage for vessels in the Belgian territorial
sea and waters under the authority of the flemish Government.
chapter i. General RegulationsArt. 1. for the application of this resolution we understand by:
1° decree: the decree of april 19th 1995 concerning the organisation
and working of the pilotage service of the flemish Government
and concerning the qualification as port pilot;
2° minister: the flemish minister under whose authority the pilotage
service falls;
3° competent authority: the head of the agency for Maritime and
coastal services or any replacement appointed by the head of the
agency;
4° length: the overall length;
5° inland vessel: vessel registered as being such in her country of
origin or a ship that only usually sails inland waters or is meant to
do so, according to the regulations of the royal decision of august
4th 1981 holding police- and shipping regulations for the Belgian
territorial sea, the ports and the beaches of the Belgian coast;
6° estuary shipping: inland vessels that only sail a limited area along
the Belgian coast and have been registered as being such in their
country of origin;
7° fluviomarine shipping: inland vessels that are limited to sailing a
particular area at sea and have been registered as being such in
their country of origin;
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NOTicES TO MARiNERS JANUARY 5th 2012
8° compulsory pilotage: the obligation of taking a pilot or making use
of the shore based pilotage service as meant in article 7, § 1 and §
3, of the decree;
9° Pilot exemption certificate: a general exemption from compulsory
pilotage as meant in article 7, § 2, 3°, of the decree;
10° IMDG-code: the international code for the transport of dangerous
cargoes on sea drawn up by the International Maritime organisa-
tion (IMo);
11° IBc-code: the international IMo-code for the building and equip-
ping of ships that carry dangerous chemicals in bulk;
12° IGc-code: the international IMo-code for the building and equip-
ping of ships that transport liquid gas in bulk;
13° Inf-code: the international IMo-code of safety prescriptions for
the transport of radiated nuclear fuel, plutonium and highly radio-
active waste material in barrels aboard a ship;
14° Marpol-treaty: the international Treaty for prevention of pollution
by ships, with supplements, determined in London at november
2nd 1973, and the Protocol of 1978 with the International Treaty of
1973 for prevention of pollution by ships, with supplement, deter-
mined in London on february 17th 1978;
15° Dangerous or polluted substances: the substances that are
summed up or described in following texts:
a) the IMDG-code;
b) the description of the radioactive substances in the Inf-code;
c) chapter 17 of the IBc-code;
d) chapter 19 of the IGc-code;
e) the supplements 1, 2 and 3 of the Marpol-Treaty.
chapter ii. compulsory PilotageArt. 2. The vessels, meant in article 2, 1° of the decree are obliged to
take a pilot in the following waters:
1. In Belgian territorial sea between the pilotage points as they
have been determined by the proper authority and in the flemish
coastal ports;
61
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2. on the scheldt river from the Belgian/Dutch border up to Temse;
3. on the Belgian part of the sea canal of Ghent to Terneuzen, the
Moervaart, and the docks that connect to these waters;
4. The tidal ports of oostende, Zeebrugge and nieuwpoort and the
waters between these ports and the nearby roads;
5. The entrance lanes of the locks connecting to the waters men-
tioned above.
The proper authority can always impose shore based pilotage. During
the shore based pilotage the captain will confirm the reception of
every advice, repeating the course- and sail advice and constantly
reporting when and how he strays from an advice.
chapter iii. Vessels exempt from compulsory pilotageArt. 3. Vessels that belong to one of the following categories are
exempt from compulsory pilotage, as mentioned in article 2 of this
decision:
1° inland vessels;
2° estuary shipping;
3° fluviomarine shipping;
4° ships with a length of less than 80 metres;
5° ships that are anchored, unless the proper authority makes a dif-
ferent decision;
6° ships built for dredging or transporting sand, dredging material or
gravel and used for that activity;
7° ships owned or managed by the flemish or Dutch pilotage ser-
vices;
8° ships owned or managed by the Belgian, flemish or Dutch govern-
ment.
Art. 4. The directives in article 3 notwithstanding, vessels -with the
exception of inland vessels- must take a pilot in the following circum-
stances:
1° if completely or partially loaded with dangerous or polluting
substances in bulk or empty but not yet degassed or cleaned of
dangerous residues, with the exception of anchored vessels;
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NOTicES TO MARiNERS JANUARY 5th 2012
2° if part of a pushing convoy, unless the proper authority grants
exemption;
3° if towed, unless the proper authority grants exemption.
chapter iV. Persons exempt from compulsory pilotagePilot Exemption certificateArt. 5. The captain of a vessel is exempt from compulsory pilotage if
the captain or an authorized officer leading navigation holds a Pilot
exemption certificate (Pec).
The minister determines the requirements the candidates must meet
in order to receive a Pilot exemption certificate. He also determines
the conditions under which that Pilot exemption certificate may be
withdrawn.
Art. 6. a vessel of which the captain holds a Pilot exemption certifi-
cate still has to take a pilot in the following circumstances:
1° when partially or wholly loaded with dangerous or polluting
substances in bulk or empty but not yet degassed or cleaned of
dangerous residues, with the exception of anchored vessels;
2° if part of a pushing convoy, unless the proper authority grants
exemption;
3° if towed, unless the proper authority grants exemption.
chapter V. Exceptional casesArt. 7. If a situation presents itself in which the weather or other
circumstances affecting the vessel, shipping or the shipping lanes
demand it, the proper authorities can:
1. impose compulsory pilotage upon the captain exempt from com-
pulsory pilotage;
2. impose compulsory pilotage upon the vessels exempt from com-
pulsory pilotage;
3. order the vessel to make use of more than one pilot.
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Art. 8. for the general good of shipping and in as much as it does not
endanger the safety of the shipping lane, the proper authority may
exempt a ship from compulsory pilotage in the following events:
1° in the event of an emergency situation;
2° in the event it cannot be provided with a pilot within a reasonable
amount of time;
3° in the event it is making a short voyage between the waters as
mentioned in art.2 of this resolution.
chapter Vi. Final remarksArt. 9. The captains that lead the navigation on the vessels as
mentioned in article 4, §1, 12° of the KB of June 8th 1971 holding
execution of the article 4 of the law of november 3rd 1967 holding the
pilotage of commercial vessels, as adjusted by the KB of october 24th
1980; on the day of the announcement of this resolution in the Belgian
statute Book, will receive a Pilot exemption certificate through court.
Art. 10. This decision takes effect on october 1st 2002.
Art. 11. The flemish minister, responsible for Mobility, is burdened
with the execution of this resolution.
_(Source:MDKStaffDivisiond.d.11.12.2002)
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› 1/12 PiLOT REQUEST ARRANGEMENTS FOR VESSELS WiTH A FLEMiSH PORT AS DESTiNATiON.
BaZ1/12-2011iscancelled.
1. DEFiNiTiONS
In these procedures, we understand by:
Operator: the captain, the charter company, manager, or agent of a vessel
Pilot request time: time at which the pilot is required to board the vessel
Pilot request services: operational points of contact of the flemish
and Dutch Pilotage service charged with the assignment of pilots
Pilotage point: pilot’s embarkation point at sea
Pilot order: ordering of a pilot request time
initial pilot order: the first pilot order which must be given by the
operator through the electronic system of the port of destination or of
departure
Electronic system: ensoR (ostend), ZeDIs (Zeebrugge), aPIcs (ant-
werp), enIGMa (Ghent), LIs21 (nieuwpoort, sea canal Brussels, Upper
sea scheldt, Terneuzen, flushing, Middelburg, Hansweert, Walsoorden)
ETD: expected time of departure
RTD: time at which a vessel is scheduled for departure from a given point
chain operation: an integrated organisation of the traffic guidance
systems and the shipping actors with which the shipping routes from
sea up to the berth, and vice-versa, is considered as a part of one
uninterrupted chain, in order to achieve an optimal traffic flow. This
envisages the optimization of the full sea trip and not the optimization
of the operation of one of the shipping actors (definition source: ship-
ping guidance decree)
Means of communication: electronic system of the port, telefax, fixed
and mobile telephone (excluding sMs), e-mail (only for captains)
Harbour master’s office: service within the port operations responsi-
ble for scheduling the locks request at least 6 hours in advance of ar-
riving there. The captain’s request has priority on all other requests.
65
www.vlaamsehydrografie.be
BE
STE
LP
RO
CE
DU
RE
LO
OD
SEN
WIE
?D
e ex
ploi
tan
t: d
e ka
pite
in, c
har
tera
ar, b
ehee
rder
of
agen
t va
n e
en v
aart
uig
.
HO
E?
Init
iële
lood
sbes
telli
ng:
de
eers
te lo
odsb
este
llin
g di
e do
or d
e ex
ploi
tan
t vi
a h
et e
lekt
ron
isch
e sy
stee
m v
an d
e h
aven
van
bes
tem
min
g of
ver
trek
moe
t op
gege
ven
wor
den
. Lo
odsb
este
ltijd
: h
et t
ijdst
ip w
aaro
p de
lood
s aa
n b
oord
gew
enst
is.
Ee
n w
ijzig
ing
moe
t vi
a h
et e
lekt
ron
isch
e sy
stee
m v
an d
e h
aven
, tel
efax
, vas
te e
n m
obie
le t
elef
oon
(e
xclu
sief
SM
S) e
n e
-mai
l (en
kel v
oor
kapi
tein
s) a
an d
e lo
odsb
este
ldie
nst
gem
eld
wor
den
.
WA
NN
EE
R?
De
expl
oita
nt
moe
t de
init
iële
lood
sbes
telli
ng
voor
één
der
lood
skru
ispo
sten
te
n la
atst
e 6
uu
r vo
or d
e lo
odsb
este
ltijd
mel
den
. D
e lo
odsb
este
llin
g w
ordt
act
ief
6 u
ur
voor
de
lood
sbes
telt
ijd.
Ee
n lo
odsb
este
llin
g vo
or G
ent
en A
ntw
erpe
n o
ude
r da
n 2
4 u
ur
moe
t do
or d
e ex
ploi
tan
t h
erb
eves
tigd
wor
den
van
af 1
2 u
ur
voor
de
bes
telt
ijd,
maa
r te
n la
atst
e 6
uu
r vo
oraf
.
De
expl
oita
nt
moe
t de
init
iële
lood
sbes
telli
ng
voor
een
uit
gaan
d va
artu
ig e
n v
oor
een
ver
hal
ing
bin
nen
een
Vla
amse
hav
en t
en la
atst
e 3
uu
r vo
or d
e lo
odsb
este
ltijd
mel
den
. D
e lo
odsb
este
llin
g w
ordt
act
ief
3 u
ur
voor
de
lood
sbes
telt
ijd.
W
ann
eer
de lo
odsb
este
ltijd
met
mee
r da
n 1
uu
r ve
rlaa
t m
oet
de e
xplo
itan
t de
lood
sbes
telt
ijd v
ia h
et e
lekt
ron
isch
e sy
stee
m v
an d
e h
aven
, tel
efax
, va
ste
en m
obie
le t
elef
oon
(ex
clu
sief
SM
S) e
n e
-mai
l (en
kel v
oor
kapi
tein
s) w
ijzig
en.
Ee
n a
fbes
telli
ng
moe
t on
mid
delli
jk a
an d
e lo
odsb
este
ldie
nst
gem
eld
wor
den
vi
a h
et e
lekt
ron
isch
e sy
stee
m v
an d
e h
aven
, tel
efax
, vas
te e
n m
obie
le t
elef
oon
(ex
clu
sief
SM
S)
en e
-mai
l (en
kel v
oor
kapi
tein
s).
CO
ÖR
DIN
AT
EN
LO
OD
SBE
STE
LD
IEN
STE
N
Lood
sbes
teld
ien
st v
oor
An
twer
pen
, B
oven
zees
chel
de e
n Z
eeka
naa
l Te
l:
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8 65
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32 0
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2 (0
)3 2
31 8
9 52
G
SM:
24/
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49
Fax:
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85
E-m
ail
A
lleen
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r ka
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via
Wan
dela
ar
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rpilo
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ezen
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ank
sch
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t@lo
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ezen
.nl
Elek
tron
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sys
teem
: A
PIC
S/LI
S
Lood
sbes
teld
ien
st v
oor
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tTe
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- 1
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(c
entr
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G
SM:
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78 5
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63
21
E-m
ail
A
lleen
voo
r ka
pite
ins
via
Wan
dela
ar
orde
rpilo
t@lo
odsw
ezen
.be
via
Stee
nb
ank
sch
elde
pilo
t@lo
odsw
ezen
.nl
Elek
tron
isch
sys
teem
: EN
IGM
A
Lood
sbes
teld
ien
st v
oor
de k
ust
hav
ens
Tel:
24
/24
+32
(0)5
0 35
52
39
GSM
: 2
4/24
+3
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58
21 1
0 Fa
x:
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2 (0
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8 12
E-
mai
l
Alle
en v
oor
kapi
tein
s or
derp
ilot@
lood
swez
en.b
e El
ektr
onis
ch s
yste
em:
Ze
ebru
gge:
ZE
DIS
O
oste
nde
:
ENSO
R
Nie
uw
poor
t:
LIS
Vla
amse
lood
sbes
teld
ien
st t
e V
liss
inge
n
Tel:
24
/24
+31
(0)1
18 4
2 45
40
GSM
: 2
4/24
+3
2 (0
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89
70 0
2 Fa
x:
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4 +3
1 (0
)118
43
15 3
7
Lood
sbes
teld
ien
st v
oor
de N
eder
lan
dse
hav
ens
Tel:
24
/24
+31
(0)1
18 4
8 95
09
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24
/24
+31
(0)1
18 4
1 23
21
E-m
ail
A
lleen
voo
r ka
pite
ins
sch
elde
pilo
t@lo
odsw
ezen
.nl
Elek
tron
isch
sys
teem
: LI
S
66
NOTicES TO MARiNERS JANUARY 5th 2012
2. PiLOT ORDER FOR AN iNcOMiNG VESSEL ARRiV-iNG FROM SEA
a. initial pilot order
The operator must report the initial pilot order for one of the pilotage
points at least 6 hours in advance of the pilot request time. In case
this pre-requisite is not met, the vessel can incur up to a maximum
delay of 6 hours. The initial order by the agent is done on behalf of
and to the account of the captain, charter company or manager of the
vessel.
The above-mentioned also applies to the operator, who wants to use
the services of a pilot without being obliged to do so.
This regulation also applies to vessels which want to take in a pilot on
the flushing Roads.
When 1 hour after the time of pilot request time no direct contact has
been made between the vessel and the pilot order services (see sec-
tion 9), the pilot order is cancelled, and a new initial pilot order must
be made.
b. Reconfirmation
a pilot order for Ghent and antwerp that was reported more than
24 hours in advance, must be reconfirmed by the operator or by the
agent on behalf and to the account of the captain, charter company or
manager of the vessel, as from 12 hours before the time of order but
not later than 6 hours in advance.
If the operator does not comply with this rule, the pilot order is can-
celled, and a new initial pilot order must be made.
c. Active order
The pilot order becomes active 6 hours before the pilot request time. from
that moment, the pilot services take the necessary actions for bringing the
pilot at the required time and the required place on board of the vessel.
from that moment, any adjustment and/or cancellation must be reported
to the pilot request service (see section 9) through the defined means of
communication.
67
www.vlaamsehydrografie.be
d. Adjustment
When the pilot request time is delayed with more than 1 hour, the op-
erator must adjust the pilot request time through the defined means
of communication not later than before the pilot order becomes
active. The adjustment by the agent is made on behalf and to the
account of the captain. If this rule is met, no fees will be charged as
mentioned in the pilotage rates decree.
an adjustment of an active time of request can only be reported
through the defined means of communication to the pilot request
service (see section 9). In this case, the fees mentioned in the pilotage
rates decree will be charged.
When the pilot request time advances, the operator must report this
not later than 6 hours in advance of his new time of pilot request
through the defined means of communication. The adjustment by the
agent is made on behalf and to the account of the captain.
non-compliance of the above can result in a maximum delay of 6
hours.
an adjustment communicated by the captain has priority over all
other changes.
When on arrival at the pilotage point, the time of pilot request still is
delayed for any reason whatsoever (congestion, orders, authorization
policy), the vessel will be provided with a pilot not later than 6 hours
after having received the permission to board a pilot. This situation
can result in the charging of a cancellation as mentioned in the pilot-
age rates decree.
e. cancellation
a cancellation must immediately be reported to the pilot request
service through the defined means of communication (co-ordinates,
see section 9). The cancellation by the agent is made on behalf and to
the account of the captain.
When the pilotage service still has no radio contact (VHf) with the
vessel one hour after the time of request, the time of request is of-
ficially cancelled, and a new initial pilot order must be formulated.
68
NOTicES TO MARiNERS JANUARY 5th 2012
f. Reporting procedure
The operator must ensure that the initial pilot order contains at least
the following information:
name of the vessel
call sign
flag
IMo number
Port of destination
Berth place
Desired mooring side
Date, time and pilotage point (dd:mm+hh:mm in local time)
Vessel without obligation of pilotage: indication of required pilotage
fairways
name of agent
overall length
overall width
current maximum draught in decimetres
Helicopter piloting required in case of suspended pilotage services:
Yes/no
Helicopter piloting required in good weather: Yes/no
special remarks in case of limited manoeuvrability, damage to the
vessel, delay at the pilotage station
With every adjustment of the pilot request time that is not communicat-
ed through the electronic system, the operator mentions as a minimum
the following information to the pilot request service (see section 9):
aDJUsTMenT of PILoT ReQUesT TIMe
name of vessel & IMo number
Port of destination
Berth place
Pilotage point
adjusted time of pilot request (dd:mm+hh:mm in local time)
Remarks
69
www.vlaamsehydrografie.be
In case of a cancellation that is not communicated through the
electronic system, the operator mentions as a minimum the following
information to the pilot request service (see section 9):
canceLLaTIon PILoT oRDeR
name of vessel & IMo number
Post of destination
Berth place
Pilotage point
pilot request time to be cancelled (dd:mm+hh:mm in local time)
Remarks
3. PiLOT ORDER FOR A DEPARTiNG VESSEL
a. initial pilot order
The operator must report the initial pilot order at least 3 hours in
advance of the pilot request time. The initial order by the agent is
done on behalf and to the account of the captain, charter company or
manager of the vessel.
In case this prerequisite is not met, the vessel can incur up to a maxi-
mum delay of 3 hours.
The above-mentioned also applies to the operator, who wants to use
the services of a pilot without being obliged to do so.
for a vessel having a berth place behind the lock, the operator must
report in time his eTD berth place to the harbour master’s office.
The harbour master’s office communicates the RTD-lock to the pilot
request service (see section 9) 3 hours in advance through the elec-
tronic system. This RTD-lock is valid as pilot request time.
b1. Active order
The pilot order becomes active 3 hours before the pilot request time.
from that moment, the pilotage services take the necessary actions
for bringing the pilot at the required time and the required place on
board of the vessel.
70
NOTicES TO MARiNERS JANUARY 5th 2012
from that moment, any adjustment and/or cancellation must be re-
ported to the pilot request service (see section 9) through the defined
means of communication.
b.2. Pilot request lock Zeebrugge
In the framework of improving the chain operation and the customer
service in the harbour of Zeebrugge, as from 18 october 2010, 10.00
a.m., the time of pilot request for vessels leaving the locks is laid
down at the time the lock opens minus 15 minutes.
The lockmaster of the Pierre Vandamme lock of the harbour of Zee-
brugge (MBZ) will lay down the pilot request time in the Zedis system
on the basis of the lock planning. With this, the lockmaster takes into
account the sailing time among other things as it is inputted to Zedis
by the shipping agent.
The shipping agents must only ensure that the correct sailing time
of their vessel is inputted in the Zedis system. The Pilotage service
will receive through Zedis the hour of sailing from the lock minus 15
minutes as a pilot request.
only the lockmaster can adjust this pilot request on the basis of a
changed lock planning.
c. Adjustment
When the pilot request time delays with more than 1 hour, the opera-
tor must adjust the pilot request time through the defined means of
communication not later than before the pilot order becomes active.
The adjustment by the agent is made on behalf and to the account of
the captain. If this rule is met, no fees will be charged as mentioned
in the pilotage rates decree.
an adjustment of an active time of request can only be reported
through the defined means of communication to the pilot request
service (see section 9). In this case, the fees mentioned in the pilotage
rates decree will be charged.
When the pilot request time advances, the operator must adjust the
pilot request time for the new time of departure not later than 3 hours
71
www.vlaamsehydrografie.be
in advance. The adjustment by the agent is made on behalf and to the
account of the captain.
non-compliance of the above can result in a maximum delay of 3 hours.
an adjustment communicated by the captain has priority over all
other ones.
In case of an adjustment of the RTD-lock (pilot request time), the harbour
master’s office communicates immediately the adjusted RTD-lock to the
pilot request service (see section 9) through the electronic system.
d. cancellation
a cancellation must immediately be reported to the pilot request
service through the defined means of communication (co-ordinates,
see section 9). The cancellation by the agent is made on behalf and to
the account of the captain.
When the pilot finds when embarking at the requested time that for
any reason whatsoever the departure is delayed by more than two
hours, the pilotage service can decide after 1 hour that the request
time is cancelled, and that a new request time must be communicated.
e. Reporting procedure
1.The operator must ensure that the initial pilot order con-tains at least the following information:
name of the vessel
call sign
flag
IMo number
current berth place
Destination: pilotage point or other port within the region mentioning
the berth place and the mooring side
Date, time of pilot request or eTD place of berth (behind the locks)
(dd:mm+hh:mm in local time)
Vessel without obligation of pilotage: indication of required pilotage fair-
ways
name of agent
overall length
72
NOTicES TO MARiNERS JANUARY 5th 2012
overall width
current maximum draught in dm
Helicopter piloting required in case of suspended pilotage services: Yes/
no
Helicopter piloting required in good weather: Yes/no
special remarks in case of limited manoeuvrability, damage to the
vessel, delay
With every adjustment of the time of pilot request for a vessel before
the locks that is not communicated through the electronic system,
the operator mentions as a minimum the following information to the
pilot request service (see section 9):
aDJUsTMenT of PILoT ReQUesT TIMe before the locks
name of vessel & IMo number
Destination (pilotage point or other port)
adjusted pilot request time (dd:mm+hh:mm in local time)
Remarks
2. With any adjustment of the RTD-lock, the harbour master’s office reports as a minimum the following information through the electronic system:
name of vessel
IMo number
adjusted RTD-lock (pilot request time)
Remarks
In case of a cancellation that is not communicated through the elec-
tronic system, the operator mentions as a minimum the following in-
formation to the pilot request service (see section 9):
canceLLaTIon PILoT oRDeR
name of vessel & IMo number
Pilot order to be cancelled (dd:mm+hh:mm in local time)
Remarks
73
www.vlaamsehydrografie.be
4. SHiFTiNG OF BERTHiNG PLAcE iNSiDE A FLEM-iSH PORT WHERE THE FLEMiSH PiLOTAGE SER-VicE iS cOMPETENT
a. initial pilot order
The operator must report the initial pilot order at least 3 hours in
advance of the pilot request time. The initial order by the agent is
done on behalf and to the account of the captain, charter company or
manager of the vessel. In case this prerequisite is not met, the vessel
can incur up to a maximum delay of 3 hours. The above-mentioned
also applies to the operator, who wants to use the services of a pilot
without being obliged to do so. for a vessel having a berth place
behind the lock, the operator must report in time his eTD berth place
to the harbour master’s office. The harbour master’s office communi-
cates the RTD-lock to the pilot request service (see section 9) 3 hours
in advance through the electronic system. This RTD-lock is valid as
pilot request time.
b. Active order
The pilot order becomes active 3 hours before the pilot request time.
from that moment, the pilotage services take the necessary actions
for bringing the pilot at the required time and the required place on
board of the vessel.
from that moment, any adjustment and/or cancellation must be re-
ported to the pilot request service (see section 9) through the defined
means of communication.
c. Adjustment
When the pilot request time delays with more than 1 hour, the opera-
tor must adjust the pilot request time through the defined means of
communication not later than before the pilot order becomes active.
The adjustment by the agent is made on behalf and to the account of
the captain. If this rule is met, no fees will be charged as mentioned
in the pilotage rates decree.
74
NOTicES TO MARiNERS JANUARY 5th 2012
an adjustment of an active time of request can only be reported
through the defined means of communication to the pilot request
service (see section 9). In this case, the fees mentioned in the pilotage
rates decree will be charged.
When the pilot request time advances, the operator must adjust the
pilot request time not later than 3 hours in advace before the new
time of departure. The adjustment by the agent is made on behalf and
to the account of the captain. non-compliance of the above can result
in a maximum delay of 3 hours. an adjustment communicated by
the captain has priority over all other ones. In case of an adjustment
of the RTD-lock (time of pilot request), the harbour master’s office
communicates immediately the adjusted RTD-lock to the pilot request
service (see section 9) through the electronic system.
d. cancellation
a cancellation must immediately be reported to the pilot request
service through the defined means of communication (co-ordinates,
see section 9). The cancellation by the agent is made on behalf and to
the account of the captain.
When the pilot finds when embarking at the time of request that for
any reason whatsoever the departure is delayed by more than two
hours, the pilotage service can decide after 1 hour that the time of
request is cancelled, and that a new time of request must be com-
municated.
e. Reporting procedure
1. The operator must ensure that the initial pilot order con-tains at least the following information:
name of the vessel
call sign
flag
IMo number
current berth place
Berth place of destination with mention of the mooring side
Date, pilot request time or eTD place of berth (behind the locks)
75
www.vlaamsehydrografie.be
(dd:mm+hh:mm in local time)
name of agent(s)
overall length
overall width
current maximum draught in decimetres
special remarks in case of limited manoeuvrability, damage to the vessel,
delay
2. With every adjustment of the pilot request time for a ves-sel before the locks, that is not done through the electronic system, the operator reports as a minimum the following information to the pilot request service (see section 9):
aDJUsTMenT PILoT ReQUesT TIMe Vessel before the locks
name vessel & IMo number
current berth place
Berth place at destination
adjusted pilot request time (dd:mm+hh:mm in local time)
Remarks
3. With any adjustment of the RTD-lock, the harbour mas-ter’s office reports as a minimum the following information through the electronic system:
aDJUsTMenT of PILoT ReQUesT Vessel behind the locks
name of vessel & IMo number
current berth place
Berth place at destination
adjusted RTD-lock (pilot request time)
Remarks
4. in case of a cancellation that is not communicated through the electronic system, the operator mentions as a minimum
76
NOTicES TO MARiNERS JANUARY 5th 2012
the following information to the pilot request service (see section 9):
canceLLaTIon PILoT ReQUesT
name vessel & IMo number
current berth place
Pilot request to be cancelled (dd:mm+hh:mm in local time)
Remarks
5. SEQUENcE FOR SUPPLYiNG A PiLOT
a vessel is provided with a pilot or participates in remote pilotage
following the sequence of the pilot request time, unless there is a
specific arrangement in function of the chain approach.
In case a vessel requires the pilot earlier than the time of pilot
request, this vessel will not be provided with a pilot earlier than the
time of pilot request, unless a pilot becomes available earlier or the
vessel can be included earlier in the remote pilotage system.
following vessels are always provided with a pilot with priority, even if
this results in vessels having a valid pilot request time being provided
with a pilot later.
Vessel in distress
Tide-dependent or current-dependent vessel
Vessel for which a pilot request time deviation applies by order of a
competent authority
6. ADDiTiONAL FORMALiTiES
In case the vessel calls at a flemish port for the first time and/or in
case of an adjustment of the vessel feature, following documents must
be submitted to the pilotage service in advance (preferably electronic
versions):
1. copy of the Wheelhouse Poster (IMo resolution 601(15))
77
www.vlaamsehydrografie.be
2. copy of the Pilot card in case the Wheelhouse Poster is not available
3. Registration form for helicopter operable vessels
Vlaams Loodswezen (flemish Pilotage service)
Boulevard de Ruyter 2
4381 Ka Vlissingen
fax: +31 (0)118 42 45 27
7. “BEZWAAR TOT VERVOLG” PROcEDURE (BTV) PORT OF GHENT
for a vessel having the Ghent Harbour area as destination of which the
shipping agent wishes to indicate that she shall have to come to anchor
until further orders, the agent shall announce this through the harbour
information system enIGMa.
The Gna, incl. the Traffic centres Terneuzen / flushing / Zeebrugge,
and the Pilotage services, are informed about this through the central
Broker system.
The following procedure applies:
1 - entry of an BTV:
- Through enIGMa, the agent sends an BTV message in which the
reason of the objection is mentioned.
- Hereby the BTV enters into force immediately.
- The BTV remains valid for an undetermined period until a can-
cellation is received (1).
2 - cancellation of an BTV:
- Through enIGMa, the agent sends a message of cancellation of
the BTV. This cancellation enters into force immediately.
+78
NOTicES TO MARiNERS JANUARY 5th 2012
only an BTV announced and cancelled through enIGMa will be treated
as such. In case an BTV is in force, a Requested Time of arrival (RTa)
cannot be asked as well. In order to still enter a RTa, the oTc needs
prior to be cancelled (2).
effect on the pilot request (in case a pilot has already been ordered):
- entering an BTV results in the suspension of the pilot request for the
pilotage post.
- cancellation of an BTV resumes the pilot request. In accordance with
the pilot request procedure in force, a pilot will be provided not later
than 6 hours after the BTV cancellation.
(1) In case it is known beforehand when the vessel may sail up, no
BTV may be entered. This time must be indicated indeed as pilot
request time.
(2) an entered BTV has priority over a RTa.
an agent of a vessel departing from the Port of Ghent, having a next
harbour situated inside the GnB’s control area as destination, for
which an BTV is in force for the further voyage, can agree with the
agent of the Port of Ghent to use there a waiting quay before con-
tinuing the voyage. The consequences resulting from this, such as
additional costs, if any, shall be supported or otherwise be arranged
by the agencies.
8. EMERGENcY PROcEDURES
In case an electronic system is not available so that the initial pilot
order cannot be done electronically, the operator must report the
initial pilot order to the pilot request service through the other defined
means (see section 9).
The harbour master’s office and/or pilot request service will inform
the operator, when the emergency procedure begins or ends.
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9. cOORDiNATES PiLOT REQUEST SERVicES
Pilot request service for Antwerp, Upper Sea Scheldt and Sea canalMaritieme Dienstverlening en Kust (agency for Maritime services and coast)
Dienst afzonderlijk Beheer Loodswezen
(Department separate Management Pilotage services)
Tavernierkaai 3
2000 antwerpen
Phone: 24/24 +32 (0)3 222 08 65+32 (0)3 232 02 29+32 (0)3 231 89 52
Mobile:24/24 +32 (0)476 58 01 49fax:24/24 +32 (0)3 232 20 85administration: +32 (0)3 222 08 70Website: www.loodswezen.beelectronic system aPIcs-LIs21e-mail only for captains via Wandelaar [email protected] via steenbank [email protected]
Pilot order service for GhentMaritieme Dienstverlening en Kust (agency for Maritime services and coast)
Dienst afzonderlijk Beheer Loodswezen
(Department separate Management Pilotage services)
Motorstraat 109
9000 Gent
Phone: 24/24 +32 (0)9 250 57 11 (switchboard)+32 (0)9 250 57 12+32 (0)9 250 57 13+32 (0)9 250 57 14
Mobile:24/24 +32 (0)478 58 14 80fax:24/24 +32 (0)9 251 63 21administration: +32 (0)9 250 57 30Website: www.loodswezen.beelectronic system: enIGMae-mail only for captains via Wandelaar [email protected] via steenbank [email protected]
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NOTicES TO MARiNERS JANUARY 5th 2012
Pilot order service for the coastal portsMaritieme Dienstverlening en Kust (agency for Maritime services and coast)
Dienst afzonderlijk Beheer Loodswezen
(Department separate Management Pilotage services)
car ferry-gebouw
Doverlaan, 7 bus 2
8380 ZeebruggePhone:24/24 +32 (0)50 35 52 39Mobile:24/24 +32 (0)478 58 21 10fax:24/24 +32 (0)50 35 78 12administration: +32 (0)50 55 77 30Website: www.loodswezen.beelectronic system: ZeDIs-ensoR-LIs21
e-mail only for captains: [email protected]
Flemish pilot request service at Flushing Maritieme Dienstverlening en Kust (agency for Maritime services and coast)
Dienst afzonderlijk Beheer Loodswezen
(Department separate Management Pilotage services)
Boulevard de Ruyter 2
4381 Ka Vlissingen.Phone: 24/24 +31 (0)118 42 45 40Mobile: 24/24 +32 (0)473 89 70 02fax: 24/24 +31 (0)118 43 15 37administration: +31(0)118 42 45 24Website: www.loodswezen.be
Pilot request service for the Dutch portsnederlands Loodswezen (Dutch Pilotage service)
Boulevard de Ruyter 8
4381 Ka VlissingenPhone: 24/24 +31 (0)118 48 95 09fax 24/24 +31 (0)118 41 23 21administration: +31 (0)118 48 95 00Website www loodswezen.nlelectronic system: LIs21
e-mail only for captains: [email protected]
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10. cOORDiNATES HARBOUR MASTER’S OFFicE
Harbour master’s office Antwerp
adress: Zandvlietsluis blok a, derde verdieping, 2040 Zandvliet
Phone of harbour master: 03 205 21 82 - 83 – 84 - 85fax: 03 205 20 25e-mail: [email protected]: www.portofantwerp.com
Harbour master’s office Ghentadress: J. Kennedylaan 32, 9042 GentPhone of harbour master: 09 251 04 57fax: 09 251 60 62e-mail: [email protected]: www.portofghent.be
Harbour master’s office Zeebruggeadress: Isabellalaan 1, 8380 ZeebruggePhone of harbour master: 050 54 32 40Phone of lock master: 050 54 32 31fax: 050 54 32 49e-mail: [email protected]: www.portofzeebrugge.be
Harbour master’s office Oostendeadress: slijkensesteenweg 2, 8400 oostendePhone of harbour master: 059 34 07 11fax: 059 34 07 10e-mail: [email protected]: www.portofoostende.be
_(Source:MDK-DABLoodswezenAntwerp:KennisgevingK091062dated12/06/2009and
KennisgevingEZee10/011d.d.13/10/2010/BassVlissingenandGNAGez.Bekendmaking
06/2010dated08/11/2010)
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› 1/13 SPEciAL SiGNALS AND iNSTRUcTiONS AT FLUSHiNG ROADS
BaZ1/13-2011cancelled
1. PiLOTAGE SERVicE SUSPENDED
When the pilotage service for the Western scheldt estuaries or the
flushing Roads is temporarily suspended, following signals will be
shown using the day- and night lights attached to the mast of the
scc-commandoway flushing.
West post suspended North post suspended for all vessels
one green light one red light
for small vessels
two green lights next two red lights next
to each other to each other
Roads service suspended for all vessels
one red light on top of a green light
for small vessels
one green light on top of a red light
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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
This area is bordered by the lines:
- 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
This area is bordered by the lines:
- joining the buoy W9 and the small port of “nieuwe sluis”
- joining the buoys: W9 – “songa”
- joining the buoy “songa” and the head of the western dam Veer-
haven Breskens
- along the Zeeland-flemish coast
• The Flushing Roads
This area is bordered by the lines:
- joining the tower of the Reformed church in Breskens and the buoy
aRV-VH.
- joining the buoys: “songa” – ss1
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- 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
This area is bordered by the lines:
- joining the buoys/barrels: a1 – 17
- joining the buoys/barrels: 17 – 19 – 21
- joining the buoys/barrels: 21– a3
- joining the buoys/barrels: a1 - a3 - a5
• Marlemon
This area is bordered by the lines:
- joining the buoys/barrels: Ma1 – nvB/Ma
- joining the buoys/barrels: nvB/Ma – Ma7 – Ma5
- joining the buoys/barrels: Ma5 – Ma3 – Ma1
2. following PosITIons in the Western scheldt can be used as an-
choring area:
• Within the anchorage area
Wielingen-south, east of the small port of nieuwe sluis
anchoring area Wielingen – south (W.Z.): 51°25’,00 n - 3°33’,00 e
with a radius of 500 metres
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• in the Everingen
everingen a: 51°24’,11 n - 3°44’,22 e
with a radius of 500 metres
everingen B: 51°23’,87 n – 3°45’,15 e
with a radius of 400 metres
everingen c: 51°23’,63 n – 3°45’,83 e
with a radius of 400 metres
everingen D: 51°23’,38 n – 3°46’,53 e
with a radius of 400 metres
everingen e: 51°23’,12 n – 3°47’,23 e
with a radius of 350 metres
• in the Put van Terneuzen
Put van Terneuzen a: 51°20’, 63 n - 3°51’,03 e
with a radius of 400 metres
Put van Terneuzen B: 51°20’, 77 n - 3°51’,80 e
with a radius of 400 metres
_(Source:MDK-afdelingScheepvaartbegeleidingandRWSBassVlissingen091/10dated
23/09/2010)
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› 1/14A FAiRWAYS - MAiN FAiRWAYS - SEcONDARY FAiRWAYS - iN THE cONTROL AREA OF THE cOMMON NAUTicAL MANAGEMENT
BaZ2011-23/275iscancelled.
Considering article 10, paragraph 1 of the Police and shipping Regu-
lations applicable to the Belgian territorial sea, coastal harbours and
beaches;
Considering article 2, sub 2, under d and e, of the shipping Regulation
Western scheldt 1990;
Considering article 2, § 2, under c and d, of the shipping Regulation
for the Lower sea scheldt;
The fairways in the control area of the common nautical Manage-
ment are classified in fairways, main fairways and secondary fairways
as follows:
Article 1. Fairways: The parts of the shipping waters marked as fairways by means of
buoyage and beaconing in the area where the Police and shipping
regulations for the Belgian territorial sea, coastal harbours and
beaches apply:
- the Vaargeul 1;
- the scheur;
- the Pas van het Zand;
- the Belgian part of the Wielingen.
Article 2. Main fairways: Main fairways in the sense of article 2, sub 2, under e, of the shipping
Regulation Western scheldt 1990 and of article 2, § 2, under d, of the
shipping Regulation for the Lower sea scheldt are:
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NOTicES TO MARiNERS JANUARY 5th 2012
- the oostgat;
- the sardijngeul;
- the Dutch part of the Wielingen;
- the part of the flushing Roads area marked as prevention area;
- the Honte;
- the Drempel van Borssele;
- the Pas van Terneuzen;
- the Gat van ossenisse;
- the overloop van Hansweert;
- the Zuidergat;
- the Bocht van Walsoorden;
- the overloop van Valkenisse;
- the nauw van Bath;
- the Pas van Rilland;
- The Lower sea scheldt from the Belgian - Dutch border up to the
Upper end of the Rede van antwerpen, with exception of the lock
channels and the Deurganck Dock.
Article 3. Secondary fairways: secondary fairways in the sense of article 2, sub 2, under e, of the
shipping Regulation Western scheldt 1990 and of article 2, § 2, under
d, of the shipping Regulation for the Lower sea scheldt are:
- all other fairways including "complementary routes inland ship-
ping/pleasure shipping' not pertaining to the main fairways men-
tioned in article 2.
Article 4. Buoyage and beaconing changes:Buoyage and beaconing changes of the fairways mentioned in articles
1, 2 and 3 will be announced by means of publication in the an-
nouncements to shipping traffic of the common nautical authority
(Gna).
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Article 5. Withdrawal of announcement:The announcement of the Western scheldt Government Port Master
dated 6 May, 1996 (Government Gazette 111 of the year 1996) and the
external notice 081/2005 are withdrawn.
Article 6. Date of coming into force:This Regulation comes into force as from 1 october, 2011, and will be
published in the Dutch Government Gazette and the Belgian official
Gazette.
_(Source:BassVlissingen088-2011dated.02/11/2011-GNA:JointAnnouncement08-2011
dated25/10/2011)
› 1/14B ScHELDT AND iTS ESTUARiES OVERSiZED cOMMERciAL VESSELS
BaZ1/14A–2011cancelled
following art. 2 § 1.4 of the Belgian K.B. of 23-09-1992 holding shipping
regulations for the Lower sea scheldt (Bs 17-10-1992), art 3.3 of the
Belgian K.B. of 04-08-1981 holding police- and shipping regulations for
the Belgian territorial sea, the ports and beaches of the Belgian coast
(Bs 01-09-1981) and art 2.1.d of the Dutch Resolution of 15.01.1992
holding shipping regulations for the Western scheldt (stb 1992, 53), art.
16.3° of Decree of 16 June 2006 relating to the escorting of shipping on
maritime access-routes and the organisation of the Maritime Rescue
and coordination centre (B.s. 26-10-2006), art 2 § 1d of the Belgian
KB of 33-0-1992 holding the shipping regulations for the canal Ghent
to Terneuzen, the directives for an oversized commercial vessel have
been determined as follows:
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NOTicES TO MARiNERS JANUARY 5th 2012
1. Waterway Oostgat/Sardijngeul:a draught of 7.5 m and over and/or a length of 170m and over
2. Waterways on which the “Police- and Shipping regulations for the Belgian territorial sea, coastal ports and beaches” apply, with exception of the coastal ports and approaches, Western Scheldt and Lower Sea Scheldt downwards towards the parallel of the Light “Blauwgaren”:a draught of 10m and over and/or a length of 200m and over
3. Waterway Lower Sea Scheldt upwards towards the parallel of the Light “Blauwgaren”:a draught of 8m and over and/or a length of 170m and over
4. Upper Sea Scheldt:a draught of 5m or over and/or a length of 115m (Loa) or over
5. Waterway canal of Ghent to Terneuzen:a draught of 10m or over and/or a length of 180m (Loa) or over
_(Source:MDK-DABLoodswezenandafdelingScheepvaartbegeleiding)
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› 1/14c WESTERN ScHELDT - REGULA-TiONS FOR VESSELS WiTH A MARGiNAL DRAUGHT OR A LENGTH OF AT LEAST 300 METRES TO AND FROM ANTWERP AND FOR VESSELS TO AND FROM THE KALLO LOcK
BaZ21/258-2011iscancelled.
i. VESSELS WiTH A MARGiNAL DRAUGHT
i.1. Arriving vessels for the locks on the right bank, Scheldt terminals and Deurganck dock with a draught of at least 120 dm until a draught with a minimum tidal window of 60 minutes
Here the general rules and the special rules 1 up to and including 5
are applicable
i.2. Sailing down vessels with a draught of at least 120 dm until a draught with a minimum tidal window of 60 min-utes
Here the general rules and the special rules 5 up to and including 11
are applicable.
ii. VESSELS WiTH MARGiNAL DiMENSiONS iN LENGTH AND/OR WiDTH
ii.1 Arriving and departing vessels with a length of at least 300 metres up to 340 metres
Here the general rules and the special rules 1 up to and including 13
are applicable.
ii.2 container vessels with a length of at least 340 metres up to 360 metres
To these vessels, the general rules and the special rules 1 up to and
including 16 are applicable.
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NOTicES TO MARiNERS JANUARY 5th 2012
ii.3 container vessels with a length of at least 360 metres or a width of at least 51 metres
To these vessels, the general rules, the special rules 1 up to and
including 16 and additional conditions c.1 & c.2 are applicable.
iii. VESSELS SAiLiNG TO OR FROM THE KALLO LOcK WiTH A DRAUGHT OF AT LEAST 100 dm OF MORE
Here the general rules are applicable.
To the Kallo lock, a maximum allowable vessel length of 275 metres
and a maximum vessel width of 37.65 metres are applicable.
iV. RULES
A) General rules for all marginal vessels (i, ii, and iii )a. Vessels must be equipped with two properly functioning ship
radars and at least two sound, independently from each other
operating, mariphone installations within reach.
b. When the visibility is less than 1,000 metres on the sea passage
and/or 2,000 metres on the river passage, the Gna will decide,
after consultation with the pilot aboard and the acc/VBs pilot,
whether the voyage can be started or should be delayed.
c. for every arriving or departing vessel, a written authorization
must be requested at the Gna at least 6 hours before arrival at
the Wandelaar or steenbank pilot station, or 6 hours before de-
parture from the berth.
d. after conferring with and approval of the Gna, it will be decided
within what tidal window this must take place, and this will be
implemented by the antwerp Port coordination centre (acc).
e. Before the vessel effectively departs from her berth in the port
of antwerp, this will be reported to the Port services by the dock
pilot stating the draught. The draught must be checked for cor-
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rectness for the benefit of the Gna. Moreover, at the departure
from the scheldt terminals, it will be reported whether the vessel
will need to turn.
f. The pilot’s advice concerning the use of tugboats must be strictly
observed.
g. When issuing an authorization for arrival/departure, a manoeu-
vring speed of 12 knots through the water is assumed. In case a
vessel cannot meet this condition, additional preconditions can be
imposed with regard to arrival or departure.
h. Depending on the hydro-meteo circumstances, circumstances
concerning the vessel, the expected traffic intensity and circum-
stances concerning the fairway, additional limitations can be
imposed by the Gna in consultation with the acc/VBs pilot.
i. additional rules can be issued by or on behalf of the Gna, in con-
sultation with the acc/VBs pilot, for the safeguarding of parties
involved. These rules must be observed immediately.
j. Departure according to plan in two tides is not allowed.
k. The minimum tidal window is 60 minutes.
B) Special rules1. The maximum draught is limited to 155.6 dm when sailing to the
locks on the right bank.
2. The order of arrival is partially determined by the RTa imposed at
the cP, and is finalized for pilotage at the Wandelaar or steenbank
pilot station.
3. The vessel will be treated with priority by the Roads service.
4. The arriving vessel must start her trip at the beginning of her tidal
window. With this is meant that at least 1 (one) hour before the
end of her tidal window, the vessel has departed from the pilot
station.
5. In consultation with the acc pilot and/or the pilots concerned
(aboard) and the Gna, the latest time of arrival at the flushing
Roads will be determined.
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NOTicES TO MARiNERS JANUARY 5th 2012
6. Preferably the vessel should be up front in the lock.
7. Before the imposed tidal window begins, the vessel should be on
course on the river.
8. at departure, the maximum draught is 145 dm. for container
vessels up to 340 metres length, larger draughts will be admitted,
provided:
I. The vessel has a tidal window of at least 60 minutes.
II. The draught of 152 dm is not exceeded.
III. such a vessel must state, for each single authorization, the
current guaranteed manoeuvring speed through the water on the
river passage and on the sea passage.
9. Vessels with a draught between 120 dm and 135 dm will receive,
as soon as possible after the submission of the application, an
indicative tidal window from the Gna.
10. The Gna will take a decision about the tidal window of a departing
vessel with a draught of at least 135 dm, between 12 hours and
6 hours before the departure from the berth. However, on the
request of the vessel, the Gna will already issue indicative tidal
windows earlier.
11. Preferably, the vessel shall start to sail down at the beginning of
her tidal window.
12. a second river pilot is compulsory for vessels with destination to
and departure from the locks.
13. for bulk carriers, tankers and vessels with similar manoeuvring
characteristics, at departure, the maximum draught of these
types of vessels is 140 dm maximum.
14. In case of a wind force greater than 7 Bft. at the north sea and
europe terminal, locks or Deurganck dock, no authorization for
sailing up and down will be granted.
15. on the river passage, two pilots are mandatory, of whom at least
one of the highest category.
16. Instructions concerning encountering vessels:
• On the sea passage: for arriving and departing vessels,
there are no restrictions concerning encountering/crossing.
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• On the river passage: for arriving and departing vessels,
because of the dimensions of the vessel relative to the
dimensions of the navigation channel, encounters with the
following vessels must be avoided in the Pas van Borssele
and in the nauw van Bath:
- Vessels covered by the rules of the Joint announcement 02-2009
(gas tankers),
- special and supernormal transports,
- oversized vessels.
c) Additional conditions for the sailing up and down of the vessels mentioned to in ii.3
The sailing up and down of the mentioned vessels is subject to the
following additional conditions:
C.1. Summary of the additional conditions
Maximum wind force:
Destination/departure Berendrecht lock:
Both for arriving at and departing from the lock complex:
5 Bft. at the Berendrecht lock
Destination/departure Deurganck dock - North Sea terminal - Eu-
rope terminal:
sailing up: 6 Bft. at the Deurganck dock
sailing down: 7 Bft. at the Deurganck dock
Maximum draught
Destination/departure Berendrecht lock:
sailing up: 155.6 dm
sailing down: 145 dm
a) If the Berendrecht lock is at maintained depth.
b) If the sailing route inside the Berendrecht lock up to the “kotter”
is sufficiently at maintained depth.
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NOTicES TO MARiNERS JANUARY 5th 2012
c) If the vessel sails slower because of a great draught, this element
will be included in the implementation of the conditions of appen-
dix 1, § 4 and § 5.
Destination/departure Deurganck dock:
sailing up: 145 dm
sailing down: 145 dm
a possible increase of the maximum draught will be particularly in-
cluded in the nautical-technical evaluation meant in section VI of this
Joint announcement.
On the passage Flushing Roads – Antwerp, strive for:
- Maintaining a minimum distance of 3 miles between the vessels
larger than 300 metres and the vessel mentioned in this article
upwards of buoy 35 (sailing in the same direction). one must strive
for finalizing the order of sailing up of vessels larger than 300
metres ahead of buoy 35.
- These vessels will be crewed by the Roads service with a separate
Roads boat, and this as early as possible in the Roads area.
- Three hours before the vessel effectively departs from her berth,
this will be reported by the Zandvliet Traffic centre to the Gna.
C.2. Firm agreements to be made with the service providers and parties in the chain operation (see Appendix 1)
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V. VESSELS WiTH DiFFERENT cHARAcTERiSTicS AND/OR DiMENSiONS, OTHER THAN THE VES-SELS MENTiONED iN i. ii. iii.
for such vessels, the ship owner concerned must submit a applica-
tion in writing not later than two months before the arrival at ant-
werp, accompanied by a ship’s file, at the common nautical authority.
The ship’s file must include the following documents:
- ship’s principal particulars
- ship’s harbour speed table
- Result of crash stop astern Test
- Result of Turning circle Test
- Result of Zig Zag Test
- Result of Lowest Revolution Test Main engine
- Result of Bow Thruster Test
- General arrangement plan
- Mooring arrangement and anchor handling plan
- Table of Lateral wind pressure force
The application in writing, accompanied by the ship's file, must be
sent to the following address:
Gemeenschappelijke nautische autoriteit /
common nautical authority
commandoweg 50, 4381 BH Vlissingen (flushing).
Phone 0031-(0)118 424 760 or 0031-(0)118 424 758,
fax 0031-(0)118 467 700 or 0031-(0)118 418 142
on the basis of the ship’s file, the common nautical authority will, in
consultation with both pilotage services and in coordination with the
Permanent commission, evaluate within 8 weeks whether and under
which conditions authorization will be granted for the arrival and
departure of the type of vessel concerned, for which a written applica-
tion has been submitted.
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NOTicES TO MARiNERS JANUARY 5th 2012
Vi. EVALUATiON
one year after coming into effect, the provisions of this announce-
ment will be evaluated by the nautical-technical guidance commis-
sion.
Vii. cOMiNG iNTO EFFEcT
This announcement comes into effect 2 days after the publication
in the Dutch Government Gazette and the Belgian Bulletin of acts,
orders and Decrees.
The Joint announcement 08-2010 is herewith cancelled.
General remarks• The Gemeenschappelijke nautische autoriteit (common nautical
authority) is abbreviated to Gna.
• Requested Time of arrival is abbreviated to RTa, coordination
point antwerp is abbreviated to cP.
• sailing in the scheldt area by abovementioned vessels is subject
to an authorization for arrival / Departure, issued by the Gna. as
far as the Kallo lock is concerned, this obligation applies with a
draught of 100 dm or more.
• all draughts refer to the greatest/maximum draught, and have
been expressed in decimetres, and they are valid in freshwater on
the river passage. on the sea passage, the density is taken into
account insofar sufficient data are available.
• all vessel lengths have been expressed in metres, and refer to
length overall.
• conditions can be imposed with regard to the number of marginal/
oversized vessels arriving or departing simultaneously per tide by
or on behalf of the Gna, because of safety considerations and/or
with regard to the capacity of a lock or navigation channel and/or
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the availability of the berth.
• Both for arriving and departing vessels, the tidal windows have
been calculated against the level measuring points on the river
and the sea passage, through the route navigation channel 1, by
means of WesP.
• from the Zandvliet-Berendrecht complex, container vessels can
be sailed at rising tide having a minimum under keel clearance
of 1 m in the lock chamber. To that end, the Berendrecht lock and
Zandvliet lock will be sounded at least four times annually, and the
soundings will be made available in digital form for the benefit of
snMs (scheldt navigator Marginal ships) through enc charts.
• With the exception of vessels sailing from and to the Kallo lock,
the use of a helmsman experienced with the river route is recom-
mended.
APPENDiX 1: FiRM AGREEMENTS TO BE MADE WiTH THE SERVicE PROViDERS AND PAR-TiES iN THE cHAiN OPERATiON
1. - Antwerp Port Service (GHA): - The berth in the port of antwerp is clear at arrival; if not, a waiting
quay must be available immediately.
- When sailing to the docks of the right bank, the Berendrecht lock
must be empty and available as from saeftinghe.
- GHa tugboats: tugboats available and to be deployed on binding
advice of the pilot.
- Before the start of the voyage, a “fall-back position/deviation
facility” is available at the north sea terminal – europe terminal
– Deurganck Dock or inside the docks on the right bank.
- fairway must be at depth as from inside the Berendrecht lock up
to and including the berth in the Delwaide dock.
- The Zandvliet lock and Berendrecht lock will be sounded at least
four times annually, and the soundings will be made available in
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digital form for the benefit of snMs (scheldt navigator Marginal
ships) through enc charts.
- The locking off of the locks in antwerp will be coordinated in func-
tion of the arrival/departure of the vessels meant in this article.
2. - Tug service on the river passage: For arriving vessels:
- 4 tugboats must initially be available, and be fully deployable on
binding advice of the pilot.
For departing vessels:
- a minimum of 2 tugboats must be used in function of the weather,
wind and current on binding advice of the pilot.
- The river pilots/acc will contact Brabo beforehand concerning the
need for additional towing assistance, if required.
3.a - Pilotage services:- a separate series will be drawn up for these types of vessels, in
function of the series count.
- The sea pilot and the river pilots should be present in time at the
pilot crossing points and at the flushing Roads respectively.
- In any case, both from the Dutch and flemish side, on the river
passage, a pilot will be on board who has taken a training course
for this type of vessel on a simulator recognized by the Gna.
- on the river passage, the ‘fULL snMs’ navigation system will be
used.
- for both arriving and departing vessels, two pilots of the highest
category are compulsory on the river passage for the vessels of
the abovementioned category.
- In consultation with the pilotage services, a joint instruction will
be issued by the Gna concerning the application and implementa-
tion of this Joint announcement.
101
www.vlaamsehydrografie.be
3.b - Brabo pilotage service: - The vessel is piloted by a ‘dedicated pilot’ who has taken a training
course for this type of vessel on a simulator recognized by the
Gna. This pilot should be present on board in time.
4. - Drawing up a firm sailing schedule- calculation of the sailing schedule and the under keel clearance is
carried out using WesP; the data will be saved.
Voyage plan:
- arriving vessels:
The vessel is planned in such a way that, from the beginning of the
high tide until not later than 1 hour after High Tide Prosperpolder,
she will arrive at the coordination point (cP).
- departing vessels:
for planning the departure, the conditions mentioned under the
general rules, special rules 1 up to and including 16 and the ad-
ditional conditions c.1 and c.2 are applicable.
5. - Extended intense traffic guidance
5.1 - VBS Team- at the 4th floor of the Zandvliet lock building, a VBs team will be
set up comprising one traffic controller and one VBs pilot who will
bring in his nautical expertise.
- operational functioning of the VBs team:
- At arrival of the abovementioned container vessels: as from 1
hour before the planned hour for crewing at the pilotage point up
to inside the lock
- At departure of the abovementioned container vessels: one hour
before departure from the berth up to passage of the flushing
Roads.
102
NOTicES TO MARiNERS JANUARY 5th 2012
5.2 - Sailing schedule:- The initial sailing schedule will be drawn up well ahead by the
Gna and acc, taking into consideration the traffic planning.
- at the beginning of the VBs watch, the initial sailing schedule will
be checked by the VBs pilot. In case of a deviation > 15 minutes,
this sailing schedule is adjusted by the VBs pilot, and reported as
soon as possible to the Gna and the Traffic centres.
- on board, on the basis of the pilot’s advice, a sailing schedule
will be drawn up by the master, in function of the initial sailing
schedule.
- In case of a deviation > 15 min, the sailing schedule is adjusted
on board, and reported as soon as possible to the Gna through the
Traffic centres.
5.3 - Sailing schedule Instructions Traffic centres:- Before entering the scheldt area, the corresponding sailing
schedule is sent to the Traffic centres concerned by the Gna.
- every Traffic centre has the most recent sailing schedule, and
informs it to shipping traffic in its area in order to avoid undesirable
encounters.
- shipping traffic from the locks Terneuzen & Hansweert will be
paused for a while when passing.
- The Traffic centres should act according to the issued joint in-
structions with regard to the passages of the vessels concerned
by this article.
_(Source:BassVlissingen076/11-JointAnnouncementno.07-2011-dated28/09/2011)
103
www.vlaamsehydrografie.be
› 1/14D WESTERN ScHELDT - ROUTE cOMMERciAL SHiPPiNG BETWEEN HAN-SWEERT EN MARLEMONT - ScHAAR VAN VALKENiSSE - GENERAL SAiLiNG iN-STRUcTiONS
BaZ12/182-2011iscancelled.
for reasons of safety and environmental protection, commercial
vessels on the traject between Hansweert and Marlemont both
up- and downstream must use the buoyed fairways ‘Zuidergat’ and
‘overloop van Valkenisse’. It is therefore not allowed to navigate the
waterway ‘schaar van Valkenisse’.
_(Source:BassVlissingen023/11-GNA:JointAnnouncement03/2011dated20/04/2011)
› 1/14E WESTERN ScHELDT - OOSTGAT-SARDiJNGEUL - ADJUSTMENT OF SAiLiNG BEHAViOUR
BaZ15/207-2011iscancelled.
Adjustment of sailing behaviour in the Oostgat / Sardijngeul
It is found that seagoing vessels, sailing at an excessive speed along
the beaches bordering the oostgat/the sardijngeul, can cause such a
wave and/or bank suction, that this results in a dangerous situation
for the bathers on the beaches.
This has been confirmed by research.
Considering section 54 of the shipping Regulations Western scheldt
1990.
Then the following rules are established:
104
NOTicES TO MARiNERS JANUARY 5th 2012
ARTicLE 1.1. as a part of the requirement of 'Good Zeemanschap' (Good
seamanship), ships must adjust their speed in the oostgat/the
sardijngeul in such a way, that no dangerous waves and/or bank
suction occurs as a result of which bathers on the beaches can
be drawn into the water and consequently can find themselves in
distress due to the waves;
2. ships must reduce their speed in time so that they pass the
sardijngeul at a safe and adjusted speed;
3. It is forbidden for seagoing vessels with an overall length equal to
or over 80 metres to pass each other in the sardijngeul;
4. seagoing vessels with an overall length equal to or over 80 metres
must avoid that they pass or cross each other in the sardijngeul.
This with observance of section 6, sub 4 of the shipping
Regulations Western scheldt 1990;
5. seagoing vessels must, as long as it is safe and feasible, maintain
a largest distance as possible to the Badstrand (bathing beach) in
front of the Boulevard van Vlissingen;
6. In his decision to sail 'west round' or not, the traffic participant
must include as arguments including among others the relation
between the dimensions of the vessel, the width of the navigation
channel and the available water depth.
_(Source:BassVlissingen058-2011dated11/07/2011-GNBJointAnnouncement06-2011
dated07/07/2011)
105
www.vlaamsehydrografie.be
› 1/15 LOWER AND UPPER SEA ScHELDT - PERMiSSiON TO MOOR BaZ1/15–2011cancelled
It should be noted that the majority of the piers/quays on the Lower/
Upper sea scheldt are privately owned constructions that can only be
moored at with the permission of the owner/license holder. The fol-
lowing is an incomplete list of these constructions:
left bank right bankPhenolchemie 51°17,85n-4°16,87e
Haltermann 51°17,68n-4°17,52e
Bayer 51°16,35n-4°18,25e
Kallo Industries 51°16,30n-4°18,17e
BP chemicals 51°14,67n-4°20,12e
Polysar downstream 51°14,43n-4°20,52e
Polysar upstream 51°14,40n-4°20,67e
quay Hye 51°12,15n-4°21,22e
quay Burcht 51°12,10n-4°20,97e
51°11,90n-4°20,82e city of antwerpen
51°11,83n-4°20,67e castrol
quay Ytong 51°11,65n-4°19,97e
quay Ytong 51°11,72n-4°20,05e
quay argex 51°11,12n-4°19,62e
piers Roegiers 51°10,88n-4°19,55e
51°10,00n-4°19,87e Umicore quay
51°09,02n-4°19,87e Transcor
It should also be noted that moored vessels are only allowed to have a
maximum of one ship moored alongside, and only if the Traffic centre
of Zandvliet has been notified of this.
106
NOTicES TO MARiNERS JANUARY 5th 2012
The shipping is informed that it is allowed to moor at the floating dock
Palingplaat (right on the Royers lock), on antwerp left bank, according
to the following rules:
Mooring regulations floating dock Palingplaat:
caRGo VesseLs:
• Mooring prohibited
PassenGeR VesseLs:
• Riverside along the entire length:
o only boarding and disembarking passengers, max. 6 hours
o Maximum allowed mooring width: 15 meter
o spending the night at the mooring place is permitted only if
applying for and obtaining a written authorization from the
Zeeschelde Division
YacHTInG:
• River side:
o only as waiting place before the Kattendijk lock
o Max. 6 hours
• Bank side along the entire length:
o Passers jetty, max. 18 hours
o Maximum allowed mooring width: not wider than shown on
the gangway
If the sign “mooring prohibited” is displayed, the floating dock may
not be used. exceptions to these regulations are only granted by the
Zeeschelde Division 03/224.67.11 or 03/451.30.88.”
_(Source:MDK-afdelingKust-VlaamseHydrografie-dated17/10/2011andWenZ
Scheldtdated18/10/2011)
107
www.vlaamsehydrografie.be
› 1/16A VESSEL TRAFFic SERVicES ScHELDT AREA - MARiPHONE cHANNELS BaZ1/16-2011cancelled
common announcement of the common flemish and Dutch nautical
authority announcement no. 05-2009
Mariphone channels VTS-Scheldt area
The mariphone channels brochure and the brochure concerning the
pilot request procedure belong to the Joint announcement 05-2009
from the common nautical authority.
The brochures can be ordered via [email protected]
or 0032(0)59 255 440/0031 115 6868 05
or can be obtained in digital format via www.vts-scheldt.net
Hereby the following common announcements are cancelled:
common announcement 01/1994
common announcement 01/2005
are also cancelled: the mariphone card, version 15/07/96, and its supple-
ment dated 01/03/05.
108
NOTicES TO MARiNERS JANUARY 5th 2012
NOTICES TO MARINERS JANUARY 6th 2011
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www.vlaamsehydrografie.bewww.vlaamsehydrografie.be
+
ANTW
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VHF 65
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VHF 65
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VHF 64
VHF 65
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EXTR
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Whe
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and l
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Fairy
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VHF 19
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VHF 65
VHF 03
buoy
22 |
Dow
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42A
| buo
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MG1
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traffi
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EXTR
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EXTR
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On le
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singe
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VHF 21
traffi
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lissin
gen
VHF 14
A1bi
s
2
104
110
NOTicES TO MARiNERS JANUARY 5th 2012NOTICES TO MARINERS JANUARY 6th 2011
+
ANTW
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N
VHF 65
traffi
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nsw
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VHF 03
traffi
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VHF 69
traffi
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traffi
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VHF 60
VHF 60
Wan
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VHF 65
VHF 65
traffi
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VHF 64
VHF 65
rada
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VHF 03
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VHF 64
traffi
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rada
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RADA
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LSNa
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form
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Att
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WAY
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CT VH
F CHA
NNEL
FOR
YOUR
MES
SAGE
Diff
eren
tiat
e b
etw
een
: -
VHF c
hann
el 1
2
TRAF
FIC C
HANN
EL-
VHF c
hann
el 8
5
PORT
OPE
RATI
ONS C
HANN
EL-
VHF c
hann
el 81
ch
anne
l for
non
-nau
tical
info
rmat
ion
betw
een
barg
es
TERM
INAL
CHAN
NEL B
ARGE
S
15A
MG2
32E2
A8
60
Zuid
Saef
tinge
W4
W5
VLISS
INGE
NSL
OE
OG8
OG17
51° 2
8’, 7
5N00
2° 5
6’, 0
0E
51° 3
4’, 6
0N00
3° 0
8’, 3
8EW
estp
it
ZEEB
RUGG
E
VG6
S2NE A
kk
SBO
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ande
laar
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nban
k
Twin
Mid
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Bank W
este
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51° 2
3’, 6
0N00
2° 1
9’, 2
0E
51° 2
5’, 9
5N00
2° 2
7’, 5
0E
51° 5
0’, 0
0N00
3° 0
8’, 3
8E
NIEU
WPO
ORT
OOST
ENDE
French-Belgium border
ANTW
ERPE
N
GENT
4660
55
6576 93
Zuid
Sa
eftin
ge
84
100
TERN
EUZE
N
Dutch
Sche
ldt sh
ipping
inf
orm
ation
wi
th ge
nera
l tra
�c i
nfor
mat
ion.
Ever
y hou
r + m
inute
s.
LEGE
NDEn
glish
Sche
ldt sh
ipping
info
rmat
ion w
ith ge
nera
ltra
�c i
nfor
mat
ion. E
very
hour
+ m
inute
s. Fo
llows
dire
ctly a
fter t
he D
utch
mes
sage
on a
di�er
ent c
hann
el as
indic
ated
.
4655
char
tlet n
ot fo
r na
vigat
ional
purp
oses
SID
Antw
erpe
nPO
RT O
PERA
TION
S CHA
NNEL
Info
rmat
ion ex
chan
ge on
the i
nitiat
ive of
the V
TS ce
ntre
or th
e ves
sel /
Lock
info
rmat
ion.
VHF 85 te
rmin
al ch
anne
l bar
ges
TERM
INAL
CHAN
NEL B
ARGE
SNo
n-na
utica
l info
rmat
ion be
twee
n bar
ges c
once
rning
loadin
g/dis
char
ging s
eque
nces
, ber
thing
posit
ions,
etc .
..Th
is ch
anne
l is no
t mon
itore
d by t
he VT
S cen
tre.
VHF 81
VHF 81
VHF1
2VH
F10
VHF 66
VHF 04
VHF 21
VHF 19
N
N
h+10
’
traffi
c cen
tre Za
ndvl
iet
TRAF
FIC C
HANN
EL (c
ompu
lsory
liste
ning
wat
ch)
Tra�
c arra
ngem
ents
ship
-ship.
Tra�
c inf
orm
ation
- ge
nera
l.Co
mpu
lsory
repo
rting
.h+
30’
h+50
’h+
10’
h+15
’
h+55
’h+
15’
WIN
TAM
ALW
AYS U
SETH
E COR
RECT
VHF C
HANN
ELFO
R YO
UR M
ESSA
GE
ALW
AYS U
SETH
E COR
RECT
VHF C
HANN
ELFO
R YO
UR M
ESSA
GE
TERN
EUZE
N
ship
-shi
p
Up
str
eam
fr
om
bu
oy
100,
th
ere
is:
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mpu
lsory
list
enin
g w
atch
on th
e shi
p-sh
ip ch
anne
l VHF
10
- no
activ
e mon
itorin
g
by th
e VTS
Cent
re
- no
rada
r cov
erag
e
at th
e VTS
Cent
re
- fo
r sea
goin
g tra
ffic:
co
mpu
lsory
repo
rtin
g
to o
ther
traffi
c
inbo
und
at b
uoy 1
16,
ou
tbou
nd at
buo
y 111
on
chan
nel V
HF 1
0
TRAF
FIC C
HANN
ELS (
com
pulso
ry lis
teni
ng w
atch
)Tra
�c a
rrang
emen
ts sh
ip-sh
ip.Tra
�c i
nfor
mat
ion -
gene
ral.
Shor
e bas
ed pi
lotag
e.Co
mpu
lsory
repo
rting
.
RADA
R CH
ANNE
LSNa
vigat
ional
assis
tanc
e (Ra
dar in
form
ation
).Po
rt inf
orm
ation
wh
en th
ere i
s no s
peci�
c por
t inf
orm
ation
chan
nel a
vaila
ble.
HANS
WEE
RT
Obst
14
9384
6576
100
BRES
KENS
VHF 11
VHF 11
VHF 11
VHF 11
uitk
ijk Ze
lzate
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rbou
r mas
ter
serv
ice G
ent
harb
our m
aste
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rvice
Tern
euze
nTR
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C CHA
NNEL
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ry lis
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atch
)Tra
�c a
rrang
emen
ts sh
ip-sh
ip.Tra
�c i
nfor
mat
ion -
gene
ral.
Com
pulso
ry re
porti
ng.
h+0’
EXTR
A CO
MPU
LSOR
Y REP
ORTI
NGFO
R AL
L PRO
FESS
IONA
L TRA
FFIC
Whe
n ent
ering
and l
eavin
g the
port
of Ze
ebru
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Afte
r moo
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r befo
re de
partu
re.
35W
ALS-
OORD
EN
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S-OO
RDEN
Fairy
bank
rada
r con
trol
Zeeb
rugg
e
VHF 19
Zelza
tebr
ug
VHF 65
VHF 03
buoy
22 |
Dow
jetty
42A
| buo
y 45 |
MG1
7
traffi
c cen
tre Ha
nswe
ert
traffi
c cen
tre Te
rneu
zen
EXTR
A CO
MPU
LSOR
Y REP
ORTI
NGFO
R AL
L PRO
FESS
IONA
L TRA
FFIC
On le
aving
the t
ra�
c �ow
.
EXTR
A CO
MPU
LSOR
Y REP
ORTI
NGFO
R AL
L PRO
FESS
IONA
L TRA
FFIC
On le
aving
the h
arbo
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weigh
ing an
chor,
berth
ing
and d
epar
ture
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ay be
fore
ente
ring t
he tr
a�c �
oww
ithin
por
t ent
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singe
n
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traffi
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tre V
lissin
gen
VHF 14
A1bi
s
EXT
RA
REP
OR
TIN
GFO
R S
EAG
OIN
G V
ESSE
LS
befo
re le
avin
g(=
bef
ore
unm
oori
ng in
lock
or a
t te
rmin
al)
on V
HF
chan
nel 8
5
Mes
sage
:Sh
ip’s
nam
ePo
siti
onD
raug
htD
esti
nati
onR
elev
ant
man
oeuv
res
Inbo
und
to A
ntw
erpe
n:at
Buo
y 35
at B
uoy
65Zu
id S
aeft
inge
on V
HF
chan
nel 1
2
Mes
sage
:Sh
ip’s
nam
ePo
siti
on
3
105
111
www.vlaamsehydrografie.bewww.vlaamsehydrografie.be
+C
ON
TA
CT
DE
TA
ILS
VT
S SC
HE
LD
T A
RE
A
Tra
ffic
Cen
tre
Zeeb
rugg
e Te
l:
+32
(0)5
0 55
08
02
Fax:
+3
2 (0
)50
54 7
4 00
Em
ail:
vts-
zeeb
rugg
e@vt
s-sc
hel
dt.n
et
Tra
ffic
Cen
tre
Vli
ssin
gen
Tel:
+3
1 (0
)118
42
47 9
0 Fa
x:
+31
(0)1
18 4
7 25
03
Emai
l: vt
s-vl
issi
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n@
vts-
sch
eldt
.net
Sch
elde
Coo
rdin
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n C
entr
e Te
l:
+31
(0)
118
42 4
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+31
(0)
118
42 4
7 60
Fa
x:
+31
(0)
118
41 8
1 42
+31
(0)
118
46 7
7 00
Em
ail:
gna-
scc@
vts-
sch
eldt
.net
Tra
ffic
Cen
tre
Tern
euze
n
Tel:
+3
1 (0
)115
68
24 0
0 Fa
x:
+31
(0)1
15 6
3 06
99
Emai
l: vt
s-te
rneu
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@vt
s-sc
hel
dt.n
et
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tre
Han
swee
rtTe
l:
+31
(0)1
13 3
8 27
51
Fax:
+3
1 (0
)113
38
33 1
1 Em
ail:
vts-
han
swee
rt@
vts-
sch
eldt
.net
Tra
ffic
Cen
tre
Zan
dvli
etTe
l:
+32
(0)3
569
91
23
Fax:
+3
2 (0
)3 5
69 9
2 48
Em
ail:
vts-
zan
dvlie
t@vt
s-sc
hel
dt.n
et
Uit
kijk
Zel
zate
Tel:
+3
2 (0
)9 3
44 5
1 64
Fa
x:
+32
(0)9
372
79
98
ATTE
NTIO
N: N
OT V
TS CH
ANNE
LSPO
RT CH
ANNE
L
LOCK
CHAN
NEL
WOR
KING
CHAN
NEL S
EAGO
ING V
ESSE
LS
char
tlet n
ot fo
r nav
igatio
nal p
urpo
ses
VHF 0
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HAVE
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TERM
INAL
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HANS
WEE
RT
VHF 0
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graphic design: to the point +32 (0)51 61 30 72
106
112
NOTicES TO MARiNERS JANUARY 5th 2012
Mariphone communication:
1. General principles
• all professional shipping must report to the VTs-sG on the traffic
channels. Recreational shipping with a VHf installation on board
has to be reachable.
• Undiminished the authority of the flemish and the Dutch authori-
ties, in the framework of a smooth and safe operation of shipping
traffic, the final responsibility for navigation aLWaYs remains with
the captain / traffic participant.
• all participants to the VTs-sG must observe the prescribed VHf
procedures.
• The official language is Dutch or english.
• In the operational area of Traffic centre (see brochure), a special
VHf channel – VHf K 81 – is provided for work related conversations
between inland waterway vessels that do not belong on VHf K12. all
inland waterway vessels are requested to apply this correctly.
2. Proper conversation procedures
from the common announcement of the Belgian and Dutch scheldt
directors – announcement no. 03/98:
considering the importance of the application of the philosophy of use
of the mariphone area division of the VTs-sG […], all VTs participants
must strictly observe the procedures. Traffic participants that are
inside the VTs-sG operational area, are implicitly participants to the
VTs-sG, and are therefore obliged to conform themselves to the ap-
plicable legislation and regulations within the VTs-sG, and must act
accordingly.
In order to be able to perform the tasks of a VTs, rules and proce-
dures have been fixed on, based on IMo guidelines, national legisla-
tion and international radio regulations. one of the most important
components of a VTs is communication. This concerns mutual
113
www.vlaamsehydrografie.be
communication between traffic participants and between the traffic
participants communication with a traffic control centre. Good com-
munication is based on call discipline. There is an urgent need for
improvement of the call discipline within the VTs-sG.
In order to reach a proper use of the call discipline, eVeRY participant
to the VTs-sG must observe the following rules:
• it is forbidden to broadcast without using a vessel name, or to use
an incorrect vessel name;
• use the complete name of a traffic centre;
• use the basic wording as stated in the radiotelephony prescrip-
tions;
• any unnecessary conversations must be avoided;
• private conversations are not allowed over VHf channels used
within the VTs-sG;
• make sure there are no ongoing conversations before calling;
• it is forbidden to interrupt conversations, except in case of emer-
gency;
• speak clearly and understandable, in order to avoid having to
repeat messages;
• the VHf channels must only be used for their intended purpose;
• background noise must be avoided at all cost;
• it is forbidden to use indecent and provocative language;
• traffic arrangements are directly made between traffic partici-
pants, without making use of a traffic control centre;
• avoid politeness salutations;
• in case of mandatory reports, only give the prescribed information;
• check in and out only there when prescribed;
• when making traffic arrangements it will be referred to the colour
of the vessel lights;
• Dutch or english is used as an communication language..
114
NOTicES TO MARiNERS JANUARY 5th 2012
Reducing the number of conversations
The reduction of the number of conversations will contribute to
reduce the density of traffic on the VHf channels and to promote a
disciplined use of them. currently, too many conversations are held
concerning information that the traffic participant can obtain else-
where. Part of the conversations can be avoided, when the traffic
participant observes the following recommendations:
• prepares the voyage well
• ensures that an updated hydrographic chart is is available on
board, and ready to be consulted
• takes a pilot on board when he is unfamiliar with the region or has
no knowledge of the language,
• has access to recent tidal data
• keeps to the rules
• makes arrangements that are clear for the other traffic participants
and the others involved persons.
• makes clearly his intentions known through clear shipping behaviour
• uses the possibility of obtaining information by means of the
schelde scheepvaartberichten (scheldt shipping Messages)
• makes sure to be well-informed about the traffic situation by
listening out closely
• writes the message well before broadcasting it.
3. Mandatory reports
All professional shipping must report in the VTS area according to the following general guidelines:incoming from sea:
Depending on the direction you are coming from, you will report ½
hour before arrival in the VTs area over the traffic channel of the first
block you call at.
Vessel name, position, draught, destination
115
www.vlaamsehydrografie.be
Departing from a port, a jetty, berthing place or anchorage area
inside the VTS area:
Report yourself in over the traffic channel before participating in the
traffic flow
Vessel name, position, draught, destination, number of cones (for
inland waterway shipping)
When passing an area limit:
always check yourself in in the next area over the traffic channel.
checking out is not required.
Vessel name, position, planned route (where different routes can be
taken)
consult the brochure for detailed information about area limits, traf-
fic channels, additional report and points of attention. In the coastal
area, the limit of the area ‘Wandelaar approach’ was moved as
mentioned in the annoucement 05-2009. The external limits remain
unchanged.
4. concepts
• Participant to the VTs-sG:
• anyone actively involved in the evolution of the shipping traffic
within the VTs-sG.
• Traffic participant:
• a participant who actually controls a vessel’s navigation.
• Traffic arrangements
• These are arrangements between traffic participants in order to
prevent unclear situations and/or to deviate from the shipping
rules for the good seamanship.
• Traffic information
• Information provided by a person with the proper authorization to
one or more traffic participants concerning the shipping traffic in
general or separate ships traffic in a shipping lane or a part of it.
• Traffic directions
116
NOTicES TO MARiNERS JANUARY 5th 2012
• an order given by a person with the proper authorization to one or
more traffic participants to achieve a particular result in the traffic
behaviour or an imposed order of a particular result in the traffic
behaviour (netherlands).
• Temporary directions and orders
• In special cases directions and orders can be imposed by the
competent flemish and/or Belgian authorities in special cases in
order to ensure a smooth and safe shipping traffic (Belgium).
• Pilot advice in case of remote pilotage
• Pilot advice to a captain/traffic participant in as far as the pilot
cannot exercise his function aboard the vessel that is to be piloted.
These advices can be given from another vessel or from ashore.
• Mandatory report
• These are reports to be made at fixed points or times by traffic
participants for the need of the shipping traffic and the traffic
centres.
• Port information
• Information about berths, lock planning, support from third parties
(tugboats, etc.).
5. channels (for the limits of the VHf operational areas and the VHf channels to
be used, refer to illustrations)
In function of their use, the VHf channels are classified as follows:
5.1. Traffic channels (reachability reqquirement)
• Traffic arrangement vessel/vessel
• General traffic information
• remote pilotage
• mandatory reports
5.2. Radar channels
• navigation assistance (radar information)
• Port information when no harbour information channel is available
117
www.vlaamsehydrografie.be
5.3. Port operations channel (Zandvliet)
• Port information both on the vessel’s request as well as on the
traffic centre’s initiative
• lock information
5.4. inland waterway shipping Terminal channel (Zandvliet)
• Is not monitored by the traffic centre.
• non-nautical operational information between inland waterway
vessels
6. Shipping notices
The traffic centres will broadcast a shipping message on the traffic
channel at fixed time with 1 hour intervals. In addition to this mes-
sage, so-called extra shipping messages will be broadcasted when
necessary for the safety.
Times at which the shipping notice is broadcasted:
Traffic centre channel Time
Zeebrugge 69 H + 10min DutchZeebrugge 4 H + 15min english
flushing 14, 21 H + 50min first via 14, next via 21 in english
Terneuzen 11 H + 0minZandvliet 12 H + 30min
118
NOTicES TO MARiNERS JANUARY 5th 2012
7. call procedures on the Ghent –Terneuzen canal for arriving vessels
• communication with Terneuzen port service
You don’t longer need to state your draught anymore. This is known
everywhere through the central Broker system.
You may conclude your ‘sluiskil bridge’ position announcement with
‘out’ (instead of ‘over’); this position announcement is intended par-
ticularly for other waterway users. Do noT expect any response from
Terneuzen port service.You no longer need to report out to Terneuzen
port service at sas van Ghent bridge. no report out is made to the
previous block-section within the VTs-sG.
• communication with Zelzate Lookout (UKZ) and Ghent harbour-
masters’ office
If the pilot/captain wishes to obtain information regarding his berthing
place, he MaY call the Ghent harbour-masters’ office on VHf channel 5,
when staying at the Terneuzen lock complex.
Zelzate Lookout will call even the pilot/captain if an eTa at Zelzate is
needed.
Going upstream, the pilot/captain reports only to UKZ when passing
the bridge of sas van Ghent: bridge situation, other useful information
about the waterway and shipping movements (particularly oversized
vessels going downstream)
after passing through Zelzate bridge, the pilot/captain reports to the
Ghent port service. The Ghent port service provides birthing and port
information. for additional berthing information not concerning the
other waterway users, it will be switched over to another VHf channel.
once past sifferdok, the pilot/captain reports to Ghent port service.
This position report is intended mainly for shipping coming out of the
Ringvaart.
When mooring at the berthing place, the vessel reports to Ghent port
service and UKZ.
Ghent port service will answer first, then UKZ. If UKZ fails to acknow-
ledge receipt (bridge turning?) the pilot/captain will call again.
119
www.vlaamsehydrografie.be
For departing vessels
- communication with Ghent port service and UKZ
Prior to departure, the pilot/captain reports to Ghent port service
and UKZ: - ready to leave berthing place (+ turn manoeuvre or not) –
draught – destination (the port service will wish to know the destina-
tion port, the VTs, the chosen sea passage W or n) – if applicable: the
name and the number of the certificate holder for the sea passage
(this is checked before the departure of the vessel)
Ghent port service will answer first, then UKZ. Ghent port service will
provide information about the waterway and shipping movements;
this information may be completed by UKZ. If UKZ fails to acknow-
ledge receipt (bridge being turning?), the pilot may report his draught
and sea passage with the next report. If this is not done, UKZ will ask
for those details.
When entering the VTs-sG area, the pilot/captain reports to UKZ:
- the position - the eTa-ZZ UKZ provides info, if required.
The pilot/captain reports to UKZ at sidmar south. UKZ provides bridge
information.
Don’t report anymore to UKZ when passing Zelzate bridge; within the
VTs-sG you don’t report anymore at the previous block-section.
- communication with Terneuzen port service
The pilot/captain reports to Terneuzen port service at Zelzate bridge.
Terneuzen port service will provide available informatoin about locks.
You can finish your ‘sas van Ghent bridge’ message with ‘out’ (instead
of ‘over’). This position report is intended mainly for other waterway
users. Do noT expect any response from Terneuzen port service.
The pilot/captain reports to Terneuzen port service at Driekwart.
Terneuzen port service will provide the necessary lock information.
The pilot/captain reports to Terneuzen port service at sluiskil bridge.
Terneuzen port service will provide the necessary lock information.
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Report inland waterway shipping
In addition to the VHf radio communication Ghent port service on
channels VHf 5 and VHf 11, inland waterway vessels must report
their movements from and to commercial berthing places on over
VHf 78.
General: All relevant information is immediately announced by the
land stations to shipping and vice versa, also across the border.
8. Procedure in case of severe weather warnings
Within his competence as common nautical authority, the Gna may
act preventively in case of a severe weather warning issued by a
recognised meteorological office.
Gna will timely take contact in good time with the harbourmasters’
services of the concerned ports in the scheldt area. During this con-
tact, arrangements will be made concerning:
• trips currently taking place on the river
• the time for the measures will come into effect
following the chain operation, the harbourmasters’ services will get
in contact with Gna from the agreed starting time, for each vessel
leaving the harbour and for all arriving ships. after consultation with
the duty chief pilots at the scheldt coordination centre and with the
coordination of the ports, Gna will determine the most appropriate
measures regarding the safety.
Possible measures can be:
• selective or general suspension on arrivals and departures
• selective or total immobilizaton per port area
• additional assistance for laid-up ships
Gna will call off the measures taken as early as possible following
the withdrawal of the severe weather warning and/or review of the
hydro-meteorological situation.
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9. Scheldt – Obligation for inland waterway vesselsto report berthing place
as from 1 april, 2008, all inland waterway vessels that occupy or leave
a commercial mooring or sail in or out a tidal dock along the River
scheldt downstream from the Royers lock: - at container terminals
in the Deurganck dock, the europe and north sea terminal - in the
Deurganck dock (even without mooring) – at all commercial landings
along the River scheldt downstream from the Royers lock have the
obligation each time to report to the ‘schelde noord Reporting Point’
via VHf 60.
for the berthing places above the Royers lock: scheldt berthing places
and Petroleumpier south, the reporting station remains VHf 22 –
Royers lock. for the berthing or waiting places at the lock entrances,
the respective locks remain the reporting station via their respective
VHf channel. Inland shipping is reminded that a permission must be
first granted by the lock to sail into or to moor in a lock channel.
_(Source:MDK-afdelingScheepvaartbegeleiding:VTS-SGdated14/09/2011andJoint
InstructionVTS-SG,announcement05-2009dated01/07/2009)
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› 1/16B BELGiAN SHiPPiNG WATERS AND WESTERN ScHELDT - OFFiciAL LAN-GUAGES iN THE cONTROL AREA OF THE cOMMON NAUTicAL AUTHORiTY (GNA)
BaZ14/197-2011and15/203-2011arecancelled.
A. GENERAL_(Source:GNA-JointAnnouncement04-2011dated22/06/2011)
In the control area of the common nautical authority, dangerous
situations occur regularly due to communication problems between
vessels or between vessels and traffic control.
These communication problems can usually be attributed to the fact
that the crew of the vessels does not or insufficiently master the
Dutch or english language.
The safety and the fluidity of the shipping traffic as well as the safety
of the surroundings require taking measures aimed at observing the
use of the Dutch or english language in mariphone communication.
Considering that already since the scheldt Radar chain (schelde Radar
Keten) was taken into service in 1991, the Dutch or english language
are the official languages to be used in mariphone communication;
that nevertheless daily practice asks for a reconfirmation of the offi-
cial languages to be used in mariphone communication in the control
area of the common nautical authority;
considering sections 51 and 54 of the Dutch shipping Regulations
Western scheldt 1990 and section 53 of the Dutch shipping Regula-
tions for the canal from Ghent to Terneuzen, as well as considering
section 47 of the Belgian shipping Regulations for the Lower sea
scheldt, considering section 52 of the Belgian shipping Regulations
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for the canal from Ghent to Terneuzen and section 53, par. 1, sub 8°
of the flemish decree concerning the control of shipping traffic on
the maritime access and the organization of the Maritime Rescue and
coordination centre;
then the following rules are established:
ARTicLE 1. OFFiciAL LANGUAGES
In the control area of the common nautical authority (comprising the
sea approaches routes, the Western scheldt, the Lower sea scheldt
and the canal from Ghent to Terneuzen), the official languages to be
used in mariphone communication are Dutch or english.
ARTicLE 2. cOMiNG iNTO EFFEcT
These rules come into effect as from the 20th of July, 2011.
non-observance of the obligations with regard to the use of the of-
ficial language results in a penal offence, and will be liable to penal
prosecution as from the 1st of January, 2012.
However, in cases in which the crew of inland waterway vessels does
not or insufficiently know Dutch or english, and that this results
in dangerous situations, the vessel concerned will immediately be
halted. The vessel will only be allowed to continue its voyage when
there is someone aboard who speaks one of the official languages.
B. BiNNENVAARTPASSAGiERSScHEPEN, BiJKO-MENDE VOORScHRiFTEN iNZAKE KENNiS VOER-TALEN (Source:GNA-JointAnnouncement05-2011dated22/06/2011)
Considering that in the control area of the common nautical authority
the official language to be used in mariphone communication is Dutch
or english;
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NOTicES TO MARiNERS JANUARY 5th 2012
Considering that for a safe voyage of inner waterway passenger vessels
it is required that the captain or skipper on board has a satisfactory
level of knowledge of the Dutch or english language;
Considering that recently a number of dangerous traffic situations
have occurred due to the captain or skipper of an inland passenger
vessel having an insufficient level of knowledge of the english or
Dutch language;
Considering that therefore it must expressly be pointed out to in-
land passenger vessels that the captain or skipper on board must
understand and speak a sufficient level of english or Dutch;
considering sections 51 and 54 of the Dutch shipping Regula-
tions Western scheldt 1990 and section 53 of the Dutch shipping
Regulations for the canal from Ghent to Terneuzen, as well as
considering section 47 of the Belgian shipping Regulations for the
Lower sea scheldt, and considering section 52 of the Belgian ship-
ping Regulations for the canal from Ghent to Terneuzen;
Then, supplementary to the Joint announcement 04-2009 dated 25
May, 2009 'Supplementary rules aimed at increasing the safety of inland
passenger vessels and their persons on board', the following additional
rules are established:
ARTicLE 1. KNOWLEDGE OF OFFiciAL LANGUAGES
The captain or master of an inland passenger vessel must understand
and speak a sufficient level of Dutch or english so that within the control
area of the common nautical authority a fluent communication is
ensured between on the one hand an inland vessel and on the other
hand the traffic control centres and the other shipping traffic.
In case the traffic control centres establish that a captain or master
of inland passenger vessel does not have a sufficient level of know-
ledge of Dutch or english, the vessel will be imposed a sailing ban by
means of a traffic instruction
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ARTicLE 2. cOMiNG iNTO EFFEcT
The supplementary rules come into effect on 15 July, 2011, and are
published in the Dutch Government Gazette and in the Belgian state
Gazette
› 1/16c cANAL FROM GHENT TO TERNEUZEN - cHAiN OPERATiON - LOcKiNG OF SHiPS iN THE WESTERN LOcK TERNEUZEN
BaZ06/095-2011iscancelled.
for a safe and smooth circulation of ships which can only use the
Western Lock Terneuzen, and in order to prevent or limit damages by
this shipping traffic to the works, it is necessary to lay down specific
rules;
By decision dated 20 september, 2010, the Dutch shipping regulations
for the Ghent - Terneuzen canal have been changed (Government
Gazette of the Kingdom of the netherlands 2010, 748);
considering section 8 of the Treaty between the Kingdom of the
netherlands and the flemish Region with regard to the common
nautical management in the scheldt area;
considering the work agreements chain operation Ghent - Terneuzen
canal, signed on 11 May, 2010;
considering article 39, section 1, 2, 4, 5, part b and 12 and article 53 of
the shipping regulations for the Ghent - Terneuzen canal:
Then the following rules are established:
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NOTicES TO MARiNERS JANUARY 5th 2012
ARTicLE 1.
1. By ranking time is meant: the expected time of arrival at the lock.
2. ships are locked in the order of their ranking time at the lock of
Terneuzen.
3. The ranking time at the lock is calculated using a prediction model
accepted by the common nautical authority on the basis of the
departure time berth or pilot order time for sea-going vessels, and
for ships without pilot on the basis of the eTa at the pilotage point.
4. The ranking time at the lock for inland waterway vessels must be
reported by the captain to the Traffic centre Terneuzen through
VHf channel 69 or through telephone number 0115-682454.
5. The estimated locking time is determined between 12 hours and 6
hours before arrival at the lock.
6. 6 hours before arrival at the lock, the locking time becomes final.
7. In case a ship cannot meet the locking time - i.e. suffers a delay
of more than 20 minutes - this should be announced to the Traffic
centre Terneuzen as soon as possible. The ship will be allocated a
new locking time.
8. Delays of one ship may not result in delays of another ship within
the next 6 hours.
9. In case of blockings of an object, the lock planning for all ships is
deferred - if necessary.
ARTicLE 2.
These rules come into effect as from the 1st of March, 2011.
_(Source:BassVlissingen10/2011-JointAnnouncement02-2011-dated22/02/2011)
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› 1/17 WESTERN ScHELDT - SPEciAL AND EXTRAORDiNARY TRANSPORTS BaZ1/17-2011,14/198-2011and04/068-2011arecancelled.
ARTicLE 1
By special transport is meant: a floating object which is in such a
state that there is a serious risk that when sailing it will endanger the
safety of shipping traffic or will cause damages to the works, either
will sink or will lose cargo.
By extraordinary transport is meant: a transport unit of which the
length, the width, the height above the water, the draught, the ma-
noeuvrability and the speed are not compatible with the characteris-
tics and dimensions of the fairway and/or the engineering structures
to be passed.
By competent authority is meant: the common nautical authority as
meant in article 6 of the GnB Treaty, comprising the official Dutch
Port Master of Western scheldt and the flemish administrator-
General of the agency for Maritime and coastal services.
ARTicLE 2
special and extraordinary transports are only allowed to sail with
permission of the competent authority.
ARTicLE 3
1. in addition to the allowance referred in Article 2 and depending
on the type of transport, the following rules are applicable:
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NOTicES TO MARiNERS JANUARY 5th 2012
A. AREA SEAWARD FROM THE PREVENTiON AREA
Lengthoftowed Min.number Min.number Detailsobject of tugboats of pilots < 80 mtr Loa 1 1 May sail without a pilot when it concerns a tugboat that is suited to act as a port tugboat, with a captain who has know- ledge of the local area, and no other tugboats are prescribed. The transport must be able to sail through the water at a minimum speed of 6 km/h.
> 80 metres Loa 1 1 The tugboat must be via Wielingen/scheur suited to act as a port tugboat. The transport must be able to sail through the water at a minimum speed of 6 km/h.
> 80 mtr Loa via 2 1 Tugboats must be suited oostgat at Westkapelle to act as a port tugboat. The transport must be able to sail through the water at a minimum speed of 6 km/h.
> 125 mtr Loa 2 1 Tugboats must be suited to act as a port tugboat. If necessary, a sea tugboat can be used here when it is sufficiently suited.
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B. PREVENTiON AREA AND RiVER AREA
Lengthoftowed Min.number Min.number Detailsobject of tugboats of pilots < 80 mtr Loa 1 1 May sail without a pilot when it concerns a tug- boat that is suited to act as a port tugboat, with a captain who has know- ledge of the local area, and no other tugboats are prescribed. The trans- port must be able to sail through the water at a minimum speed of 6 km/h.
> 80 mtr Loa 2 1 Tugboats must be suited to act as a port tugboat.
> 150 mtr Loa 3 2 Tugboats must be suited to act as a port tugboat.
c. cANAL GHENT - TERNEUZEN
1. General regulations
Lengthoftowed Min.number Min.number Detailsobject of tugboats of pilots < 80 mtr Loa 2 1 May sail without a pilot when it concerns tugboats that are suited to act as port tugboats, with captains who have know- ledge of the local area. The transport must be able to sail through the water at a minimum speed of 6 km/h.
> 80 mtr Loa 2 1 Tugboats must be suited to act as a port tugboat.
> 150 mtr Loa 3 2 Tugboats must be suited to act as a port tugboat.
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2. Sea-going vessels mooring, departing and/or manoeuvring at
Yara (Sluiskil)
_(Source:BassVlissingen042/10dated25/05/2010)
for sea-going vessel mooring, departing and/or manoeuvring at YaRa
(sluiskil), the following prescriptions are applicable:
a. for vessels having an overall length up to 190 m and a draught of
less than 9.00m there are no extra prescriptions.
B. Vessels > 190 m are not allowed to manoeuvre when an IMo 2 gas
tanker is moored at Yara alpha.
c. Vessels having at departure an expected draught of > 10.00 m
must carry out the turn manoeuvre at arrival. The maximum
draught at Yara must be 10,67 m.
D. The maximum vessel length for making a turn manoeuvre is:
a. 205 metres with a draught between 9.50 m and 10.00 m
b. 210 metres with a draught between 9.00 m and 9.50 m
c. 225 metres with a draught less than 9.00 m
from this length, the width of any vessel moored at Yara alpha has to
be deducted.
e. Use of tugboats:
a. conventional vessels > 190 m must use minimum two (2) tug-
boats at arrival.
b. ”Lakers” and other vessels with a good functioning bow and
stern propeller will make out with sufficient towage assistance.
c. IMo-2 vessels must use at least one tugboat at arrival.
d. IMo-2 vessels < 130 meter may sail away without tugboat as-
sistance provided they are moored on starboard.
e. Towing equipment of the tugboats must be used.
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f. When a vessel must manoeuvre during loading, than act:
a. With regard to length and draught according to sub D.
b. With regard to use of tugboats according to sub e.
G. If a vessel is loading ammonia at the YaRa sluiskil quay located at
the beginning of Zijkanaal c, then :
a. Terneuzen traffic centre will announce this to the shipping via
VHf ch11.
b. for the safety, sailing vessels must adjust their speed as much
as necessary and / or possible in the matter of safety.
further information can be obtained at the Terneuzen traffic centre
via VHf channel 11 or via telephone number 0115-682401.
3. RTA’s (Requested Time Of Arrival) tide-dependent vessels with
destination the port of Ghent
_(Source:DABLoodswezen-Announcement:IA11/056dated29/06/2011)
1. Vessels with a draught of less than 9.10 m (freshwater) can sail up
at all times.
2. 'Tide-dependent vessels' with a draught of between 9.10 m and
11.49 m (freshwater) sail up according to the instructions of the
Terneuzen Port service:
a) Not earlier than: RTa flushing = ‘Lock in as from ...: … h’
(mentioned in the LIs) – 1:30 h
b) Not later than: LTa (Latest Time of arrival / ultimate pas-
sage flushing) = ‘Ultimate time at the Westbuitenhaven …
h’ (mentioned in the LIs) – 2 h 30 minutes
in case the ETA Flushing falls in-between, the vessel continues
its voyage.
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NOTicES TO MARiNERS JANUARY 5th 2012
3. ‘Tidal super’ ’ vessels with a draught as from 11.5 m (freshwater)
obtain an RTa flushing of:
a) In case of 1 (one) tidal super vessel
i. 1 hour before HW flushing - in exceptional circumstances
(missed tide and specific tidal pattern), the single tidal super
can sail up 4 hours before HW flushing after consultation
with the competent pilots
b) In case of 2 tidal super vessels
i. The first vessel of the tide 4 hours before HW flushing
ii. The second vessel of the tide 1 hour before HW flushing
c) In case of 3 tidal super vessels
i. The first vessel of the tide 4 hours before HW flushing
ii. The second vessel of the tide 3 hours before HW flushing
iii. The third vessel of the tide 1 hour before HW flushing
4. Tidal super vessels with destination Put van Terneuzen:
RTa flushing = time of HW flushing
5. Tidal super vessels with destination everingen anchorage area:
RTa flushing = 1/2 hour after HW flushing
see also important observation below.
important observation:
among others, the following points can cause a deviation in the tidal
windows:
• exceptional rise or drop of the tide
• The vessel does not reach the prescribed manoeuvring speed
at full force of at least 12 knots.
• special weather conditions (bad sight, etc.)
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In consultation with the master and on the basis of the manoeuvring
characteristics of the vessel, the pilot can always modify the advice.
for drawing up a reliable pilot advice, the stating of a true and correct
Pilot card (mentioning correct, true and complete vessel data), that
can be incorporated in the LIs database, is of vital importance.
The stated tidal windows are and remain a non-binding guideline
which can always be adjusted on the basis of experience and after
evaluation.
4. Allowed dimensions and draughts for sea-going vessels on the
canal from Ghent to Terneuzen
_(Bron:BassVlissingen007/11-GezamenlijkeBekendmaking01-2011-d.d.09/02/2011)
During several test periods the admissible dimensions and draughts
for sea-going vessels on the Ghent - Terneuzen canal have been
increased, and these test periods have been successful;
By decision dated 20 september 2010, the Dutch shipping regulations
for the Ghent - Terneuzen canal have been changed (Government
Gazette of the Kingdom of the netherlands 2010, 748);
In order to ensure the importance of the safety of the shipping traffic
as well as the importance of the maintenance of the works, it is es-
sential to establish the necessary rules;
considering article 38, paragraph 2, and article 53, paragraph 2 of the
Dutch shipping Regulations for the Ghent - Terneuzen canal, and con-
sidering article 52, paragraph 2, of the Belgian shipping Regulations
for the Ghent - Terneuzen canal;
then the following rules are established:
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cHAPTER i - SEA-GOiNG VESSELS WiTH A WiDTH UP TO AND
iNcLUDiNG A MAXiMUM OF 34 METRES AND A LENGTH UP TO AND
iNcLUDiNG A MAXiMUM OF 265 METRES
ARTicLE 1. SEA-GOiNG VESSELS SAiLiNG UP THE cANAL
1. In addition to article 38, paragraph one, article 38, paragraph one
respectively, of the Dutch and the Belgian shipping Regulations for
the Ghent - Terneuzen canal respectively, sea-going vessels with a
draught from 12.25 metres up to and including a maximum of 12.50
metres and with a keel clearance of at least 1 metre are allowed to
sail up the canal, with both the draught and the keel clearance being
valid in a situation of fresh water and with the vessel stationary, if:
a. voorafgaand aan de opvaart de diepgang van het schip wordt
gemeten door een daartoe erkend en gecertificeerd bedrijf
waarbij de meting wordt uitgevoerd in de Put van Terneuzen of
ten laatste in de Westbuitenhaven van het sluizencomplex te
Terneuzen;
b. a qualified helmsman is used;
c. tugboats are used according to the stipulations laid down in
article 3.
ARTicLE 2. SEA-GOiNG VESSELS SAiLiNG DOWN THE cANAL
1. In addition to article 38, paragraph one, article 38, paragraph one
respectively, of the Dutch and the Belgian shipping Regulations for
the Ghent - Terneuzen canal respectively, sea-going vessels with a
draught from 12.25 metres up to and including a maximum of 12.30
metres are allowed to sail down the canal, with the draught being
valid in a situation of fresh water and with the vessel stationary, if:
a. prior to the vessel sailing down the canal, the draught of the
vessel is measured at the place of departure by an authorized
and certified company;
b. a qualified helmsman is used;
c. tugboats are used according to the stipulations laid down in
article 3..
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ARTicLE 3. USE OF TUGBOATS
1. Depending on the length and the draught of the sea-going vessel,
tugboats shall be used as follows:
Lengthoverall Draught Numberoftugboats (inmetres) (inmetres) Fore Aft≥ 180 en < 210 ≤12,30 adequate tugboat assistance
≥ 210 en < 245 > 12,30 en ≤ 12,50 2 x ≥ 25 tonf 1 x ≥ 39 tonf
≥ 245 en ≤ 265 > 12,30 en ≤ 12,50 2 x ≥ 30 tonf 1 x ≥ 39 tonf
2. In deviation of the first paragraph, if the circumstances and the
manoeuvring characteristics of the vessel allow to do so safely,
it can be decided in consultation between the traffic service at
Terneuzen and the pilot of the vessel to deploy only one fore tug-
boat having at least the pulling force mentioned in the table.
cHAPTER ii - SEA-GOiNG VESSELS WiTH A WiDTH FROM 34 METRES
UP TO AND iNcLUDiNG A MAXiMUM OF 37 METRES AND A LENGTH
UP TO AND iNcLUDiNG A MAXiMUM OF 230 METRES
ARTicLE 4. SEA-GOiNG VESSELS SAiLiNG UP THE cANAL
In addition to article 38, paragraph one, article 38, paragraph one
respectively, of the Dutch and the Belgian shipping Regulations for
the Ghent - Terneuzen canal respectively, sea-going vessels with a
length overall up to and including a maximum of 230 metres and with
a width from 34 metres up to and including a maximum of 37 metres
and with a draught up to and including a maximum of 12.50 metres
and with a keel clearance of at least 1 metre are allowed to sail up the
canal, with both the draught and the keel clearance being valid in a
situation of fresh water and with the vessel stationary, if:
a. the draught of the vessel exceeds 12.25 metres, the draught is
measured by an authorized and certified company prior to the ves-
sel sailing up the canal, the measurement being carried out in the
Put van Terneuzen or at the latest in the Western outer Harbour of
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NOTicES TO MARiNERS JANUARY 5th 2012
the Terneuzen lock complex;
b. two qualified pilots are used;
c. a qualified helmsman is used;
d. tugboats are used according to the stipulations laid down in article
9 and article 10.
ARTicLE 5. SEA-GOiNG VESSELS SAiLiNG DOWN THE cANAL
In addition to article 38, paragraph one, article 38, paragraph one
respectively, of the Dutch and the Belgian shipping Regulations for
the Ghent - Terneuzen canal respectively, sea-going vessels with a
length overall up to and including a maximum of 230 metres and with
a width from 34 metres up to and including a maximum of 37 metres
and with a draught up to and including a maximum of 12.30 metres
are allowed to sail down the canal, with the draught being valid in a
situation of fresh water and with the vessel stationary, if:
a. the draught of the vessel exceeds 12.25 metres, prior to sailing
down, the draught is measured at the place of departure by an
authorized and certified company;
b. two qualified pilots are used;
c. a qualified helmsman is used;
d. an empty vessel uses its maximum ballast capacities;
e. tugboats are used according to the stipulations laid down in article
9 and article 10.
ARTicLE 6. PASSiNG AT THE LOcK
When a vessel approaches, enters and leaves the lock, a lock ap-
proach system approved by the Dutch Port Master Western scheldt
must be active.
ARTicLE 7. ViSiBiLiTY
When a vessel sails up or down the canal, horizontal visibility around
the vessel should be at least 1,000 metres.
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ARTicLE 8. WiND FORcE
1. a loaded vessel is only allowed to sail up or down the canal it the
wind force does not exceed 6 Beaufort.
2. a ballasted vessel is only allowed to sail up or down the canal it
the wind force does not exceed 5 Beaufort.
3. The wind force (based on the average wind force during 10
minutes) and the wind direction are measured at the Western
Lock in Terneuzen.
ARTicLE 9. USE OF TUGBOATS FOR PASSiNG THE LOcK
Depending on the wind force and the sailing speed / manoeuvring
speed at dead slow, the tugboats shall be used with the specified tow-
ing force in ton-force (Bollard Pull), and which are, especially at the
aft, of the 'Z-peller' type or similar, as follows:
Wind Numberoftugsrequiredtoassist a loaded vessel sailing up
the canal
Numberoftugsrequiredtoas-sist a ballasted vessel sailing
down the canal
Sailing speed< 5 knots
at dead slow
Sailing speed≥ 5 knots
at dead slow
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 Aft: 1 x ≥ 39 tonf
Fore: 1 x ≥ 30 tonf Middle: 2x ≥ 30 tonf Aft: 1 x ≥ 60 tonf of: 2 x ≥ 30 tonf
Fore: 1 x ≥ 30 tonf Middle: 2 x ≥ 30 tonf Aft: 1 x ≥ 39 tonf
Fore: 1 x ≥ 30 tonf Middle: 2x ≥ 30 tonf Aft: 1 x ≥ 60 tonf of: 2 x ≥ 30 tonf
> 5 Bft.
≤ 6 Bft.
Fore: 1 x ≥ 30 tonf Middle: 2 x ≥ 30 tonf Aft: 1 x ≥ 60 tonf of: 2 x ≥ 30 tonf
Fore: 1 x ≥ 30 tonf Middle: 2x ≥ 30 tonf Aft: 1 x ≥ 60 tonf of: 2 x ≥ 30 tonf
Sailing not allowed
Sailing not allowed
> 6 Bft. Sailing not allowed
Sailing not allowed
Sailing not allowed
Sailing not allowed
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NOTicES TO MARiNERS JANUARY 5th 2012
ARTicLE 10. USE OF TUGBOATS FOR NAViGATiON ON THE cANAL
AND iN THE WESTERN OUTER HARBOUR
1. 1Depending on the wind force and the sailing speed / manoeuvring
speed at dead slow, the tugboats shall be used with the specified
towing force in ton-force (Bollard Pull), and which are, especially
at the aft, of the 'Z-peller' type or similar, as follows:
Wind Numberoftugsrequiredtoassist a loaded vessel sailing up
the canal
Numberoftugsrequiredtoas-sist a ballasted vessel sailing
down the canal
Sailing speed< 5 knots
at dead slow
Sailing speed≥ 5 knots
at dead slow
Sailing speed< 5 knots
at dead slow
Sailing speed≥ 5 knots
at dead slow
≥ 0 Bft.
≤ 5 Bft.
Fore: 2 x ≥ 30 tonf Aft: 1 x ≥ 39 tonf
Fore: 2 x ≥ 30 tonf Aft: 1 x ≥ 60 tonf of: 2 x ≥ 30 tonf
Fore: 2 x ≥ 30 tonf Aft: 1 x ≥ 39 tonf
Fore: 2 x ≥ 30 tonf Aft: 1 x ≥ 60 tonf of: 2 x ≥ 30 tonf
> 5 Bft.
≤ 6 Bft.
Fore: 2 x ≥ 30 tonf Aft: 1 x ≥ 60 tonf of: 2 x ≥ 30 tonf
Fore: 2 x ≥ 30 tonf Aft: 1 x ≥ 60 tonf of: 2 x ≥ 30 tonf
Sailing not allowed
Sailing not allowed
> 6 Bft. Sailing not allowed
Sailing not allowed
Sailing not allowed
Sailing not allowed
2. In deviation of the first paragraph, if the circumstances and the
manoeuvring characteristics of the vessel allow to do so safely,
it can be decided in consultation between the traffic service at
Terneuzen and the pilots of a vessel sailing up to deploy only one
fore tugboat, when sailing in the outside fore Harbour / sailing
into the Western Lock, having at least the pulling force mentioned
in the table and under the simultaneous condition that sufficient
tugboats with at least the towing force mentioned in the table will
be deployed in the middle.
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3. In deviation of the first paragraph, if the circumstances and the
manoeuvring characteristics of the vessel allow to do so safely,
it can be decided in consultation between the traffic service at
Terneuzen and the pilots of a vessel sailing down to cast off the
fore tugboat(s) until after having left the Western Lock however
still in the outer fore Harbour.
cHAPTER iii - FiNAL cLAUSE
ARTicLE 11. cOMiNG iNTO EFFEcT
These regulations come into effect as from the 1st of March, 2011.
D. TiME OF DEPARTURE FROM ONE OF THE ScHELDT PORTS
When departing from one of the scheldt ports, a special or extraor-
dinary transport announces itself at least 1 hour before departure
to the competent authorities through the traffic centre of that area.
In case the circumstances require so, the competent authority can
impose deviating schedules.
E. ViSiBiLiTY LiMiTATiONS WiTHiN THE MENTiONED AREAS
In the event of a visibility of less than 1,000 metres, the fairways
inwards the oG buoy and upwards flushing Roads may not be sailed.
When during the voyage the transport encounters bad visibility, ad
hoc measures can be taken by the competent authority.
F. SHORE-BASED PiLOTAGE
special and extraordinary transports are excluded from remote pilotage.
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NOTicES TO MARiNERS JANUARY 5th 2012
2. Depending on the circumstances or technical possibilities, the
competent authority can subject the permission to special and com-
plementary rules or deviate from the rules as mentioned in the first
sub-section.
ARTicLE 4
The request for permission, as mentioned in article 2, must be done
using the checklist Transport as included in the appendix to this an-
nouncement. at least 72 hours before arriving at the control area of
the common nautical authority, the request must be sent to:
Gemeenschappelijke nautische autoriteit
commandoweg 50
4381 BH Vlissingen
phone: 0031-118-424760
fax: 0031 -118-467700
e-mail: [email protected]
ARTicLE 5
Herewith the common announcements 01/99, 07/2004 and 08/2004
are cancelled.
ARTicLE 6
These rules take effect on 15 May, 2010, and will be published in the
Dutch Government Gazette and the Belgian official Gazette.
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1
Bijlage bij GB 02-2010
Checklist Transport
Gemeenschappelijke
Nautische Autoriteit
Van: Aan: Gemeenschappelijke Nautische Autoriteit Telnr: Faxnr: Datum: Tijd:
BIJZONDERHEDEN M.B.T. HET OBJECT Naam OBJECT: G.T.: mt. Hoogte: m. Lengte: m. Ankermogelijkheden: Breedte: m. Lading: Diepgang V / A: dm. Aantal opvarenden:
INFORMATIE BETREFFENDE HET TRANSPORT
ETA / ETD MELDING
Datum: Vertrekhaven: ETA/ETD: Bestemmingshaven: Zeetraject: Wandelaar/Steenbank Ligplaats:
INFORMATIE M.B.T. DE SLEEPBOTEN
1 2 3 4
Naam: G.T.: mt. mt. mt. mt. Lengte: m. m. m. m. Breedte: m. m. m. m. Nationaliteit Roepletters: Diepgang: dm. dm. dm. dm. Bollard pull: ton ton ton ton Soort/type:
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NOTicES TO MARiNERS JANUARY 5th 2012
2
Bijlage bij GB 02-2010 Toelichting bij Checklist Transport
1-Kop van het bericht 1 - Van: Naam van de aanvrager invullen. 2- Telnr. en Fax.: Telefoonnummer en faxnummer van de aanvrager invullen. 3- Datum en tijd: Datum en tijd van verzending.
2-Bijzonderheden m.b.t. het object
1- Naam object:
2- G.T.: 3- Lengte: 4- Breedte: 5- Diepgang V/A:
6- Hoogte: 7- Ankermogelijkheden: 8- Lading :
9- Aantal opvarenden:
Naam van het object indien geen naam dan bij "informatie betreffende het transport" hierover vermelden. Gross Tonnage. Lengte over alles. Grootste breedte. Diepgang het van object. Zowel V(oor)- als A(achter)- diepgang vermelden (indien de grootste diepgang van het object niet een der genoemde diepgangen is, dan deze vermelden onder "informatie betreffende het transport"). De maximale hoogte van het object in meters boven water. Aantal ankers en of deze nog goed werken. Aard van de lading: bv. IMO lading, boorplatform op een ponton, o.i.d. aantal opvarenden aan boord van het object.
3-Informatie betreffende het transport Hier alle belangrijke bijzonderheden van het transport vermelden, bv.:
• Soort object, bv. ponton, tunnelsegment, dood schip, pijpleiding, schadeschip, etc. • Alsook bij bv. pijpleiding doorsnede leiding, hoever deze onderwater ligt (bv. in mtr., Vi of VA
onderwater o.i.d.). • Bij schadeschip welke schade, waar en de grootte v/d schade, situatieschets van de schade, etc. • Bij ponton indien lading uitsteekt hoever deze uitsteekt en aan welke zijde, etc. • Ook wanneer een sleep wordt overgenomen door een duwboot, of andere slepers dit hier
vermelden. • Manier van slepen vermelden, meerdere sleeptransporten bij elkaar (bv. 2 pijpleidingen naast
elkaar o.i.d.) • Bijzonderheden verlichting object, etc. • Indien een extra sleepboot wordt voorgeschreven op een bepaald punt (bijv.: passage,
noordelijk/westelijke grens voorzorgsgebied) dan: naam en ETA van de extra sleepboot op het bepaalde punt vermelden. Indien deze gegevens nog niet bekend zijn dan dient men deze tijdig door te geven aan de Gemeenschappelijke Nautische Autoriteit.
• Kortom alle bijzonderheden die belangrijk zijn voor de bevoegde instanties welke het transport
moeten behandelen enlof toestemming omtrent het transport moeten geven.
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_(Source:BassVlissingen042-2010dated25/05/2010-GNAVlissingen:JointAnnounce-
ment02-2010dated20/04/2010andJointAnnouncement01-2011dated09/02/2011-DAB
Loodswezen-AnnouncementIA11/056dated29/06/2011)
3
Bijlage bij GB 02-2010 4-ETA/ETD melding
1 - Datum en ETA/ETD: 2- Zeetraject:
3- Vertrekhaven: 4- Bestemmingshaven: 5- Ligplaats:
Verwachtte datum en tijd van aankomst/vertrek. Het te bevaren zeetraject (loodsstation) waarlangs men het transport in- c.q. uit wilt laten varen, hier aangeven (alleen voor transporten vertrekkend naar, of inkomend van zee. Doorhalen indien het transport alleen het binnentraject gaat bevaren). Altijd vermelden. Altijd vermelden. Altijd vermelden.
5-Informatie m.b.t. de sleepboten
1 - Naam:
2- G.T.: 3- Lengte: 4- Breedte: 5- Nationaliteit: 6- Roepletters: 7- Diepgang: 8- Bollard pull: 9- Soort / type:
De gevraagde gegevens invullen. De gevraagde gegevens invullen. De gevraagde gegevens invullen. De gevraagde gegevens invullen. De gevraagde gegevens invullen. De gevraagde gegevens invullen. De gevraagde gegevens invullen. De trekkracht van de sleepboot. Soort en/of type voortstuwing of schroef invullen (bv. of het een gewone sleepboot is, of de sleepboot een Z-peller heeft of een ander soort van voortstuwing heeft).
Formulier faxen of e-mailen:
Fax 0031 (0) 118-467700
E-mail: [email protected]
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NOTicES TO MARiNERS JANUARY 5th 2012
› 1/18A SHORE-BASED PiLOTAGE (LOA) iN THE EVENT OF PiLOTAGE iN STORMY WEATHER cONDiTiONS
BaZ2011-23/276iscancelled
Due to the addition of another type of pilotage platform at the pilot
station steenbank in the VTs scheldt area, and considering article 10
sub 2, 3 and 4, and article 11 of the scheldt Regulations, the rules for
using shore-based Pilotage are changed as follows:
A. GENERAL OBLiGATiONS AND ALTERNATiVES DURiNG SHORE-BASED PiLOTAGE cONDiTiONS
A.1 General:- at the announcement prior to sailing into the VTs working area,
the captain/traffic participant of a vessel with compulsory pilotage
will be notified of the options available in the event of the suspen-
ded 'normally operating pilotage platform".
The following 'possible' options will be presented to the vessel:
a. Helicopter pilotage;
b. Pilotage using an alternative pilotage platform, a swath ship;
c. shore-based pilotage;
d. Waiting offshore (keeping going or anchoring).
- Through the mariphone, the captain/traffic participant will be
asked a number of questions with regard to the manoeuvring
characteristics, the equipment, communication and any other
particulars required for assessing the request with regard to
pilotage technique.
- for the communication between the captain aboard and the
shore-based pilot during the shore-based pilotage, the Dutch
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or english language is used in accordance with the IMo Guide-
lines VTs (IMo standard Marine communication Phrases),
where this is practical.
- The captain of a vessel without compulsory pilotage may make
use of the shore-based pilotage service at his own request if
the vessel qualifies for the admission policy, and after accep-
tance by the shore-based pilot.
- shore-based pilotage service is applied until the pilot is
aboard, and he has taken over the navigation advisory service.
- acceptance of shore-based pilotage services by the captain is
regarded as meeting the requirements of the pilotage obliga-
tion.
A.2 captain's obligations when making use of shore-based pilotage:
- The captain/traffic participant will immediately confirm and repeat
the reception of each advice.
- The captain/traffic participant will immediately report to the
shore-based pilot when and in what way he differs from an advice
given by the shore-based pilot.
A.3 The common Nautical Authority (GNA) determines whether sea-going vessels can be eligible for shore-based pilotage.
The common nautical authority (Gna) is in charge of the admission
area with regard to the admission for vessels under shore-based
pilotage.
A.3.A. Vessels which cannot be exempted, and therefore are ex-
cluded from sailing under shore-based pilotage:
1. Those vessels that do not meet the criteria mentioned under
points B.1.2. and for the oostgat B.4.2. of this Joint announce-
ment.
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NOTicES TO MARiNERS JANUARY 5th 2012
2. 2. Vessels loaded with cargos as described in appendix 1, par.
1, 2 and 3 of the scheepvaartreglement Westerschelde (shipping
Regulations Western scheldt) (sRW).
3. Vessels with dangerous cargos which cannot be transported
according to the 'Regeling Vervoer Gevaarlijke stoffen met Zee-
schepen’ (Regulations on the Transport of Dangerous cargos on
board of sea-going Vessels) (RVGZ article 15, paragraph 2),
Government Gazette no. 1258 dated 3 Dec., 2008.
4. Gas tankers that have been marked as a vessel under 'Joint
announcement 02-2009 article 3' (sailing plan IMo2 vessel).
5. Vessels that have been marked as such by the common nautical
authority (Gna).
A.3.B. Sea-going vessels that in principle are excluded from sailing
under shore-based pilotage, but for which exemption can
be applied for at the common Nautical Authority (GNA)
(refer also to the Appendix to this Announcement, in order
to be still qualified for shore-based pilotage services):
1. sea-going vessels that are loaded or have been loaded and have
not been degassed from dangerous substances in bulk as described
in the RVGZ (article 1, par. k and article 19 amendments of treaties
and codes), unless exemption has been granted by the common
nautical authority (Gna) because of the captain's/traffic partici-
pant's familiarity with the local area (refer to appendix 1 pertaining
to this announcement).
A.4 Fairways excluded from shore-based pilotage: shore-based pilotage is not given upward of flushing Roads, including
the canal from Ghent to Terneuzen.
nor will there be 'sailing for - piloting for' from a vessel having a pilot
aboard.
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B. B. SHORE-BASED PiLOTAGE FAiRWAYS, cRiTERiA AND THE TRAFFic cENTRES FROM WHicH SHORE-BASED PiLOTAGE iS GiVEN
The fairway Scheur/Wielingen
B.1 inboundB.1.1 shore-based pilotage will be given to the vessels qualifying
for it on the following traffic lanes: buoy a south /a north -
flushing Roads and buoy nea - flushing Roads.
B.1.2 The criteria for the vessels under shore-based pilotage are:
- Length overall not larger than 175 m.
- Maximum draught not larger than 80 dm.
B.2 OutboundB.2.1 In the event of a suspended roads service, the pilot cannot
be changed. If the pilot aboard is not competent in that case
for the sea trajectory, shore-based pilotage can be given on
the trajectory as mentioned under point B.1.1 as from buoy
W6/W7.
B.2.2 cf. criteria under point B.1.2.
B.2.3 In the event the criteria for shore-based pilotage are not
met, the common nautical authority (Gna) may decide
otherwise.
B.3 Traffic centresB.3.1 Traffic centre Zeebrugge.
arriving from sea towards flushing Roads, shore-base pilot-
age is given from the Traffic centre Zeebrugge in the follow-
ing VTs areas:
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NOTicES TO MARiNERS JANUARY 5th 2012
Wandelaar
Call sign: Radar Pilot Wandelaar
Borders: The area delimited by the buoys Middelkerkebank / A North / A South / NE Akkaert / A1-bis
VHF: # 65
Zeebrugge
Call sign: Radar Pilot Zeebrugge
Borders: The area delimited by the buoys A1-bis/ NE Akkaert / Westpit / W4- W5
VHF: # 69
B.3.2 shore-based pilotage is given from the flushing traffic cen-
tre in the VTs area:
Flushing
Call sign: Radar Pilot Vlissingen
Borders: The area delimited by the buoys W4-W5/OG 17/ Flushing Roads or until a pilot is aboard
VHF: # 14
The fairway Steenbank - approach Oostgat
B.4 inboundB.4.1 shore-based pilotage will be given to the vessels qualifying
for it on the trajectory buoy schouwenbank – Westkapelle.
The pilot vessel will be in the immediate vicinity of the vessel
to be piloted before the vessel to be piloted passes the buoy
oG9.
B.4.2 The criteria for the vessels under shore-based pilotage are:
- Length overall not larger than 115 m.
- Maximum draught not larger than 64 dm.
B.4.3 shore-based pilotage is given on the trajectory buoy
schouwenbank until the position where the pilot vessel can
safely put the pilot aboard, and the pilot takes over the piloting
advice.
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B.4.4 'sailing for - piloting for': in the event the pilot vessel cannot
pilot the vessel (with the criteria mentioned under B.4.2) in
this position (see B.4.3), the vessel can receive piloting ad-
vice from a pilot aboard another ship up to flushing Roads.
Giving advices by a pilot aboard another ship is only allowed
when the vessel to be piloted sails in the immediate vicinity,
good communication is possible and when there is visual
contact, or, in the case of limited vision, good radar contact.
B.4.5 contrary to what is stipulated under B.6.1., communication
by the shore-based pilot for the benefit of the pilotage pro-
cedure sWaTH-operable vessels takes place on mariphone
channel 79 so as to clear the traffic channel. Traffic centre
steenbank informs the vessels when channel 79 must be on
standby.
B.5 OutboundB.5.1 no shore-based pilotage for outbound sailing is given for the
oostgat.
B.6 Traffic centreB.6.1 shore-based pilotage is given on the trajectory schouwen-
bank - Westkapelle from the flushing Traffic centre in the
VTs area (see B.4.1).
Steenbank
Call sign: Radar Pilot Steenbank
Borders: Schouwenbank buoy - Northern approach Oostgat
VHF: # 64
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NOTicES TO MARiNERS JANUARY 5th 2012
B.7 Piloting advice from aboard another vessel
B.7.1 Piloting advices from aboard another vessel are given on the
following VHf channels:
1. In the VTS area Steenbank => VHF 64
2. In the VTS area Flushing => VHF 14
Westrond Route
B.8 inboundB.8.1 no shore-based pilotage is given for the Westrond route.
B.8.2 after acceptance by Radar Pilot Wandelaar, as from the vi-
cinity of buoy ne-akkaert, shore-based pilotage can be given
to vessels that do not meet the criteria for the oostgat fair-
way or in the even that the captain/ traffic participant of the
vessel concerned does not want to sail through the oostgat
towards flushing Roads, but the captain/traffic participant
or vessel concerned does meet the criteria for the scheur/
Wielingen fairway.
B.9 OutboundB.9.1 no shore-based pilotage Westrond. further as mentioned
under points B.2 of this Joint announcement.
at the moment of coming into force of this announcement, the Joint
announcements of the Belgian and Dutch scheldt Directors no. 1/96
dated 20.05.1996 and no. 02/2000 dated 22.12.2000 are cancelled.
This announcement comes into force 2 days after publication in the
Dutch Government Gazette and the Belgian official Gazette.
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Appendix
iMO VESSELS WHicH QUALiFY FOR SHORE-BASED PiLOTAGE
supplement to the Joint announcement on shore-based Pilotage nr.
09-2011
Dangerous substances:
In the context of this announcement, by dangerous substances is
meant:
substances as described in Dutch Government Gazette no. 1258 dated
3 Dec., 2008, the RVGZ (article 1, par. k, and article 19 amendments
to treaties and codes).
Sea-going vessels excluded from sailing under shore-based
pilotage:
- sea-going vessels as described in chapter a3 of this announce-
ment, unless they meet the following requirements.
REQUiREMENTS:
1. List of iMO vessel qualifying for shore-based pilotage
The vessel must be on the list of IMo vessels qualifying for shore-
based pilotage, for which the common nautical authority (Gna) has
determined that in principle they qualify for 'shore-based Pilotage' in
part because of the captain's/traffic participant's familiarity with the
local area.
following data are mentioned on the list:
- name of the agency
- name of the vessel with IMo number (Lloyd number)
- name of the captain(s)/traffic participant(s) having sufficient local
experience
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NOTicES TO MARiNERS JANUARY 5th 2012
- Length overall
- Gross Tonnage (GT)
- Tank contents of the largest tank in m3, the maximum load capacity
in m3, and the number of tanks of the gas tanker that must not
sail according to a sailing plan (that is no sailing Plan Gas tanker).
2. A request must have been filed.
Requests to get or to stay on the list of IMo vessels qualifying for
shore-based pilotage shall be directed in writing to:
de Gemeenschappelijke nautische autoriteit (the common nautical
authority) (Gna) VTs scheldt area,
commandoweg 50,
4381 BH Vlissingen.
fax. +31(0)118-467700.
e-mail: [email protected]
following data must be submitted:
- The data mentioned under point 1 of this appendix.
- summary of the frequency of sailing on the Western scheldt in
the previous twelve months with the name of the captain(s)/ traffic
participant(s) in charge aboard..
The Gna evaluates whether the vessel qualifies for 'shore-based
pilotage' or not. The request mentioned under 2 will be answered in
writing by the Gna. The shipping companies (agencies) concerned
shall communicate any change immediately.
3. There must be a positive evaluation.
The following criteria will be used during the evaluation:
- Gas tanker that must not sail according to a sailing plan (that is no
sailing Plan Gas tanker).
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- Length overall not larger than for:
- the Wielingen: 125 mtr.
- the oostgat 85 mtr.
- Maximum draught not larger than for:
- the Wielingen: 60 dm.
- the oostgat: 45 dm.
- number of voyages:
a. In the preceding 4 months, the captain/traffic participant
has sailed at least 8 times on one of the below-mentioned
trajectories in or out, or a combination of both.
OR :
b. In the preceding 12 months, the captain/traffic participant
has sailed at least 24 times on one of the below-mentioned
trajectories in or out, or a combination of both.
c. The trajectories are:
o Wandelaar – flushing Roads
o steenbank – flushing Roads
Beware: sailing once in or out counts for one.
4. Administrative procedures.
The Gna ensures keeping the lists up-to-date, and that the updated
lists reach the flemish and Dutch pilotage services.
_(Source:BassVlissingen089-2011dated.02/11/2011-GNA:JointAnnouncement09-
2011dated25/10/2011)
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NOTicES TO MARiNERS JANUARY 5th 2012
› 1/18B SHORE BASED PiLOTAGE (LOA) - iNFORMATiON FOR SHiPPiNG BaZ1/18B-2011cancelled
In the event of a suspended pilotage platform for small and/or all
vessels on the pilot station Wandelaar, all shipping will be informed
about the possibility, under certain conditions, of receiving ‘shore
based pilotage’ via an ‘information for shipping’:
shore based pilotage can be obtained from approximately hour
LT from the traffic centre centre in Zeebrugge for vessels headed
towards flushing and beyond, with an overall length that does not
exceed 175 m and a maximum draught of 80 dm.
contact: Traffic centre Wandelaar: VHf kanaal 65.
see also §a1 of article 1/18a
_(Source:MDK-DABLoodswezen)
› 1/19 HELicOPTER PiLOTAGE iN ALL WEATHER cONDiTiONS BaZ1/19-2011iscancelled.
as of 1 october 2002, helicopter pilotage has been offered in all
weather conditions within the limits of the operational possibilities of
the pilotage service to all vessels that meet the following conditions:
• meet the safety requirements (cf. section 1)
• comply with the reporting procedure of pilot station Wandelaar
when arriving (cf. section 2)
• have been registered in the pilot database ‘helicopter-operable
vessels’. (request form section 3)
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Procedure:
When the pilot launch of an arriving helicopter-operable vessel, at the
shipping company’s request, is carried out using a helicopter, the fee
has been set at 1980€. The piloting of the vessel takes place near the
oostyck.
The winching operations will take place in an area that is bordered by
the following coordinates:
51°26’,95 n - 2°31’,12 e
51°26’,95 n - 2°46’,34 e
51°20’,92 n - 2°46’,34 e
51°21’,38 n - 2°31’,12 e
The pilot-boarding of helicopter-operable vessels in all weather
conditions only happens at the request of the operator (shipping com-
pany, agent, captain, chartering company). The request for helicopter
pilotage, addressed to the pilotage services, must be made simul-
taneously with the initial pilot request (at least 6 hours in advance).
In this initial pilot request it will be confirmed if the ship meets the
minimum safety specifications or not.
should the weather conditions worsen within these 6 hours, helicop-
ter pilotage can still be requested up until 2 hours before arriving
at the pilot station. The reporting procedure Pilot station Wandelaar
must be followed correctly (cf. section 2).
a helicopter pilot lift-off request for a vessel sailing out in normal
weather conditions must be made together with the pilot request.
When the Dienst afzonderlijk Beheer Loodswezen (service sepa-
rate Management Pilotage) imposes the picking up of a pilot from a
helicopter-operable vessel while using a helicopter, the helicopter fee
is set at 1280€. Picking up the pilot will be done near the Wandelaar.
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NOTicES TO MARiNERS JANUARY 5th 2012
There are three alternatives for vessels that are not helicopter-operable:
• The captain can take his pilot along to a foreign port. The fees for
sailing along will be determined according to the Revised scheldt
Regulations of the flemish pilotage decree.
• The proper authority (Department shipping assistance service /
Rijkshavenmeester) can, in accordance with the regulations, grant
an ad hoc exemption to the vessel involved.
• The captain can wait for better weather conditions.
1. SAFETY PREScRiPTiONS FOR HELicOPTER PiLOTAGE
1. Helicopter-operable vessels• Vessels with a length under 125m (Loa) are not helicopter-operable.
• Vessels with a length of 125m up to 150m (Loa) are helicopter-
operable if they have been registered in the databank of the pilotage
services and only in the period between sunrise and sunset.
• Vessels with a length of over 150 m (Loa) are helicopter-operable
if they have been registered in the databank of the pilotage services.
2. Acceptance policy for helicopter pilotagea helicopter winching may always be refused by one of the following
persons:
• The pilot
• The helicopter pilot
• The helicopter hoist operator
3. Recommended minimum winching area To winch the pilot safely aboard a “clear-zone” must be present.
The “clear-zone” is a circular surface with a diameter of 3 metres
unless the winching height is greater than 4 metres. In that case a
“clear zone” of 5 metres is required.
The maximum winching height may not be greater than 10 metres.
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The “clear zone” must be clear of any obstacles such as cargo re-
mains, dirt, loose objects, etc.
The flemish Pilotage service keeps a databank of all vessels that
qualify for these minimum specifications. a request form for registra-
tion into this databank will be distributed by the pilots (cf. section 3).
4. Recommended landing areaIn the event of a “full landing”, the rules of the International chamber
of shipping (Ics), Guide to Helicopter - ship operations apply.
5. Precautions to be taken aboardBoth during the day and the night a crew must be on deck consisting
of one officer and one crewmember provided with the necessary com-
munication.
sufficient deck lighting must be used during night time, however it
may not blind the helicopter crew and the pilot.
6. Gas vessels check on the emission of gassesThe Master of an LPG vessel having a reliquefaction installation
aboard must:
- Make sure that the lowest appropriate pressure in the cargo tanks
is maintained just before the arrival of the helicopter and
- all reliquefaction operations are suspended, and the system is
stopped until the helicopter operations have been terminated.
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NOTicES TO MARiNERS JANUARY 5th 2012
2. REPORTiNG PROcEDURE PiLOT STATiON WANDELAAR
Vessels are requested to confirm their eTa at least 2 hours before
arrival at the KB buoy (51° 21’,08n - 2° 42’,91e) on VHf-channel 60 to
“Wandelaar approach”.
They must also report to “Traffic centre Wandelaar” on VHf-kanaal
65 for radar identification:
• coming from the west, when passing the oost-Dyck buoy
(51° 21’,43n - 2° 31,20e) of
• coming from the north, when passing the sW Thornton buoy
(51° 31’,00n - 2° 51’,00e)
The Master can be requested by the helicopter dispatching to carry
out speed and/or course corrections, and to switch the radar installa-
tions to standby during the winching operations.
all radio communications are through VHf channel 65 or 69, depending
on the vessel’s position.
contact information HeLIcoPeR PILoT ZeeBRUGGe
Mobile phone: 00 32 (0) 499 59 32 00 (Helicopter coordinator)
Phone: 00 32 (0) 50.55.77.20
fax. 00 32 (0) 50.54.74.00
Mobile phone: 00 32 (0) 473 89 70 02 (chief pilot)
Initial contact can be made at the following e-mail address:
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3. REQUEST FORM REGiSTRATiON iN DATABASE HELicOPTER-OPERABELE VESSELS
Undersigned:
Master, of m.s.& call sign
Hereby declares that mentioned vessel fully complies with the minimum specifications as stipulated in the safety instructions for pilot transfer by helicopter.
Mentioned vessel has a:
Landing area in accordance with I.c.s. Guide to Helicopter - ship operation. YES NO
a winching area in compliance with the require-ments as stipulated in the safety instructions of the flemish Pilotage for pilot transfer by helicopter.
YES NO
furthermore the vessel’s staff is fully aware of the precautions to be taken aboard, prior to and during pilot transfer by helicopter.
YES NO
Site of the landing or winching area:
.......................................................................................................................................................
Useful details regarding the landing or winching area:
.......................................................................................................................................................
.......................................................................................................................................................
.......................................................................................................................................................
...........................................Date:...........................................signature of the master:
Please forward this application form by fax : 00 32 (0) 50.54.74.00 (during suspended pilotage) or by email: [email protected]
Undersigned:
Master, of m.s. & call sign
Hereby declares that mentioned vessel fully complies with the minimum specifications as stipulated in the safety instructions for pilot transfer by helicopter. Mentioned vessel has a:
Landing area in accordance with I.C.S. Guide to Helicopter – Ship Operation.
YES NO A winching area in compliance with the requirements as
stipulated in the safety instructions of the Flemish Pilotage for pilot transfer by helicopter.
YES NO
Furthermore the vessel’s staff is fully aware of the precautions to be taken aboard, prior to and during pilot transfer by helicopter.
YES NO
Site of the landing or winching area: ....................................................................................................................................................... ....................................................................................................................................................... Useful details regarding the landing or winching area: ....................................................................................................................................................... ....................................................................................................................................................... ....................................................................................................................................................... ………………………………………………………………………………………………….. …………………………………………………………………………………………………... ............................................... Date: ........................................... Signature of the master: Please forward this application form by fax : 00 32 (0) 50.54.74.00 (during suspended pilotage) or by email: [email protected]
REGISTRATIONFORM FOR DATABASE OF HELI-OPERABLE SHIPS REGiSTRATiONFORM FOR DATABASE OF HELi-OPERABLE SHiPS
Undersigned:
Master, of m.s. & call sign
Hereby declares that mentioned vessel fully complies with the minimum specifications as stipulated in the safety instructions for pilot transfer by helicopter. Mentioned vessel has a:
Landing area in accordance with I.C.S. Guide to Helicopter – Ship Operation.
YES NO A winching area in compliance with the requirements as
stipulated in the safety instructions of the Flemish Pilotage for pilot transfer by helicopter.
YES NO
Furthermore the vessel’s staff is fully aware of the precautions to be taken aboard, prior to and during pilot transfer by helicopter.
YES NO
Site of the landing or winching area: ....................................................................................................................................................... ....................................................................................................................................................... Useful details regarding the landing or winching area: ....................................................................................................................................................... ....................................................................................................................................................... ....................................................................................................................................................... ………………………………………………………………………………………………….. …………………………………………………………………………………………………... ............................................... Date: ........................................... Signature of the master: Please forward this application form by fax : 00 32 (0) 50.54.74.00 (during suspended pilotage) or by email: [email protected]
REGISTRATIONFORM FOR DATABASE OF HELI-OPERABLE SHIPS
_(Source:MDK-DABLoodswezen)
162
NOTicES TO MARiNERS JANUARY 5th 2012
› 1/20A BELGiAN cOASTAL PORTS - OVERSiZED cOMMERciAL VESSELS BaZ1/20A-2011cancelled
following art 3, 3° of the KB of 4-8-1981, stipulating the police and
shipping regulations for the Belgian territorial sea, the ports and
the beaches of the Belgian coast, the following standards have been
determined for an oversized vessel according to port:
1. Zeebrugge:vessels with an overall length of over 169,27 metres and/or a draught
greater than 8 metres.
2. Oostende:vessels with an overall length of over 130 metres and/or a draught
greater that 7,2 metres.
3. Nieuwpoort:vessels with an overall length of over 75 metres and/or a draught
greater than 4,6 metres.
_(Source:MDK-DABLoodswezen)
163
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› 1/20B BELGiAN cOAST - TRAFFic SiGNALS BaZ1/20B-2011cancelled
In the ports of Zeebrugge and ostend the following international
signals apply:
1 f
L Grave emergency
a
s
H all vessels must make
I way according to
n instructions
G
___________________________________________________
2 one way traffic
Vessels may only sail in
the indicated direction
___________________________________________________
3 one way traffic
Vessels may only sail in
the indicated direction
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NOTicES TO MARiNERS JANUARY 5th 2012
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.
___________________________________________________
_(Source:MDK-afdelingScheepvaartbegeleiding)
165
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› 1/21 cOASTAL YAcHT BASiNS - SPEED LiMiT FOR MEcHANicALLY POWERED VESSELS BaZ1/21-2011iscancelled.
In the coastal yacht basins, the following speed limits apply for me-
chanically powered vessels:
• In the port shipping lanes of nieuwpoort and Blankenberge be-
tween the jetties and in the shipping lane leading to the harbours,
the maximum allowed speed is has been set at 5 knots.
• In the harbour docks of nieuwpoort and Blankenberge, the sailing
speed may not exceed 3 knots.
• In the Montgomery Dock, Visserij Dock and Vuurtoren Dock in os-
tend, and the Prins albert Dock and Tijdok in Zeebrugge, the sailing
speed may not exceed 3 knots.
These limits are indicated by signs that have be posted on both sides
of the port shipping lane on the jetties and on the banks when entering
the harbour docks.
These speed limit signs will always be accompanied by a sign
‘Verboden hinderlijke waterbeweging te veroorzaken’ (Prohibited to
produce disturbing water movements).
_(Source:MDK–afdelingKust–teamOntwikkelingKust)
166
NOTicES TO MARiNERS JANUARY 5th 2012
› 1/22A PORT OF OSTEND - SPEciAL TRAFFic SiGNALS - FLicKERiNG LiGHTS BaZ1/22A-2011cancelled
1. Two traffic signs facing towards land will be placed under a yellow
flickering light at the entrance of the Montgomery dock: the top
one showing red arrows, the bottom one green ones.
following sailing instructions will be given:
forbidden: direction -sea
- fishing lock +
tidal dock
-back port
allowed: direction -sea
- fishing lock +
tidal dock
-back port
forbidden: direction -sea
-back port
allowed: direction - fishing lock +
tidal dock
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forbidden: direction -sea
allowed: direction - fishing lock +
tidal dock
-back port
forbidden: direction -back port
allowed: direction -sea
- fishing lock +
tidal dock
2. Two traffic signs facing land will be posted under a yellow flickering
light at the entrance of the fishing lock: the top one showing red
arrows, the bottom one green ones.
following sailing instructions will be given:
forbidden: direction -sea
-Montgomery dock
-back port
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NOTicES TO MARiNERS JANUARY 5th 2012
allowed: direction -sea
-Montgomery dock
-back port
forbidden : direction -sea
-back port
allowed: direction -Montgomery dock
forbidden: direction -sea
allowed: direction -Montgomery dock
-back port
forbidden: direction -back port
allowed: direction -sea
-Montgomery dock
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3. a red stop light facing seawards will be placed under a yellow
flickering light at the mooring quay foxtrot at the east side of the
shipping lane. The word “sToP” will be visible.
This indicates a formal direct order to stop and wait until the lights
are extinguished for vessels sailing from the back port.
_(Source:MDK-afdelingScheepvaartbegeleiding)
› 1/22B PORT OF OSTEND - SiGNALLiNG iNSTALLATiON FOR WATER DiScHARGES BaZ1/22B-2011cancelled
a signalling installation has been provided at the weir of sas-slijkens
and at the outer port bridge in the back port for all vessels moored
there, consisting of a fixed orange and red light.
The orange light will be switched on when discharging through the
small gates.
The red light will be switched on when discharging through the large
gates.
These signals indicate to the owners of the vessels moored there that
increased vigilance is in place because of the strong additional cur-
rents that are being created.
_(Source:WaterwegenenZeekanaal(WenZ)
170
NOTicES TO MARiNERS JANUARY 5th 2012
› 1/23 cOASTAL YAcHT HARBOURS - SAiLiNG OUT OF PLEASURE BOATS BaZ1/23-2011iscancelled.
In accordance with the Belgian Royal Decree including police and
shipping regulations for the Belgian territorial sea, the ports and the
beaches of the Belgian coast dated 04.08.1981, the prohibition of the
sailing out for pleasure boats and beach fishery is indicated as fol-
lows:
art. 37 § 4. In the ports, the prohibition resulting from paragraph 1 is
indicated during daytime by a black mark formed by two cones point
to point, vertically one below the other, at night-time by a violet flash-
ing light visible all around.
These signals will be pull up or shown:
a) Ostend:
on the building Vloot dab at the entrance of Montgomery dock
(black diabolo)
b) Blankenberge:
on the mast near the lighthouse building (black diabolo)
c) Zeebrugge:
on the mast at the north side marina exit (black diabolo)
d) Nieuwpoort:
on the pilot services building at the marina entrance (black diabolo)
on the dolphin at novus Portus exit (led board showing blue diabolo)
at the locations on the coast mentioned in article 32, the prohibition
stipulated in § 1 is made known by the municipal authorities with an
appropriate daymark.
_(Source:MDK-afdelingScheepvaartbegeleiding)
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› 1/24A PORT OF ZEEBRUGGE - TRAFFic REGLEMENTATiONS ViSART SLUiS – PRiNS ALBERTDOK – TiJDOK BaZ1/24A–2011cancelled
With the Visart Lock coming into operations again we would like to
remind everybody that vessel traffic coming from
or in the direction of the Visart Lock has right of way over vessels
coming from the Prince albert Dock (old fishing Port) and “Tijdok’.
Those vessels have to ask permission from the Port control Zee-
brugge (VHf channel 71) before leaving the Prince albert Dock /
Tijdok
_(Source:MBZ–Zeebrugge)
› 1/24B PORT OF ZEEBRUGGE - YELLOW-BLUE FLASHiNG LiGHT BaZ1/24B-2011cancelled
We would like to inform the mariners that a yellow-blue flashing
light has been posted on the porch of drainage lock in Heist. The blue
flashing light will be activated for two minutes before opening the
lock. after opening the lock the yellow flashing light will be activated
and will remain active for as long as water is being discharged. The
mariners must take into account any hindrance coming from the ad-
ditional currency.
_(Source:WaterwegenenZeekanaal(WenZ))
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NOTicES TO MARiNERS JANUARY 5th 2012
› 1/24c LNG-SHiPPiNG: PROcEDURES BaZ05/083-2011iscancelled.
cHAPTER i - GENERAL PROViSiONS
1. GeneralThe arrival, the stay at, and the departure from Zeebrugge of an LnG
tanker are operations that must proceed strictly in accordance with a
predetermined plan.
at Zeebrugge, a co-ordination centre has been established, hereinaf-
ter referred to as VTs-sG (Vessel Traffic services River scheldt area),
and which is manned 24 hours a day, monitoring these activities in
conjunction with Port control Zeebrugge.
2. RegulationsThe control measures remain unaltered whether a LnG tanker is
empty and not gasfree or not, whether it is partially or fully loaded, on
approaching or leaving the port.
for LnG vessels carrying air or inert gas, the harbour master informs
the other partners whether the 'LnG procedures' apply or not. a
gasfree certificate must be sent to VTs-sG or the harbour master's
service MBZ in advance.
VTs-sG and the harbour master's service MBZ determine and check
the time of arrival, in consultation with the ship's command and the
LnG terminal.
all incidents, technical failures on board of the LnG vessel, occurring
during the sea voyage as well as during the stay in the harbour, must
be reported immediately to the VTs-sG and Port control. In turn, VTs-
sG informs the MRcc and the Gna.
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3. Position reporting/E.T.A.five (5) days in advance to the arrival at Zeebrugge, the position of the
LnG tanker must be reported every 24 hours to the 'Maatschappij van
de Brugse Zeevaartinrichtingen (MBZ).
compulsory reporting by the LnG tanker to VTs-sG of the time of
arrival at 48, 24, 6 hours and 1 hour prior to het arrival at the pilot-
boarding position. VTs-sG informs Zeebrugge Pilotage accordingly.
24 hours prior to the arrival at the pilot-boarding position, the LnG
tanker will inform VTs-sG and MBZ that no defects have been ob-
served or are anticipated to the ship, her means of propulsion and her
equipment.
Depending on the nature of any defect, the admission of the ship to
the port can be authorized or withheld. any changes to the condition,
must be reported immediately to VTs-sG.
4. Recommended anchorage areas• any anchorage area to be assigned by the VTs-sG
• north of the 'an' buoy
• Possibly south of the 'aZ' buoy
• The most easterly emergency anchorage area outside the fairway
is north of the ne akkaert buoy
5. VTS-SG guidance / position information / VHF communica-tion
as from the first VHf contact with 'Wandelaar approach', the LnG
tanker becomes subject to the guidance of the VTs-sG.
Traffic zone 'Wandelaar Approach'from in the west to the line formed by buoys Westende -
Middelkerkebank - oostdyckcALL SiGN: Wandelaar Approach - VHF channel : 60
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NOTicES TO MARiNERS JANUARY 5th 2012
once the LnG tanker has passed the buoy 'oostdyck', VTs-sG can, at
request of the master / pilot, supply continuous position information
to the LnG tanker.
once passed the buoy 's5', position information is continuously sup-
plied to the LnG tanker.
The assistance by the VTs-sG is supplied on the traffic channels of
the traffic zone concerned.
Traffic zone 'Wandelaar'from the line formed by buoys Westende - Middelkerkebank -
oostdyck to the line formed by buoys – a1-bis – s 2 – VG6cALL SiGN: Traffic center Wandelaar – VHF channel : 65
Traffic zone 'Zeebrugge'from the line formed by buoys a1-bis – s 2 – VG6 including the Pas
van het Zand to the Zeebrugge breakwaterscALL SiGN: Traffic center Zeebrugge – VHF channel: 69
The continuous position information in the traffic zones 'Wandelaar
approach", 'Traffic center Wandelaar', Traffic center Zeebrugge' and
in the port of Zeebrugge is supplied via the radar channel.
cALL SiGN: Radar Zeebrugge – VHF channel 4
The fact that the LnG tanker is making use of the radar channel does
not relieve her of her duty to continuously monitor the traffic chan-
nels 60, 65 and 69 of the relevant traffic zones.
once they have passed the 'Z' buoy, inbound LnG tankers must be
reachable for Port control Zeebrugge on VHf channel 71.
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cHAPTER ii - LARGE LNG cARRiERS
6. DefinitionBy large LnG carriers is meant LnG tankers with a length exceeding
200 metres.
Here, one distinguishes between three large groups: regular LnG
carriers, Q-flex series, Q-max series.
Regular LnG carriers:
Loa: < 300 metres - Woa: < 50 metres - D max: 13.5 m - LnG capacity:
<175,000 m³
Q-flex
Loa: 315 metres – Woa: 50 metres - D max: 13.6 m - LnG capacity:
217,000 m³
Q-max
Loa: 345 metres – Woa: 53.8 metres – D max: 13.6 m – LnG capacity:
266,000 m³
7. Nautical regulations upon arrival
7.1. Pilot boarding
The pilot designated to the LnG tanker submits a sailing plan, at least
one hour prior to eTa of the LnG tanker at the buoy 'a'-zuid.
VTs-sG will broadcast the sailing plan (including the various passage
points and passage times) simultaneously on traffic channels 65 and
69 at the following times:
• 1 hour prior to the arrival of the LNG tanker at the 'AZ' buoy• at the arrival of the LNG tanker at the 'AZ' buoy
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NOTicES TO MARiNERS JANUARY 5th 2012
The pilot boards the LnG tanker 1 mile east of the line formed by the
buoys 'aZ' and 'an', well clear of any pilot boarding/disembarking
operations by other vessels, which will be requested by traffic centre
Wandelaar to keep a safe distance from the LnG tanker of at least
half a mile during this operation.
7.2. Route
Inbound LnG tankers shall follow the route: precautionary area Wan-
delaar - Vaargeul 1 - s3/s4 - Ribzand - Pas van het Zand. Depending
on traffic agreements made earlier and on fairway obstructions, LnG
tankers can deviate from this and follow the route sW akkaert - a1 -
scheur West - Ribzand and Pas van het Zand.
The LnG tanker is classified as'OVERSiZED VESSEL'
all shipping present in the traffic zone will be warned by VTs-sG of
the presence of an inbound LnG tanker en route from the 'aZ' buoy to
the port of Zeebrugge.
7.3. Permission to enter the port
• an LnG tanker entering the port of Zeebrugge for the first time,
will do so by daylight during the entire route.
• The first Q-max type presenting itself for entering the port, will do
so with rising water as well.
• Prior to entering the port, the master will ask Port control Zee-
brugge for permission and will inform VTs-sG.
• Permission to enter the port will be granted by Port control Zee-
brugge subject to compliance with the following conditions:
7.3.1. By MBZ
7.3.1.1. necessary provisions must have been made for the recep-
tion of the LnG tanker (fluxys LnG Zeebrugge).
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7.3.1.2. no ammunition carrying vessels may be present in the outer
port.
7.3.1.3. no gas tanker, for which no checklist 'simultaneous call of an
LnG tanker and a gas tanker for rinsing' has been delivered
by a gas expert, is present in the outer port.
7.3.1.4. at least 4 tugs must be able to proceed in time to assist the
LnG tanker before she passes the 'sZ' buoy (scheur-Zand).
a 5th tug will assist as from passing the breakwaters.
* For regular LNG carriers: a minimum bollard pulling power with a
total force of 180 tonnes is required for the 5 tugboats.
* For the Q-flex series: a minimum bollard pulling power with a
total force of 210 tonnes is required for the 5 tugboats.
* For the Q-max series: a minimum bollard pulling power with a
total force of 305 tonnes is required for the 5 tugboats.
• four tugs must be ready to render effective assistane
before the LnG tanker passes the 'sZ' buoy.
• The LnG tanker must be equipped to fasten four tug-
boats to the deck. it is forbidden to make use of the
'sunken bits' on the side of the ship.
• The towing lines used will always be steel cables sup-
plied by the tugboats.
• one or more tugboats must be equipped with fire-fight-
ing equipment appropriate for combating an LnG fire.
7.3.1.5. In the event of simultaneous arrival of ships, strict measures
regarding order and time of entry will apply (Port control
Zeebrugge).
7.3.2. By VTS-SG
7.3.2.1. The LnG tanker reports possible defects in conformity with
the tanker checklist to VTs-sG.
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NOTicES TO MARiNERS JANUARY 5th 2012
7.3.2.2. The under-keel clearance of the LnG tanker must be at
least 20% of her draught when at sea and at least 15% when
in the harbour.
7.3.2.3. The wind force must be less than 14 metres per second ac-
cording to the meteorological data from the western break-
water Zeebrugge (regular LnG vessels and Q-flex series).
The wind force must be less than 12 metres per second
according to the meteorological data from the western
breakwater Zeebrugge (Q-max series).
7.3.2.4. Visibility must be at least a half nautical mile.
7.3.2.5. The tidal current at the breakwaters must be less than 1.5
knots.
When the requested permission to enter is not granted, the LnG
tanker will be directed to a safe anchorage by VTs-sG.
Port control Zeebrugge, VTs-sG and the pilotage service decide in
consensus about the fulfilment of the above-mentioned conditions n°
7.3.2.1 up to 7.3.2.5.
7.4. Reports
The vessel will report:
7.4.1. When?
7.4.1.1. Immediately after the pilot has boarded
7.4.1.2. Upon passing the buoys:
a1/VG3-VG4/s3
s Z
Z
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7.4.1.3. Upon passing the Zeebrugge breakwaters
7.4.2. To whom?
7.4.2.1. Vlissingen Traffic centre VHf channel 14
7.4.2.2. Traffic centre Wandelaar VHf channel 65
Traffic centre Zeebrugge VHf channel 69
7.4.2.3. Port control Zeebrugge VHf channel 71
stating the estimated time of arrival at the next (above-mentioned)
passage points.
7.5. Shipping regulations
7.5.1. By VTS-SG
VTs-sG controls and co-ordinates all shipping in the vicinity of the
LnG tanker, issuing as standing order a minimum safe distance of at
least 2 cables when passing an LnG tanker (overtaking and crossing).
When issuing the estimated time of arrival at passage points, also the
minimum passing distance is reported to shipping traffic (5 cables
when boarding/disembarking the pilot and 2 cables when sailing).
en route from s3/s4 to the breakwaters, vessels are only allowed to
overtake and / or cross the bow of an LnG tanker if explicit agree-
ments have been made in advance with the LnG tanker as well as
with VTs-sG.
7.5.2. By MBZ
as from the passing of the 'Z' buoy', Port control Zeebrugge co-
ordinates all in- and outbound traffic and all shipping traffic in the
harbour, maintaining a passing distance of 2 cables from the LnG
tanker, until she has rounded the 'LnG' buoy.
7.6. Police patrol
The maritime police will patrol regularly in the vicinity of the LnG
tanker and in the fairway in order to ensure that all shipping complies
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NOTicES TO MARiNERS JANUARY 5th 2012
with the traffic control regulation and to verify the coordination of all
in- and outbound traffic inside the port. The maritime police also checks
if shipping complies with the instructions with regard to traffic control by
VTs-sG or by Port control Zeebrugge inside the port. at the time of the
patrol, it will contact the pilot on board of the LnG vessel, and with VTs-
sG (channel 04), and with Port control Zeebrugge (channel 71).
should any problem arise when no police patrol is present, e.g. non-
compliance with the said traffic control regulations, VTs-sG will im-
mediately contact the maritime police (phone 050/55 60 40 or by VHf),
who will assess the situation in order to solve the problem.
furthermore, VTs-sG will ensure that all shipping in its traffic zones
is informed about the arrival of the LnG tanker, and her passing
times at the various waypoints.
8. Stay in the port of Zeebrugge - MBZ
De LnG-tanker moet bakboordzijde aan de LnG-steiger gemeerd
liggen. Tijdens de ganse duur van het verblijf in de haven moeten
onder meer de volgende maatregelen genomen worden:
8.1. The LnG tanker must have the required towing lines (fire-
wires) hanging overboard at all times.
8.2. The LnG tanker may have an under-keel clearance of less
than 15% of her draught during her stay in the port.
8.3. a tugboat equipped with suitable fire-fighting equipment
must remain in the vicinity of the LnG tanker at all times.
8.4. no ammunition carrying vessels may be present in the outer
port.
8.5. no gas tanker, for which no checklist 'simultaneous call of
an LnG tanker and a gas tanker for rinsing' has been deliv-
ered by a gas expert, is present in the outer port.
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9. Nautical regulations upon departure
9.1. Permission to leave the port
one hour prior to departure, the pilot submits a sailing plan which
will be transmitted to VTs-sG.
VTs-sG will broadcast the sailing plan (including the various passage
times) simultaneously on traffic channels 65 and 69 at the following
times:
• 1 hour prior to departure• at the time of departure
The master will request Port control Zeebrugge for permission to
sail. This permission will only be granted when the following condi-
tions are complied with:
9.1.1. By MBZ
9.1.1.1. no ammunition carrying vessels may be present in the outer
port.
9.1.1.2. no gas tanker, for which no checklist 'simultaneous call
of an LnG tanker and a gas tanker for rinsing' has been
delivered by a gas expert, is present in the outer port.
9.1.1.3. Tugboats:
• For regular LNG carriers: a minimum bollard pulling power
with a total force of 150 tonnes is required - 3 tugboats are
required.
• For the Q-flex series: a minimum bollard pulling power
with a total force of 165 tonnes is required - 4 tugboats are
required.
• For the Q-max series: a minimum bollard pulling power
with a total force of 260 tonnes is required - 4 tugboats are
required.
Tugboats accompany the LnG tanker until she has passed the new
breakwaters.
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9.1.1.4. strict measures regarding order and time of departure will
apply, when other vessels report simultaneously.
9.1.1.5. The wind force must be less than 14 metres per second
(according to the observations of the weather station at the
western breakwater Zeebrugge) for regular LnG vessels and
Q-flex series.
The wind force must be less than 12 metres per second
(according to the observation of the weather station at the
western breakwater Zeebrugge) for Q-max series.
9.1.1.6. Visibility must be at least a half nautical mile.
9.1.2. By VTS-SG
9.1.2.1. The LnG tanker reports possible defects as recorded on the
tanker checklist to VTs-sG.
9.1.2.2. The under-keel clearance of the LnG tanker must be at
least 15% of her draught when in the harbour and at least
20% when at sea.
9.1.2.3. The tidal current at the breakwaters must be running at
less than 2 knots for regular LnG-vessels and for the Q-flex
series.
The tidal current at the breakwaters must be running at less
than 1.5 knots for the Q-max series.
Port control Zeebrugge, VTs-sG and the pilotage service decide in
consensus about the fulfilment of the above-mentioned conditions n°
9.1.1.5 up to and including 9.1.2.3.
9.2. Reports
after having received permission to sail, the vessel will, prior to
letting go, report the time of unmooring and the time of passing the
breakwaters to:
• VTs-sG on channel 19 (Radar control Zeebrugge)
• Vlissingen Traffic centre on channel 14
• Port control Zeebrugge on channel 71
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9.3. Route and pilot disembarking
• The LnG tanker will sail via Pas van het Zand, Ribzand, Vaargeul
1, and pilot station Wandelaar. Depending on traffic agreements
made earlier and on fairway obstructions, LnG tankers can deviate
from this and follow the route scheur West, a1, sW akkaert.
• When the pilot disembarks from the LnG tanker, well clear of all
other pilot boarding/disembarking operations, all other vessels
will be warned in good time by the Wandelaar pilot cutter and VTs-
sG, and be requested to keep a safe distance (at least 5 cables)
from the LnG tanker.
9.4. Shipping regulations
9.4.1. By MBZ
as soon as the LnG tanker is ready to leave the LnG dock, and has
requested and obtained permission to do so, Port control Zeebrugge
will ensure the traffic control and co-ordination of all shipping inside
the port and all in- and outbound vessels, ensuring a minimum safety
distance of 2 cables from the moment the LnG tanker passes the LnG
buoy until she is clear of the Zeebrugge breakwaters.
9.4.2. By VTS-SG
VTs-sG controls and co-ordinates all shipping in the vicinity of the
LnG tanker, while a minimum safe distance of at least 2 cables is
maintained when passing the LnG tanker (overtaking and crossing).
furthermore, VTs-sG will ensure that all shipping remains informed
about the departure of the LnG tanker and her passing times.
9.5. Police patrol
The maritime police will patrol regularly in the vicinity of the LnG
tanker and in the fairway in order to ensure that all shipping complies
with the traffic control regulations and to verify the co-ordination of
all in- and outbound traffic inside the port. The maritime police also
checks whether shipping complies with the instructions with regard
186
NOTicES TO MARiNERS JANUARY 5th 2012
to traffic control issued by VTs-sG or by Port control Zeebrugge
inside the port.
at the time of the patrol, it will contact the pilot on board of the LnG
vessel and with VTs-sG (channel 04) and with Port control Zeebrugge
(channel 71).
should any problem arise when no police patrol is present, e.g. non-
compliance with the said traffic control regulations, VTs-sG will im-
mediately contact the maritime police (phone 050/55 60 40 or by VHf),
who will assess the situation in order to solve the problem.
cHAPTER iii – SMALL LNG cARRiERS
10. Definition
By small LnG carriers is meant LnG vessels with a length under 200
metres.
11. Nautical regulations upon arrival
11.1. Pilot boarding
The pilot designated to the LnG tanker submits a sailing plan, at least
one hour prior to eTa of the LnG tanker at the 'KB' buoy.
VTs-sG will broadcast the sailing plan (including the various passage
points and passage times) simultaneously on traffic channels 65 and
69 at the following times:
• 1 hour prior to the arrival of the LNG tanker at the 'KB' buoy• at the arrival of the LNG tanker at the 'KB' buoy
The pilot boards the LnG tanker at the pilot-boarding station Wande-
laar, well clear of any pilot boarding/disembarking operations by other
vessels, which will be requested by traffic centre Zeebrugge to keep
a safe distance from the LnG tanker of at least a half mile during this
operation.
187
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11.2. Route
Inbound LnG tankers shall follow the route: precautionary area Wan-
delaar - Vaargeul 1 - s3/s4 - Ribzand - Pas van het Zand. Depending
on traffic agreements made earlier and on fairway obstructions, LnG
tankers can deviate from this and follow the route sW akkaert - a1 -
scheur West - Ribzand and Pas van het Zand.
The small LnG tanker is classified as'OVERSiZED VESSEL'
all shipping present in the traffic zone will be warned by VTs-sG of
the presence of an inbound LnG tanker en route from the 'KB' buoy to
the port of Zeebrugge.
11.3. Permission to enter the port
• an LnG tanker entering the port of Zeebrugge for the first time,
will do so by daylight during the entire route.
• Before entering the port, the master will ask Port control Zee-
brugge for permission and will inform VTs-sG.
• Permission to enter the port will be granted by Port control Zee-
brugge subject to compliance with the following conditions:
11.3.1. By MBZ
11.3.1.1. necessary provisions must have been made for the recep-
tion of the LnG tanker (fluxys LnG Zeebrugge).
11.3.1.2. no ammunition carrying vessels may be present in the outer
port.
11.3.1.3. no gas tanker, for which no checklist 'simultaneous call of
an LnG tanker and a gas tanker for rinsing' has been delivered
by a gas expert, is present in the outer port.
11.3.1.4. at least 1 tug must be able to proceed in time to assist the
LnG tanker for the passage of the 'Zandboei' (Z).
a minimum bollard pulling power with a total force of 40
tonnes is required for the tugboat.
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NOTicES TO MARiNERS JANUARY 5th 2012
11.3.1.5. at all times, more tugs can be ordered to assist by the cap-
tain of the LnG tanker.
• The towing lines used will always be steel cables supplied by
the tugboats.
• one or more tugboats must be equipped with fire-fighting
equipment appropriate for combating an LnG fire.
11.3.1.6. In the event of simultaneous arrival of ships, strict meas-
ures regarding order and time of entry will apply (Port
control Zeebrugge).
11.3.2. By VTS-SG
11.3.2.1. The LnG tanker reports possible defects in conformity with
the tanker checklist to VTs-sG.
11.3.2.2. The under-keel clearance of the LnG tanker must be at
least 20% of her draught when at sea and at least 15% when
in the harbour.
11.3.2.3. The wind force must be less than 14 metres per second
according to the meteorological data from the western
breakwater Zeebrugge.
11.3.2.4. Visibility must be at least a half nautical mile.
11.3.2.5. The tidal current at the breakwaters must be less than 2
knots.
When the requested permission to enter is not granted, the LnG
tanker will be directed to a safe anchorage by VTs-sG.
Port control Zeebrugge, VTs-sG and the pilotage service decide in
consensus about the fulfilment of the above-mentioned conditions n°
11.3.2.1 up to 11.3.2.5.
11.4. Reports
The vessel will report:
11.4.1. When?
11.4.1.1. Immediately after the pilot has boarded
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11.4.1.2. 11.4.1.2. Upon passing the buoys:
a1/VG3-VG4/s3
sZ
Z
11.4.1.3. Upon passing the Zeebrugge breakwaters
11.4.2. To whom?
11.4.2.1. Vlissingen Traffic centre VHf channel 14
11.4.2.2. Traffic centre Wandelaar VHf channel 65
Traffic centre Zeebrugge VHf channel 69
11.4.2.3. Port control Zeebrugge VHf channel 71
stating the estimated time of arrival at the next (above-mentioned)
passage points.
11.5. Shipping regulations
11.5.1. By VTS-SG
VTs-sG controls and co-ordinates all shipping in the vicinity of the
LnG tanker, while a minimum safe distance of at least 2 cables is
maintained when passing the LnG tanker (overtaking and crossing).
When issuing the estimated time of arrival at passage points, also the
minimum passing distance is reported to shipping traffic (5 cables
when boarding/disembarking the pilot and 2 cables when sailing).
en route from s3/s4 to the breakwaters, vessels are only allowed to
overtake and / or cross the bow of an LnG tanker if explicit agree-
ments have been made in advance with the LnG tanker as well as
with VTs-sG.
11.5.2. By MBZ
as from the passing of the 'Z' buoy', Port control Zeebrugge co-
ordinates all in- and outbound traffic and all shipping traffic in the
harbour, maintaining a passing distance of 2 cables from the LnG
tanker, until she has rounded the 'LnG' buoy.
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NOTicES TO MARiNERS JANUARY 5th 2012
11.6. Police patrol
The maritime police will patrol regularly in the vicinity of the LnG
tanker and in the fairway in order to ensure that all shipping complies
with the traffic control regulation and to verify the coordination of
all in- and outbound traffic inside the port. The maritime police also
checks if shipping complies with the instructions with regard to traffic
control by VTs-sG or by Port control Zeebrugge inside the port. at
the time of the patrol, it will contact the pilot on board of the LnG ves-
sel, and with VTs-sG (channel 04), and with Port control Zeebrugge
(channel 71).
should any problem arise when no police patrol is present, e.g. non-
compliance with the said traffic control regulations, VTs-sG will im-
mediately contact the maritime police (phone 050/55 60 40 or by VHf),
who will assess the situation in order to solve the problem.
furthermore, VTs-sG will ensure that all shipping in its traffic zones
is informed about the arrival of the LnG tanker, and her passing
times at the various waypoints.
12. Stay in the port of Zeebrugge - MBZ
The LnG tanker will berth port side to the LnG jetty. Throughout the
entire stay of the ship in the port, the following precautions will be
adopted among others:
12.1. The LnG tanker must have the required towing lines (fire-
wires) hanging overboard at all times.
12.2. The LnG tanker may have an under-keel clearance of less
than 15% of her draught during her stay in the port.
12.3. a tugboat equipped with suitable fire-fighting equipment
must remain in the vicinity of the LnG tanker at all times.
12.4. no ammunition carrying vessels may be present in the outer
port.
12.5. no gas tanker, for which no checklist 'simultaneous call of
an LnG tanker and a gas tanker for rinsing' has been deliv-
ered by a gas expert, is present in the outer port.
191
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13. Nautical regulations upon departure
13.1. Permission to leave the port
one hour prior to departure, the pilot submits a sailing plan which
will be transmitted to VTs-sG.
VTs-sG will broadcast the sailing plan (including the various passage
times) simultaneously on traffic channels 65 and 69 at the following
times:
• 1 hour prior to departure• at the time of departure
The master will request Port control Zeebrugge for permission to
sail. This permission will only be granted when the following condi-
tions are complied with:
13.1.1. By MBZ
13.1.1.1. no ammunition carrying vessels may be present in the outer
port.
13.1.1.2. no gas tanker, for which no checklist 'simultaneous call
of an LnG tanker and a gas tanker for rinsing' has been
delivered by a gas expert, is present in the outer port.
13.1.1.3. Tug(s):
• a minimum bollard pulling power with a total force of 40
tonnes is required for the tug(s) with fire-fighting equip-
ment. The tug(s) accompany the LnG tanker until she
passes the new breakwaters.
13.1.1.4. strict measures regarding order and time of departure will
apply, when other vessels report simultaneously.
13.1.1.5. The wind force must be less than 14 metres per second
(according to the observations of the weather station at the
western breakwater Zeebrugge).
13.1.1.6. Visibility must be at least a half nautical mile.
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NOTicES TO MARiNERS JANUARY 5th 2012
13.1.2. By VTS-SG
13.1.2.1. The LnG tanker reports possible defects as recorded on the
tanker checklist to VTs-sG.
13.1.2.2. The under-keel clearance of the LnG tanker must be at
least 15% of her draught when in the harbour and at least
20% when at sea.
13.1.2.3. The tidal current at the breakwaters must be running at less
than 2 knots.
Port control Zeebrugge, VTs-Gs and the pilotage service decide in
consensus about the fulfilment of the above-mentioned conditions n°
13.1.1.5. up to and including 13.1.2.3.
13.2. Reports
after having received permission to sail, the vessel will, prior to
letting go, report the time of unmooring and the time of passing the
breakwaters to:
• VTs-sG on channel 19 (Radar control Zeebrugge)
• Vlissingen Traffic centre on channel 14
• Port control Zeebrugge on channel 71
13.3. Route and pilot disembarking
• The LnG tanker will sail via Pas van het Zand, Ribzand, Vaargeul
1, and pilot station Wandelaar. Depending on traffic agreements
made earlier and on fairway obstructions, LnG tankers can deviate
from this and follow the route scheur West, a1, sW akkaert.
• When the pilot disembarks from the LnG tanker, well clear of all
other pilot boarding/disembarking operations, all other vessels
will be warned in good time by the Wandelaar pilot cutter and VTs-
sG, and be requested to keep a safe distance (at least 5 cables)
from the LnG tanker.
193
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13.4 Shipping regulations
13.4.1. By MBZ
as soon as the LnG tanker is ready to leave the LnG dock, and has
requested and obtained permission to do so, Port control Zeebrugge
will ensure the traffic control and co-ordination of all shipping inside
the port and all in- and outbound vessels, ensuring a minimum safety
distance of 2 cables from the moment the LnG tanker passes the LnG
buoy until she is clear of the Zeebrugge breakwaters.
13.4.2. By VTS-SG
VTs-sG controls and co-ordinates all shipping in the vicinity of the
LnG tanker, while a minimum safe distance of at least 2 cables is
maintained when passing the LnG tanker (overtaking and crossing).
furthermore, VTs-sG will ensure that all shipping remains informed
about the departure of the LnG tanker and her passing times.
13.5. Police patrol
The maritime police will patrol regularly in the vicinity of the LnG
tanker and in the fairway in order to ensure that all shipping complies
with the traffic control regulations and to verify the co-ordination of
all in- and outbound traffic inside the port. The maritime police also
checks whether shipping complies with the instructions with regard
to traffic control issued by VTs-sG or by Port control Zeebrugge
inside the port.
at the time of the patrol, it will contact the pilot on board of the LnG
tanker and with VTs-sG (channel 04) and with Port control Zeebrugge
(channel 71).
should any problem arise when no police patrol is present, e.g. non-
compliance with the said traffic control regulations, VTs-sG will im-
mediately contact the maritime police (phone 050/55 60 40 or by VHf),
who will assess the situation in order to solve the problem.
194
NOTicES TO MARiNERS JANUARY 5th 2012
Annex i – partners
Pilotage Service Zeebrugge Doverlaan 7 bus 2B- 8380 ZeebruggePhone +32 (0) 50 55.77.30 Fax. +32 (0) 50 55.77.33
Nautical Head of DepartmentCaptain Willem Van PouckePhone: +32 (0) 50 55 77 36 Mobile: +32 (0) 473 92 73 53e-mail: [email protected]
Maritime Police Zeebrugge Veerbootstraat 18380 BRUGGEPhone: +32 (0) 50/55.60.40Fax: +32 (0) 50/55.60.43e-mail: [email protected]
MBZ Harbour Management Brugge-ZeebruggeP. VandammehuisIsabellalaan 1B-8380 ZeebruggeBelgium
Phone: + 32 (0) 50 54 32 40 (during office hours)Fax: + 32 (0) 50 54 32 49 (during office hours)
Phone: + 32 (0) 50 54 68 67 (during office hours)Fax: + 32 (0) 50 55 03 50 (during office hours)
e-mail: [email protected]: www.portofzeebrugge.be
VTS-SG Traffic Centre Zeebrugge Westelijke Havendam (Western Pier)8380 Zeebrugge Operation centre – head operator:
Phone: +32 (0) 50 55 08 01 Phone: +32 (0) 50 55 08 02 Fax: +32 (0) 50 54 74 00 e-mail: [email protected]
Fluxys Chris VandecasteelePhone: +32 (0) 2 282 78 37Fax: +32 (0) 50 36 66 09e-mail: [email protected]
Reception desk:Phone: +32 (0) 50 36 66 11Fax: +32 (0) 50 36 66 09
195
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MRCC-SAR Agency for Maritime and Coastal ServicesMaritiem Plein 3 8400 Oostende
Phone: + 32 (0) 59 34 10 20 (operational)+ 32 (0) 59 70 10 00 or + 32 (0) 59 70 11 00Fax: + 32 (0) 59 54 32 49
Nautical Head of Department Capt. Réjane GyssensPhone: +32 (0) 474 78 03 17e-mail: [email protected]
MRCC-SAR Oostende Maritiem Plein 38400 Oostende
Phone: + 32 (0) 59/34.10.20 (operational)Phone: +32 (0) 59/70.10.00 or +32 (0) 59/70.11.00e-mail: [email protected]
GNA Common Nautical Authority
Scheldecoördinatiecentrum (SCC)Commandoweg 50,NL - 4381 BH Vlissingen.
Phone: + 31 (0) 118.424.759e-mail: [email protected]
Annex ii - General Observations
The LnG regulations apply to the present configuration of the LnG
terminal. In the event of an expansion of the LnG terminal, the har-
bour regulations shall be reviewed.
The LnG regulations for the Q-max series will be subjected to an as-
sessment not later than 5 arrivals of LnG vessels.
196
NOTicES TO MARiNERS JANUARY 5th 2012
Annex iii - comparison of nautical prior conditions
Smal
l LN
G c
arrie
rsR
egul
ar L
NG
car
riers
Q-flex
Q-m
ax
Dim
ensi
ons
< 20
0 m
eter
LOA
< 30
0 m
; WO
A <
50 m
; Tm
ax: 1
3.5
m; 1
75,0
00 m
³LO
A 31
5 m
; WO
A: 5
0 m
; Tm
ax: 1
3.6
m; 2
17,0
00 m
³LO
A 34
5 m
; WO
A: 5
3.8
m;
Tmax
: 13.
6 m
; 266
,000
m³
Pilo
t boa
rdin
g - P
ilot
stat
ion
Buo
y ‘K
B’
½’ e
ast o
f buo
y ‘A
Z’½
’ eas
t of b
uoy
‘AZ’
½’ e
ast o
f buo
y ‘A
Z’
Min
imum
saf
e di
stan
ce to
pi
lot s
tatio
n5
cabl
es5
cabl
es5
cabl
es5
cabl
es
Min
imum
saf
e di
stan
ce
at s
ea2
cabl
es2
cabl
es2
cabl
es2
cabl
es
Vess
el c
lass
ifica
tion
over
size
dov
ersi
zed
over
size
dov
ersi
zed
Firs
t arr
ival
by d
aylig
htby
day
light
by d
aylig
htby
day
light
+ ri
sing
wat
er
Tugs
inbo
und
1 –
40 b
p –
buoy
'Z'
4+1
– 18
0 bp
– b
uoy
'SZ'
4+
1 –
210
bp –
buo
y 'S
Z'
4+1
– 30
5 bp
– b
uoy
'SZ'
Tugs
out
boun
d1
– 40
bp
– up
to b
reak
-w
ater
3 –
150
bp –
up
to b
reak
-w
ater
4 –
165
bp –
up
to b
reak
-w
ater
4 –
260
bp –
up
to b
reak
-w
ater
Max
imum
win
d I/O
< 14
m/s
wes
tern
bre
ak-
wat
er<
14 m
/s w
este
rn b
reak
-w
ater
< 14
m/s
wes
tern
bre
ak-
wat
er<
12 m
/s w
este
rn b
reak
-w
ater
Und
er-k
eel c
lear
ance
I/O
20%
at s
ea; 1
5% in
por
t20
% a
t sea
; 15%
in p
ort
20%
at s
ea; 1
5% in
por
t20
% a
t sea
; 15%
in p
ort
Visi
bilit
y I/O
1/2
mile
1/2
mile
1/2
mile
1/
2 m
ile
Max
. tid
al c
urre
nt
inbo
und
< 2
knot
s<
1.5
knot
s<
1.5
knot
s<
1.5
knot
s
Max
. tid
al c
urre
nt
outb
ound
< 2
knot
s<
2 kn
ots
< 2
knot
s<
1.5
knot
s
_(Source:MRCCOstend-LNGregulationsversion1601-dated04/02/2011)
197
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› 1/25 PORT OF ZEEBRUGGE - PORT SiGNALS AT THE NEW BREAKWATERS BaZ1/25-2011cancelled
The port signals on the new breakwaters (westdam position 51°21’,74
n - 3°11’,18 e) in Zeebrugge were officially put in service on January
1st 1996 to allow for arrival and/or departure of vessels. Passing the
new breakwaters is regarded as arriving at/sailing from the port of
Zeebrugge so vessels should take note of these port signals. The
signals on the lighthouse on the Leopold II breakwater will continue
to exist, be it in a secondary role to the ones on the new breakwaters.
198
NOTicES TO MARiNERS JANUARY 5th 2012
flikk
eren
d
flikk
eren
d
cONFiGURATiON OUTER-HARBOUR SiGNALS AT NEW
BREAKWATERS AT ZEEBRUGGE
nr. sea- Land- Meaning
side side
(e&W) (W)
1 Grave emergency PoRT cLoseD -
all vessels stop or GRaVe DanGeR
divert according to
instructions
2 arriving forbidden, PoRT cLoseD
sailing forbidden
3 arriving forbidden, saILInG
uitvaren toegelaten
eenrichtingsverkeer
4 arriving allowed, aRRIVInG
sailing forbidden
one way traffic
5 arriving and sailing oPen TRaffIc
allowed
6 arriving allowed if LnG-VesseL In
explicit permission,
sailing forbidden
Vessel headed for
LnG-terminal
7 arriving forbidden, LnG-VesseL oUT
sailing allowed if
explicit permission
Vessel sails from
LnG-terminal
(Source:MBZ-Zeebrugge)
199
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› 1/26 WARNiNG ON THE USE OF NON-EQUiVALENT ELEcTRONic SEA cHARTS BaZ1/26-2011cancelled
The “International Maritime organization” (IMo) issues a warning on
the use of nonequivalent electronic sea charts in the following text:
1. “The sub comittee on the safety of navigation (IMo) has expressed
concern at the proliferation of “non-equivalent” electronic chart
systems, which use chart data not compatible with the accuracy of
world-wide radionavigational systems and the practice of certain
manufacturers to present their “non-equivalent” electronic charts
as meeting IMo standards.
2. shipowners and mariners are warned of the possible dangers of
using “non-equivalent electronic chart systems”, which use data
not compatible with the WGs-84 datum and do not comply with the
provisional performance standards for ecDIs circulated by IMo.
3. Whilst the equipment concerned may be of assistance to naviga-
tion, if used without due care and a full understanding of its limita-
tions and possible errors or if poor chart data, not based on official
or authorized chart databases supplied by hydrographic offices,
are used in conjunction with an accurate position fixing system
such as the GPs, the equipment could be a danger, rather than an
assistance, to proper navigation”.
_(Source:IMOSN-CIRC.157(7january1993)-MDK-afdelingKust-VlaamseHydrografie)
200
NOTicES TO MARiNERS JANUARY 5th 2012
› 1/27 WORLD GEODETic SYSTEM 1984 (WGS84) BaZ1/27-2011cancelled
coordinates unambiguously determine positions on the earth. However
they only do so when the mathematical model of the earth to which
they apply is known as well. all around the world, the latitudes and the
longitudes are defined in relation to the meridian of Greenwich and the
equator. The meridians and the parallels are represented on all navigation
charts.
The earth has no regular spherical form. The greatest deviation is that the
earth is flattened at the poles. Therefore the coordinates are given rela-
tive to an ellipsoid, a mathematical representation of a flattened sphere
which is the most representative of the shape of the earth. an ellipsoid,
its location and orientation form the geodetic datum, which coordinates
recorded. Geographic coordinates are expressed in degrees, minutes and
possibly seconds.
The GPs-system (see BaZ 1/28) Works with the datum ‘World Geodetic
system 1984’, WGs84. Besides this datum, there are many other ones in
use. Using a different datum for a set of coordinates may lead to errors
of sometimes up to hundreds of meters. Many GPs receivers can be set
up to a particular datum. all modern sea charts also offer corrections
for the coordinates that have been received by a GPs receiver vis-à-vis its
standard datum, the WGs84.
The Belgian sea charts are published in WGs84:
- from 2002 for the D11, 101 (InT 1474), 102 (InT 1480), 103, 104 and
106 (InT 1478).
- from 2010 for the 103.
- from 2011 for the 106 (InT 1478).
This is because of the increasing use of the GPs-system and in order to
create more international uniformity.
_(Source:MDK-afdelingKust-VlaamseHydrografie)
201
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› 1/28 (DiFFERENTiAL) GLOBAL POSiTiONiNG SYSTEM - THEORY AND PRAcTicE BaZ1/28-2011cancelled
1. GLOBAL POSiTiONiNG SYSTEM (GPS)
There are currently various Global navigation satellite systems
(Gnss) which the U.s. Global Positioning system (GPs), the best
known and most used.
The Global Positioning system (GPs) is a very precise, satellite-based
radio navigation system that offers three-dimensional position deter-
mination, velocity and time. GPs works in all weather conditions and
has a continuous and global coverage.
GPs receivers gather signals from satellites that are “within sight”.
These receivers offer information about the position of the user, ve-
locity and time for naval, land and aeronautic applications. some re-
ceivers offer extra information such as distance to and bearings from
previously selected reference points (way-points) or digitalized charts.
In 1996 the International Maritime organisation (IMo) acknowledged
GPs as a component of its worldwide radio navigation system as
described in Resolution a 815 (19).
With these marginal notes:
• The precision of GPs is not sufficient for navigation inside ports,
port entrances and approaches
• GPs-sPs (cf. below) does not provide an immediate integrity warn-
ing with regard to a malfunctioning of the system
• differential applications can significantly increase both precision
and integrity.
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NOTicES TO MARiNERS JANUARY 5th 2012
The system consists of at least 24 satellites, with 6 of them perma-
nently available for position determination at any place in the world.
The positions obtained from GPs are primarily based on the World
Geodetic system-84 (WGs84) (for a clarification on the use of this
geodetic datum, cf. BaZ 1/27).
GPs offers two service levels:
• the so-called standard Positioning service (sPs) for general public
use
• the coded so-called Precise Positioning service (PPs), primarily
meant for particular military applications.
“The sPs signal precision was deliberately lowered up until May
2000 using the so-called ‘selective availability (sa)’ effect. ever since
a precision of 22,5 metres 2 σrms applies for horizontal position
determination. This means that in 95% of all cases the calculated
position is closer than 22,5 metres to the actual position. stopping the
sa-effect does not lead to an improvement of the system’s integrity.
The precision is partially determined by the satellite geometrics: the
number of satellites that is at the horizon at any given moment and
their constellation. so practically speaking, the GPs system can give
even more precise positions. The ‘Horizontal Dilution of Precision
(HDoP) is a measure for the influence of the satellite geometrics on
the quality of position determination. The geometry is considered to
be good if the receiver gives a value of 3 or less for the HDoP.”
The United states coast Guard navigation centre (naVcen) provides
civilian GPs users with the current system status and other GPs
satellite information.
Plans are being made to, after adjustment of soLas, chapter V, art
12/p by IMo (compulsory radio navigation receiver), broadcast mes-
sages with regard to potential shortcomings of the system by the de-
partment scheepvaartbegeleiding (Department shipping assistance
service) and Radio oostende via naVTeX to shipping.
203
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2. DiFFERENTiAL GLOBAL POSiTiONiNG SYSTEM (DGPS)
Differential GPs is a system that calculates corrections for GPs
systems and transmits them by processing GPs signals on a position
with known coordinates. such an expansion safeguards the integrity
and will provide an improved horizontal precision: about 10 metres 2
σrms.
In the context of IaLa (International association of Lighthouse au-
thorities) a concept has been developed that provides a DGPs-service
by using (among other things) an existing radio beacon as a datalink
transmitter (287,5-315 kHz).
a publicly accessible DGPs navigation system for the Belgian coast
has been declared operational as of January 1995.
It is located in oostende and works on 312 kHz. The range of the
transmitter is about 40 nautical miles, while reaching a precision of
better than 5 metres. The broadcasts are on a 24/24 permanent basis.
3. USE OF cHARTS AND GPS NAViGATiON
GPs offers the possibility to determine a precise position with rela-
tively simple means. and precision can be improved even more when
using a DGPs (cf. point 2 for technical details).
The great precision is a very positive evolution for the mariners and
general safety. still, one must not lose track of the reality of things.
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NOTicES TO MARiNERS JANUARY 5th 2012
Some important points of attention:
1. (D)GPS precision
• While using GPs, the chance that the true position is within a radius
of 22,5m of the given position is 95%. The exact position will never be
determinable.
• for more precise applications DGPs must be used.
• above values only apply when taking into account the datum of the GPs
system, WGs84. cf. BaZ 1/27 for more information. The incorrect use of
horizontal datums can lead to errors of up to several hundreds of metres.
2. Precision of charts
Modern sea charts are generally based on hydrographic surveys made in
the past decades.
The older position determination techniques usually guarantee a preci-
sion that is not as great as that of the DGPs.
This means that the position of some objects on the charts, such as
wrecks, may contain imprecisions.
These deviations can range from some 10 metres up to a 100, depending
on the location. In general: the further away from land, the more impre-
cise.
as far as the Belgian sea charts go, the positions of all wrecks found in
the Belgian continental flat have been determined with the use of DGPs.
3. Navigation recommendations
• Make sure you use the correct “Geodetic Datum”.
check this when switching to another chart, especially foreign ones.
• If necessary, apply the stated corrections to the position.
• Keep in mind that a GPs position is not flawless.
• Look out for position imprecisions on every chart, especially when it
concerns wrecks and flats.
Keep in mind that wrecks tend to have a certain size. The most shal-
low point is usually registered as the position.
so, in short: don’t narrowly sail by underwater obstructions.
_(Source:MDK-afdelingKust-VlaamseHydrografie)
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› 1/29 cLARiFicATiON ON THE USE OF RNc AND ENc iN EcDiS BaZ1/29-2011cancelled
a raster chart is made by scanning the original paper chart and as
such it is an exact copy of that chart. such a chart resembles the
familiar paper product and can barely be manipulated, despite being
an electronic chart. The officially published raster chart is indicated
as the “Raster navigational chart” (Rnc).
several international hydrographical services publish official raster
charts under their own brand name.
The english aRcs is the best known one and stands for “admiralty
Raster chart service”.
Vector charts are charts in which all data have been saved as indi-
vidual elements. Because of the built-in intelligence a vector chart
offers a lot more possibilities for navigational support than a raster
chart. The officially published vector chart is called the “electronic
navigational chart” (enc).
at the end of 1998 the “International Maritime organization” (IMo) de-
cided to allow the use of Rncs next to encs. But the Rncs may only
be used when no enc is available for the area concerned.
It is also provided that, if navigating with Rnc, a corresponding set of
paper charts should be used.
systems that fully meet the IMo Performance standards are official
and are indicated with the term ecDIs. ecDIs stands for “electronic
chart Display and Information system”. Their use is accepted by the
IMo as a replacement for an up-to-date paper sea chart. The obliga-
tion to carry adequate charts has been stated in the IMo “safety of
Life at sea” (soLas) convention. It has been internationally agreed
upon that wherever this convention speaks of paper charts, one may
read ecDIs instead. all other systems that do not meet the IMo-
standard are non-official and will be indicated with the term “elec-
tronic chart system” (ecs).
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NOTicES TO MARiNERS JANUARY 5th 2012
To steer the introduction of the electronic chart in the right direction
the “International Hydrographical organization” (IHo) introduced the
“World-wide electronic navigational chart Database” (WenD)-con-
cept in 1992. This concept is based on the assumption that in different
regions of the world, mutually linked regional centres for electronic
charts will be founded.
These centres, Rencs (“Regional electronic navigational chart co-
ordinating centres”), will function as mediators between the hydro-
graphical services and the users.
furthermore, for information concerning the use of ecDIs and Rnc/
enc, the IHo-publication s-66 (‘facts about electronic charts and
carriage Requirements’) is downloadable for free from the section
publication of the IHo-website: www.iho.int.
_(Source:MDK-afdelingKust-VlaamseHydrografie)
207
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› 1/30 UNDERWATER cABLES AND PiPELiNES BaZ1/30-2011cancelled
1. Warning against anchoring and trawling close to or in the vicinity of submarine cables and pipelines
In connection with the serious disturbances in connection or supply,
which might result in case of damage, the very high repair costs, and
in some case potential danger of life, all precautions must be taken
so as to avoid anchoring and trawling at or close to submarine pipe-
lines, even when there is no specific ban on the chart.
In order to avoid the risk of damaging submarine electricity cables as
much as possible, a 250 meter protected area is created; this area is
located at both sides of the cable. It is not allowed to drop any anchor
in that area, even when there is no specific prohibition on the chart.
other activities, except for the installation of another cable in accordance
with the stipulations of the Royal Decree dated 12 March, 2002, such
as trawling, can only take place if these activities do not create any
risks for the electricity cable.
2. Potential dangers resulting of rupturing cables or pipe-lines in order to clear anchors or fishing gear
certain cables are high voltage cables, and can create a serious
danger of life or as a minimum the risk of serious burns in case such
cables are ruptured.
When a vessel breaks down because of a submarine cable, the anchor
or the fishing gear must be let slip and sacrificed without doing the
slightest attempt to chop the submarine cable while taking all pre-
cautions and avoiding any risk of damaging the cable.
exaggerated force exercised on a pipeline can result in rupturing or
tearing the line. In the case of a gas line, the gas escaping at high
pressure all of a sudden might resemble an explosion, and can cause
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NOTicES TO MARiNERS JANUARY 5th 2012
not only serious damage but also result in immediate and serious
danger of fire or even loss of the vessel and human lives.
When a vessel breaks down due to a pipeline, the anchor or the fish-
ing gear must immediately be let slip and sacrificed without under-
taking any attempt to clear the anchor or fishing gear.
With the goal of striving for greater protection of submarine cables
and pipelines, and in order to avoid very expensive repair works,
interruption of connections or of supply, the mariners’, and especially
the fishermen’s, special attention is drawn to article 7 of the Law
dated 18 april, 1885, on the approval of the International convention
on the protection of submarine telegraph cables, and to the procedure
provided in it concerning obtaining indemnity for loss or sacrifice of
anchors or fishing gear. article 29 of the International convention on
the High sea, realized in 1958 in Geneva, has expanded the bearing of
article VII of the 1884 convention (telegraph cables) to all submarine
cables and pipelines. The 1982 Law of the sea convention, as ratified
by the Law dated 18 June, 1998, adopted these provisions, and lays
down that:
Artikel 115 - Indemnity for loss incurred in avoiding injury to a sub-
marine cable or pipeline
every state shall adopt the laws and regulations necessary to ensure
that the owners of ships who can prove that they have sacrificed an
anchor, a net or any other fishing gear, in order to avoid injuring a
submarine cable or pipeline, shall be indemnified by the owner of the
cable or pipeline, provided that the owner of the ship has taken all
reasonable precautionary measures beforehand.
_(Source:FODEconomie)
209
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› 1/31 OcEANOGRAPHic AND OTHER SiMiLAR STATiONS BaZ1/31-2011cancelled
More and more stations that are floating at sea, anchored or tied
down, are being laid out for scientific or experimental observations
(oceanographic and meteorological), or for commercial purposes (for
example drilling rigs). These may be buoys, masts, poles as well as
manned and unmanned towers or platforms. such stations are often
close to shore or near shipping routes. When in collision with a vessel
they may take heavy damage, or cause heavy damage to the ship.
In order to facilitate their identification they are always painted in a
clearly visible and special manner and equipped with both visual and
sound signals that are as different as possible from the navigation
signals that are otherwise to be expected in the area. These special
marks and signals will be announced to mariners in time in the usual
manner.
Mariners are strongly advised to always consult the latest reports
about such stations or installations, to update their sea charts pre-
cisely and to use landing charts on a grand scale if their voyage route
should bring them in the vicinity of one of these stations or installa-
tions. It should also be noted that floating or anchored stations are
sometimes equipped with a long cable attached to precious instru-
ments. as with other navigational obstacles, mariners are advised to
sail past these stations at a safe distance.
_(Source:MDKandFODEconomie)
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NOTicES TO MARiNERS JANUARY 5th 2012
› 1/32 PROTEcTiON OF OFFSHORE iNSTALLATiONS BaZ1/32-2011cancelled
1. according to international law a coastal state has the right to build
and maintain installations and constructions on the continental
flat, to trace natural resources and exploit them, to install safety
zones around such installations and to take the necessary measures
within these zones to protect them.
2. safety zones may reach up to 500 metres around the installations,
measured from each point of its extremities. It is forbidden for all
mariners to sail these safety zones, unless they are to perform
offshore work there. Moreover, it is advised to those involved to
sail around the borders of these zones at an ample distance.
3. Most Western european coastal states have included the right to
install safety zones in their national law and consider breaching
of these zones a punishable offence. Because the type of coastal
installations varies from state to state, mariners are strongly ad-
vised to take account of the existence of these safety zones unless
they were given different information. Installations around which
safety zones may be installed are among others permanent pro-
duction platforms, movable drilling rigs, windmills, loading places
for tankers en sea bottom installations including underwater drill
heads.
4. attention is requested for the yearly published BaZ nr 19 of the
British admiralty, which contains a list of Permanent Platforms
in the north sea and of loading places for tankers. The positions
of the moveable drilling rigs are reproduced in section III of the
weekly “notices to Mariners” (“admiralty notices to Mariners”).
_(Source:MDK-FODEconomie-FODMobiliteit)
213
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› 1/33A MiNiMUM REQUiREMENTS cERTAiN TANKERS THAT WiSH TO SAiL TO A BELGiAN PORT MUST MEET BaZ1/33A-2011cancelled
The attention of the mariners is requested for the KB of 14-8-1984
(Belgian statute Book of 22-9-1984) which contains a reporting duty
and a checklist for such vessels.
_(Source:FODMobiliteit&Vervoer)
› 1/33B REPORTiNG DANGEROUS SUBSTANcES TO THE cOMMON NAUTicAL AUTHORiTY BaZ1/33B-2011iscancelled.
Article 11. The Master of a seagoing vessel, loaded with or emptied with dan-
gerous substances, as referred in annex 1 of the shipping Regula-
tions Western scheldt 1990, reports this to the common nautical
authority.
2. This report must be made:
a. at least twenty-four hours before arrival in the management area of
the common nautical authority, or
b. if the destination is known upon departure from the previous port,
and the travelling time is less than twenty-four hours, not later
than the time at which the vessel is leaving the previous port, or
c. in case the destination was not yet known upon departure from
the previous port or is changed during the voyage, as soon as it is
known but not later than the time of entering the Dutch territorial
sea.
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NOTicES TO MARiNERS JANUARY 5th 2012
Article 2The report, as referred to in article 1, must be carried out using the
reporting form as appended to the present announcement, and must
be sent to the common nautical authority at fax number 00 31 (0)
118-472503 or to the e-mail address [email protected].
Article 3The common nautical authority will consider a report of dangerous
substances, received from the port authorities through the central
Broker system, as a report that is in accordance with article 1.
Article 4The captain of an inland vessel or a convoy with more than twenty
containers on board or with at least one container on board to which
the aDnR applies, regardless of the number of containers, and that
is entering the control area of the common nautical authority for the
first time during a certain voyage, reports his dangerous substances
and the number of containers in an electronic way. This report must
be carried out according to what is applicable to navigation on the
Rhine and has been laid down by the central commission for naviga-
tion on the Rhine.
Article 5Hereby the Joint announcement no. 01-2009 is cancelled.
Article 6These prescriptions come into force as from 1 March, 2010.
These prescriptions are published with explanatory notes in the Dutch
state Gazette and the Belgian state Gazette.
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REPORTiNG FORMReporting of cargo information data of vessels loaded with or emp-
tied of dangerous substances to the common Nautical Authority
The vessels mentioned in the introduction must, before entering the
management area of the common nautical authority, report the fol-
lowing information:
Vessel information:
Vessel’s name: - call sign: -
Length: - m. Width: - m.
Draught: - dm
Route:
Port of departure: Pilot station:
sB/Wn
Port of destination:
– – –
cargo information:
Information about the cargo or about the cargo of which the vessel is
emptied.
Denominations of the dangerous substances* Un.nr. or MaRPoL
category.
Denomination of
the substance:
Un.nr.: MaRPoL:
– – –
– – –
– – –
– – –
– – –
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NOTicES TO MARiNERS JANUARY 5th 2012
Vessel is gas-free:
In case a tanker vessel is in possession of a gas-free certificate of the
Dutch or Belgian gas expert, then report that the vessel is declared
gas-free by the gas expert, and transmit the corresponding certifi-
cate.
*Dangerous substances
are substances covered by the prescriptions of:
• De Gc-code;
• De IGc-code;
• De eGc-code;
• De BcH-code;
• De IBc-code;
• De IMDG-code;
• Group B of the Bc-code;
• annex I of the MaRPoL;
• annex II of the MaRPoL;
• annex III of the MaRPoL.
_(Source:BassVlissingen014/10-VTS-SMGezamenlijkeBekendmakingnr.01-2010-d.d.11/02/2010)
217
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‹ 1/33c TRANSPORT OF DANGEROUS SUBSTANcES WiTH GAS TANKERS TO AND FROM THE ScHELDT PORTS BaZ1/33D-2011cancelled
The following prescription are laid down:
Article 1. General provisions
1. These prescriptions are applicable to the waters that are part of the
management area of the common nautical authority.
2. In these prescription is also meant by a gas tanker loaded with dan-
gerous substances is also meaning a gas tanker that was loaded with
dangerous substances and for whom no certificate stating that the vessel
is free from dangerous substances was issued by a Dutch or Belgian
recognized gas expert.
Article 2. Prescriptions for the transport of dangerous substances
1. In case a gas tanker is loaded with dangerous substances as meant
in annex 1 of the Dutch shipping Regulations Western scheldt, the
captain must observe the following prescriptions:
a. a navigation plan must be prepared and applied;
b. a copy of the navigation plan must be presented for consulting at
first request to the common nautical authority;
c. it must be sure be certainty that no dangerous overpressure is
present in the tanks;
d. particularities and changes of the condition of the vessel or the
cargo that can affect the safety, must immediately be reported to
the Joint nautical authority.
2. What defined in section one, part a and b, is not applicable to gas
tankers loaded with the following dangerous substances:
a. ethylene oxyde, if the largest tank measures less than 1,000 m3 and
if the vessel does not carry more than 5,000 m3;
b. acetaldehyde, ammonia, ethyl chloride or methyl chloride, if the
largest tank measures less than 1,500 m3 and if the vessel does not
carry more than 7,500 m3;
218
NOTicES TO MARiNERS JANUARY 5th 2012
c. butane, butan/propane mixtures, butadiene, butylenes, ethane,
ethene (ethylene), methane, methylacetylene/propadiene mixtures,
propane, propene (propylene) or vinyl chloride, if the largest tank
measures less than 3,000 m3 and if the vessel does not transport
more than 15,000 m3;
d. dichlordifluoromethane, dichlormonofluoromethane, dichlor-
tetrafluoroethane, monochlordifluoromethane, monochlor-
tetrafluoroethane, monochlortrifluoromethane or nitrogen.
Article 3.
1. furthermore, when sailing on the Western scheldt or on the canal
from Ghent-Terneuzen, the captain of a gas tanker loaded with danger-
ous substances not covered by the exception of article 2, section 2,
must observe the following prescriptions:
a. when entering, he must follow the route via the scheur waterway
and the main channel;
b. when leaving, he must follow the route through the main channel
and the scheur waterway;
c. when entering, besides the reporting of the passing of the usual
points, also the passing of buoy ‘sch-3’ must immediately be
reported;
d. the vessel is only allowed to sail, when there are no obstacles in
the chain from the pilot station at sea up to and including the berth
place and vice versa;
e. sailing is forbidden or must be interrupted if possible by anchoring,
at a visibility of 2,000 metres or less.
2. The trip of a vessel as meant in section one may only start if
authorization (clearance) is given by the common nautical authority.
This authorization can be subject to additional conditions. an given
authorization can at any time be withdrawn.
219
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Article 4. Final provisions
1. These prescriptions don’t affect what has been defined in other
legislation and regulations as well what has been defined in the com-
mon announcements as issued by the common nautical authority.
2. The common announcement no. 05-2004, dated June 1, 2004 and
the corresponding Bass 055/04, as published in the Dutch state Ga-
zette no. 107/2004, are herewith cancelled.
3. These prescriptions enter into force as from april 1, 2009.
_(Source:GNA-Vlissingen-gezamenlijkebekendmaking02/2009d.d.20/03/09)
› 1/33D THE WEST EUROPEAN TANKER REPORTiNG SYSTEM (WETREP) BaZ1/33F-2011cancelled
Issuance of the compulsory shipping report system for Western euro-
pean P s s a (Particularly sensitive sea area).
some Western european waters have been indicated as Pssa areas
by the IMo following a proposition from Belgium, france, spain, Ire-
land, Portugal and the United Kingdom.
This Pssa area borders to the 15th degree west meridian, the Porcu-
pine Bank, including parts of the special area of northwestern europe
(issued under statutory annex 1, MaRPoL 73/78), the english channel
and coastal waters, and certain parts of the PRa (Pollution Response
area) and eeZ (exclusive economic Zone) along the spanish, french
and Portuguese coasts (see supplements 1 and 2).
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NOTicES TO MARiNERS JANUARY 5th 2012
IMo approved a compulsory report system for tankers (WeTReP) that
took effect on July 1st 2005 at 00h00 UTc for all tankers with a ton-
nage larger than 600 tonnes, carrying:
• black crude oil, i.e. oil with a density of over 900 kg/m3 at 15°
celsius or
• heavy fuel oil, i.e. fuel oil with a density of over 900kg/m3 at 15°
celsius, or a kinematics viscosity higher than 180mm2/s at 50°
celsius or
• asphalt, tar and their emulsions.
Vessels sailing to and from Western european reporting areas should
report:
• upon sailing in the reporting area or
• immediately upon departure from a port, terminal or anchoring
area within the reporting area or
• when they will deviate from the route towards their original
destination port/terminal/anchoring area or position “for orders”
transmitted when sailing into the reporting area or
• when a deviation from the planned route is necessary because of
bad weather conditions or malfunctioning equipment or a change
in the navigational situation or
• when leaving the area for the last time.
Notes:
Vessels do not need to report if, upon passing through, the border of
the reporting area is only sporadically crossed, and on other occa-
sions than when first sailing in or out.
When arriving in the WeTReP reporting area the vessels must inform
the nearest proper authorities. The VTs, Rcc and Radio coastal
station or other participants to whom the report must be sent are
mentioned in supplement 4.
221
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should the vessel be unable to inform the nearest Radio coastal sta-
tion or another participant, she should report this to the next nearest
radio coastal station or any other participants mentioned in supple-
ment 4.
The reports must be made in the format described in supplement 3.
Reports may be made using any modern means of communication,
including Inmarsat c, telefax and email as they are described in sup-
plement 4.
Reports may be made free of charge via GMDss through a Rcc of one
of the participating countries from supplement 4. oral reports must
contain the obligatory fields including the identification letters. To
reduce the amount of reports vessels must make (due to other report
systems within the WeTReP reporting area, e.g. caldovrep); vessels
may indicate which additional report system they are planning to pass
during the transit of WeTReP reporting area. This will result in an
important reduction of time and additional information in reports of
other systems within the WeTReP reporting area.
Vessels equipped with InMaRsaT c (ses) will be able to send mes-
sages via Inmarsat c free of charge if they keep to the following
procedures: choose special access code (sac)45 only via MRcc
falmouth Les atlantic ocean area - east (102); atlantic ocean area -
west (002) or Indian ocean (302).
(note: It is possible that the message will not be received by WeTReP
if sent via any other Les.)
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NOTicES TO MARiNERS JANUARY 5th 2012
ANNEXES
1 Description of the reporting area with coordinates.
2 chart of the reporting area.
3 Reporting form.
4 Identification of stations to which reports must be sent.
Annex 1. DEScRiPTiON OF THE cOMPULSORY REPORTiNG SYSTEM FOR THE WESTERN EUROPEAN PSSA AREA WiTH cOORDiNATES
Description of the area
• The area covers the west coast of the United Kingdom, Ireland,
Belgium, france, spain and Portugal, from the shetland Islands in
the north to cape st-Vincent in the south, and the english channel
and its approaches as indicated in the chart publication of supple-
ment 2.
• The WeTReP area is an area bordered by the line that connects the
following geographical coordinates (all coordinates are expressed
using WGs 84 as reference system).
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nUMBeR DeGRee of LaTITUDe DeGRee
of LonGITUDe
1 (UK) 58°30’n UK coast
2 (UK) 58°30’n 000°
3 (UK) 62°n 000°
4 (UK) 62°n 003°W
5 (UK+ Irl) 56°30’n 012°W
6 (Irl) 54°40’40”.91n 015°W
7 (Irl) 50°56’45”.36n 015°W
8 (Irl+UK+f) 48°27’n 006°25’W
9 (f) 48°27’n 008°W
10 (f+s) 44°52’n 003°10’W
11 (s) 44°52’n 010°W
12 (s) 44°14’n 011°34W
13 (s) 42°55’n 012°18’W
14 (s+P) 41°50’n 011°34’W
15(P) 37°n 009°49’W
16 (P) 36°20’n 009°00’W
17(P) 36°20’n 007°47’ W
18 (P) 37°10’n 007°25’W
19 (B) 51°22’25”n 003°21’52”.5e
(border between
B and nL)
20 (UK) 52°12’n UK east coast
21 (IRL) 52°10’.3n 006°21’.8W
22 (UK) 52°01’.52n 005°04’.18W
23 (UK) 54°51’.43n 005°08’.47W
24 (UK) 54°40’.39n 005°34’.34W
• Geographical coordinates serving as identification of a Pssa are to
be used solely for this purpose and may not be interpreted differ-
ently with regard to maritime limits and borders.
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NOTicES TO MARiNERS JANUARY 5th 2012
Annex 2. PSSA cHART - WESTERN EUROPEANWATERS PARTicULARLY SENSiTiVE SEA AREA (UKHOchart 4011)
225
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Annex 3. REPORTiNG FORM (cORRESPONDiNG WiTH iMO RESOLUTiON A.851(20))
identification system: WETREP
followed by a two-letter abbreviation for the identification of the re-
port: sP (sailing plan), fR (final report) or DR (deviation report).
Information that must be reported:
a: Vessel identification (vessel name; callsign; IMo identification
number and MMsI number)
B: Date/time
c: Position
e: True course
f: speed
G: Last port
I: next port and estimated time of arrival
P: Type of oil cargo, quantity, degrees and density
Q: only in the event of there being shortcomings or insufficiencies in
normal navigation
T: address of the cargo supplier
W: number of persons aboard
X: any information applying to these tankers
• characteristics and estimated quantitity of used bunker oil
for tankers holding over 5000 tonnes of bunker oil
• navigational condition (for example making way, under way,
difficultly manoeuvrable etc …)
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Annex 4. VESSEL TRAFFic SERVicES, Rcc, cOASTALRADiO STATiON OR OTHER FAciLiTiES TO WHOM THEREPORTS MUST BE SUBMiTTED (GEOGRAPHicAL POSi-TiONS REFER TO THE WGS 84)
Position coordinates
BELGiUMMRcc – saR oostende: 51°14’n 002°55’ e
Tel: +32 59 70 10 00
Tel.: +32 59 70 11 00
fax: +32 59 70 36 05
VHf: 9, 16, 67, 70
Mf: 2182 kHz
MMsI: 00 205 99 81
e-mail: [email protected]
FRANcEMRcc Gris-nez: 50º52’ n 001°35’ e
Tel.: +33 3 21 87 21 87
fax: +33 3 21 87 78 55
Telex: 130680
Inmarsat-c: 422799256
VHf: 16, 70
MMsI: 002275100
MRcc corsen: 48º25’ n 004º47’ W
Tel.: +33 2 98 89 31 31
fax: +33 2 98 89 65 75
Telex: 940086
Inmarsat-c: nil
VHf: 16, 70
MMsI: 002275300
227
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iRELANDMRcc Dublin
Tel: +353 1 6620922/23
fax: +353 1 6620795
e-mail: [email protected]
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
e-mail: [email protected]
MRcc finisterre: 42º42’ n 008º59’ W
Tel: +34 981 767500
fax: +34 981 767740
Telex: +5282268, +5286207
e-mail: [email protected]
VHf: 16 & 11
Mf: 2182 kHz
MMsI: 002240993
228
NOTicES TO MARiNERS JANUARY 5th 2012
MRcc Bilbao 43º20’.8 n 003º01’ W
Tel: +34 944 839286
fax: +34 944 839161
e-mail: [email protected]
VHf: 16 & 10
MMsI: 002240996
UNiTED KiNGDOM
sea areas a1 and a3 (see the relevant international radio
publications)
MRcc falmouth (coordinating station for the United Kingdom)
Telephone: +(0)1326 317575
facsimile: +(0)1326 318342
Inmarsat-c on 423200158
e-mail: [email protected]
_(Source:MDK-afdelingScheepvaartbegeleidingd.d.27/07/2005.IMOSN/Circ.242)
229
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› 1/34 SEA WATER POLLUTiON DUE TO OiL OR OTHER HAZARDOUS SUBSTANcES BaZ1/34-2011cancelled
The permanent “commissarissen van Toezicht op de scheldevaart”
(commissaires of supervision on scheldt shipping), granting conse-
quence to the request of the IMo resolution Msc/circ 130 of 6-4-
1972, have adopted the following announcement of 6-5-1974:
1. In accordance with international agreements and national law, it is
prohibited to pump oil or oil remains overboard near the shore and
in open sea.
2. The shipping Inspection of the netherlands requested the Dutch
pilotage service if it would cooperate on the observance of these
regulations by reporting and (if possible) tracking down vessels
pumping oil overboard near the shore or at sea (and on the river).
In Belgian waters the personnel of the Belgian pilotage service is
charged with the observance of the oil pollution regulations.
3. It is requested to the captains of all vessels of the Belgian and Dutch
pilotage services and to all pilots that they, should they observe
such a breach of regulations, would compile a report containing the
specifications in point 5. If the observation is made when aboard the
piloted vessel, the pilot will request the captain to immediately stop
the dumping or pumping out.
4. The reports mentioned under point 3 should be transmitted by radio
as fast as possible in the usual manner. Mention will also be made of
the request made to a captain, should one have been made.
Immediately after coming ashore a written report, if possible
together with an oil sample, shall be submitted to the pilotage
service leadership.
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NOTicES TO MARiNERS JANUARY 5th 2012
5. The following is a model of a report of oil pollution with the specifi-
cations that should be mentioned.
Report oil pollution near the Dutch or Belgian coast
• name vessel
• Type of vessel
• nationality
• Position
• Date and time (MeT)
• Wind (speed and direction)
• HW flushing
• stream (speed and direction)
• any other specifics that require attention
• Hereby undersigned reports that he has observed aforemen-
tioned vessel to lose or to pump out oil or water containing
oil at the aforementioned place at the aforementioned time
that created an oil slick or trail of x metres. a sample
of the oil has (not) been taken. In the event that this report
concerns the respective vessel the pilot is on board of, he
should also report whether he explicitly asked the captain
(or helmsman) to immediately stop the dumping or pumping
out and how this request was responded to.
• Made aboard of …
• Date
• signature
• Position
6. The captains or the persons in charge of all vessels involved in the
incidents that cause dangerous substances (chemicals etc.), oil or
other substances to end up in the water or potentially end up in the
water are obliged to report this immediately.
231
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7. These reports must contain as many relevant details as possible, for
example the correct technical denomination of the oil or substances
involved, the manner of stowing and packaging, and if possible the
“shipping Marks” and the names of the manufacturers of the goods.
In the event of a collision, a stranding or a sinking of the vessel
the (presumed) condition of the cargo, the stowing plan and the
complete list of dangerous substances or the manifest are also of
importance.
8. The Belgian as well as the Dutch pilots are requested to mediate
during incidents by transmitting the messages if possible over VHf,
depending on the vessel’s position to:
M.R.c.c.-Kustwacht oostende (chan.9) [coast Guard oostende]
flushing Radio (chan.14) or
Zandvliet (chan.12 of 14)
and to see to it that these reports contain as many specifications as
possible, as mentioned under point 7. If transmitting to oostende,
flushing, Zandvliet is not possible the pilot must point out to the
captain that the information should, if possible, be sent to respec-
tively the Belgian pilotage services in antwerpen or oostende or
the Dutch pilotage service in antwerpen, oostende or flushing, via
Radio antwerpen, oostende or scheveningen.
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NOTicES TO MARiNERS JANUARY 5th 2012
9. The regulatory prevention of pollution from ships (law of april
6th, 1995) implements in Belgian marine areas in the MaRPoL-
regulations and in the subsequent european directives. That means
that the violation of the MaRPoL-regulations can be punished by a
fine and/or an imprisonment.
The legislation on the protection of the marine environment (law of
January 20th, 1999) obliges the master or the ship-owner of a ship
involved in a shipping accident in the sea areas to take all reasonable
prevention or containment measures. These measures are either
intended to prevent damage or to limit damage to a minimum in
case of an imminent threat of pollution or to contain or reverse the
damage in case pollution has already been caused.
_(Source:MDK-afdelingScheepvaartbegeleidingandFODVolksgezondheid,Veiligheid
vandeVoedselketenenLeefmilieu-MarienMilieudienst
› 1/35 ANcHORiNG OF DAMAGED VESSELS AFTER AN iNciDENT BaZ1/35-2011cancelled
Vessels that have sustained damage or probable damage following an
incident may only continue the voyage to their final destination after
receiving permission from the communal nautical authority (Gna),
more specifically the Head Traffic Leader of the Water district Western
scheldt and the nautical service chef of the agency for Maritime and
coastal services.
These vessels generally must first anchor at a position designated by
the Gna and more specifically the persons, mentioned in the above
sentence, where an investigation will take place to establish the
nature of the damage.
_(Source:GemeenschappelijkeVlaamseandNederlandseNautischeAutoriteit.
Kennisgeving03-2005.d.d.27/09/2005)
233
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› 1/36A SEAWARD ARTiLLERY PRAcTicE - GENERAL REGULATiONS BaZ1/36A-2011cancelled
1. ARTiLLERY SEcTORS
There are three different artillery sectors that have been determined
as follows:
1. Small sectorThe danger zone is included in a sector with a 2,5 mile radius with the
nieuwpoort lighthouse as its centre, bordered by the bearings 114°
from the nieuwpoort lighthouse and 191° from the former WT of Wes-
tende (position 51°10’,14 n - 2°46’,62 e).
2. Medium sectorThe danger zone is included in a sector with a 7,5 mile radius with the
position 51°08’,62 n- 2°46’,15 e, as its centre, bordered by the same
bearings as in 1.
3. Large sectorThe danger zone is included in a sector with a 12 mile radius with the
same centre and borders as in 2.
2. SiGNALiZATiON
The following signals will be hoisted to the top of the mast, placed in
position 51°09’,29 n - 2°44’,15 e on 350 m WsW of the water tower of
nieuwpoort.
for the artillery exercises that are done:
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NOTicES TO MARiNERS JANUARY 5th 2012
1. in the small sectora square red flag with a red circular signal on top.
2. in the medium sectora square red flag with two red circular signals on top.
3. in the large sectora square red flag with three red circular signals on top.
The signals will be pulled down during interruptions and after com-
pletion of the artillery practice.
In addition to that a signalization panel, which is located to the right of
the exit of the port shipping lane nIeUWPooRT, will be made visible
during artillery practice.
The panel will show the following information:
GEVAAR-DANGERZEEWAARTSESCHIETOEFENINGEN[SEAWARD ARTILLERY PRACTICE]
INFOVHF67C/S:SN
sn (sierra november) is the callsign of the artillery sector nIeUW-
PooRT and the working frequency is VHf-cHanneL 67. The radio
station is manned during artillery practice between 0800 h and 1530
h. at the end of the artillery practice the text on the panel will be
made invisible.
_(Source:MinisterievanDefensie-Marinecomponentd.d.30/11/2000)
235
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› 1/36B NiEUWPOORT - SEAWARD ARTiLLERY PRAcTicE - SMALL, MEDiUM AND LARGE SEcTORS BaZ1/36B-2010cancelled
normally speaking no artillery practice is planned on air and/or sea
targets and shipping is free:
• on aLL saturdays, sundays and Legal holidays
• from 01 January up to and including 08 January 2012
• from 18 february up to and including 26 february 2012
• from 31 March up to and including 15 april 2012
• from 28 april up to and including 01 May 2012
• from 17 May up to and including 20 May 2012
• 06 June 2012
• from 16 June up to and including 16 september 2012
• from 27 october up to and including 04 november 2012
• from 15 november up to and including 18 november 2012·
• from 22 December up to and including 31 December 2012
outside of these periods dates and hours of the artillery exercises against
air and sea targets will periodically appear in the BaZ. all shipping activity
is prohibited in the activated sector during artillery practice.
To improve the information towards the various users (pleasure ship-
ping, sailing clubs, fishing, etc.) the Ministry of Defence will make more
detailed information concerning the actual use of the sectors and the
limitations on shipping that follow from it available on the website:
www.mil.be-navigate to-‘schietoefeningen nieuwpoort’ (‘artillery prac-
tice nieuwpoort’)
(http://www.mil.be/armycomp/subject/index.asp?Lan=nl&ID=651)
This information will be updated on a daily basis.
It is also possible to contact the artillery sector in nieuwpoort telephoni-
cally at these numbers: +32 (0) 58 22 28 00 or +32 (0) 58 22 28 15
_(Source:MinisterievanDefensie-Marinecomponentdated06/09/2011)
236
NOTicES TO MARiNERS JANUARY 5th 2012
› 1/37 NORTH SEA – BELGiAN NATiONAL EXERciSES AREA FOR MARiNE VESSELS BaZ1/37-2011cancelled
from 1 January until 31 December, exercises can be carried out by
the marine vessels inside an area bounded by the following points:
• 51°26,75 n – 002°21,00 e
• 51°26,75 n – 002°48,00 e
• 51°36,00 n – 002°48,00 e
• 51°40,00 n – 002°42,00 e
• 51°40,00 n – 002°34,00 e
further notices will inform about the detailed schedules as well as
about the type of these exercises.
_(Source:MinisterievanDefensie-Marinecomponent)
237
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› 1/38 ZONE FOR DETONATiNG WAR AMMUNiTiON AND PRAcTicE MiNES NORTHEAST OF THE ANcHORAGE AREA WESTHiNDER BaZ1/38-2011cancelled
as from 2012 an area has been set with as its centre 51°29’,07 n -
2°49’,92 e and a radius of 3,2 nM for detonating old war and practice
mines.
This area is used all year long by different types of vessels of the
Belgian navy component for detonating at sea of old war mines and
practice mines that have been found by own navy vessels or by fishing
and dredging vessels.
The frequency of these detonations varies between 15 and 20 explo-
sions a year. If necessary detonating may be done in other areas as
well. BaZ 1/10 determines the procedures for this.
note: the shipping movements mainly consist of mine sweeping
vessels and high sea towing vessels and their respective RHIB's and
diving teams as well as those vessels that make use of the practice
zone in art. 1/39 point 1.
_(Source:MinisterievanDefensie-Marinecomponentdated06/09/2011)
238
NOTicES TO MARiNERS JANUARY 5th 2012
› 1/39 BELGiAN cOASTAL ZONES FOR MiNE LAYiNG, MiNE DETEcTiON AND MiNE SWEEPiNG PRAcTicE
BaZ1/39-2011cancelled
Within the framework of practicing areas for mine laying and mine
sweeping in the north sea, the channel and the waters surrounding
the British Isles, following zones are situated on the Belgian conti-
nental flat:
1. Zone NB-01 (Westhinder)• 51°28’,85 n – 2°44’,92 e
• 51°26’,75 n – 2°44’,92 e
• 51°26’,75 n – 2°35’,52 e
• 51°28’,85 n – 2°35’,52 e
This area is used throughout the entire year by different types of ves-
sels of the Belgian navy for individual or group practice.
The area is used in particular by mine sweeping vessels as deep wa-
ter zone for the use of sonar, remotely controlled underwater vehicles
and divers.
note: most vessel movements will extend themselves to the area
described under article 1/38.
2. Zone NBH-10 (Wenduine)• 51° 21’00n – 002°57’10 e
• 51° 21’00n – 003° 00’70 e
• 51°18’70n – 002°55’80 e
• 51°19’80n – 002° 54’50 e
This area is used throughout the entire year by the minesweeping
vessels of the Belgian navy as well as those of other navies for mine
sweeping practice. The area is particularly used by mine sweeping
vessels as shallow water zone for the use of sonar, remotely con-
239
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trolled underwater vehicles and divers. Lastly, the area is also used
as a testing and evaluation zone for mine detection systems.
note: because of manoeuvrability characteristics and weather condi-
tions the vessel movements will practically speaking extend them-
selves to a slightly wider area, situated between the approach of the
port of oostende and the Wenduine Bank.
3. Zone QZR 040• 51°15’,12 n 2°27’,61 e
• 51°17’,21 n 2°29’,23 e
• 51°18’,51 n 2°31’,83 e
• 51°19’,60 n 2°33’,60 e
• 51°19’,60 n 2°36’,09 e
• 51°19’,34 n 2°34’,72 e
• 51°18’,13 n 2°32’,43 e
• 51°16’,79 n 2°29’,77 e
• 51°14’,89 n 2°28’,39 e
This area is isued as permanent practice area for nMcM-training.
4. Zone Outer Ratel• 51°16’,20n 2°30’,40e
• 51°17’,00n 2°29’,50e
• 51°18’,30n 2°32’,10e
• 51°17’,50n 2°33’,10e
This area is isued as permanent practice area for nMcM-training.
_(Source:MinisterievanDefensie-Marinecomponentdated06/09/2011))
240
NOTicES TO MARiNERS JANUARY 5th 2012
› 1/40 SPEciAL PROTEcTiON ZONES AND SPEciAL NATURE PRESERVE ZONES BaZ1/40-2011cancelled
With the KB of october 14th 2005, 3 special protection zones and 2
special nature preserve zones have been set:
1. THE SPEciAL PROTEcTiON ZONES
1. a zone of 110,01km2 for Koksijde, named SBZ 1, beaconed by the
baseline and a line that connects 5 points with the following coor-
dinates:
• 51°06’,72 n - 2°35’,84 e
• 51°07’,76 n - 2°32’,32 e
• 51°12’,56 n - 2°30’,84 e
• 51°13’,53 n - 2°39’,06 e
• 51°08’,92 n - 2°41’,93 e
2. a zone of 144,80 km2 for oostende, named SBZ 2, by the baseline
and a line that connects 8 points with the following coordinates :
• 51°12’,61 n - 2°51’,43 e
• 51°14’,28 n - 2°51’,31 e
• 51°14’,80 n - 2°45’,28 e
• 51°21’,30 n - 2°49’,44 e
• 51°20’,03 n - 2°57’,40 e
• 51°17’,74 n - 2°59’,39 e
• 51°16’,18 n - 2°55’,12 e
• 51°14’,76 n - 2°56’,48 e
241
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3. a zone of 57,71 km2 for Zeebrugge, named SBZ 3 , by the baseline
and a line that connects 6 points with the following coordinates :
• 51°19’,47 n - 3°08’,63 e
• 51°20’,67 n - 3°04’,79 e
• 51°21’,73 n - 3°04’,00 e
• 51°23’,85 n - 3°10’,38 e
• 51°22’,70 n - 3°15’,08 e
• 51°21’,09 n - 3°16’,33 e
The following activities are forbidden within the special protection
zones:
• civilian construction activity
• industrial activity
• activity by commercial or advertising companies
However, the shipping is explicitly exempt from these prohibitions.
In “sBZ 1” and « sBZ 2 » the following activities are forbidden in the
period of December 1st up to March 15th:
• the practicing with helicopters at a height of less than 500 ft
• the passage of high speed vessels, barring in extraordinary
circumstances (a vessel with a maximum speed capacity equal
or higher than 3,7.a0,1667 m/s or 7,193.a0,1667 kts with a = the water
displacement that corresponds with the design water line (m3))
• water sports competitions
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NOTicES TO MARiNERS JANUARY 5th 2012
2. THE SPEciAL NATURE PRESERVE ZONES
In the sea areas, a special area for nature conservation is set, i.e.:
1. an area of 181 km2, with name «Trapegeer-Stroombankgebied»,
defined by the baseline and a line joining the 4 points with the fol-
lowing coordinates:
• 51°05’,57 n - 2°32’,54 e
• 51°08’,20 n - 2°30’,24 e
• 51°16’,70 n - 2°52’,46 e
• 51°14’,31 n - 2°55’,03 e
In the special area for nature conservation, the following activities are
forbidden:
• activities of civil engineering
• industrial activities
• activities of advertising and commercial enterprises
• dumping of dredged material and inert materials of natural origin.
The given positions are in WGs84 and were converted where neces-
sary.
for this area, the shipping is authorised.
_(Source:BelgianStateGazettedated31/10/2005-pp47207e.v.andFODVolksgezond-
heid,VeiligheidvandeVoedselketenenLeefmilieu-MarienMilieudienstdated10/10/2011)
243
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› 1/41 SPORTS DiViNG AND REcREATiONAL DiViNG AT SEA - PROcEDURES BaZ1/41-2011cancelled
1. The procedures mentioned in this message apply to vessels, in-
cluding “pleasure vessels”, that have sports divers or recreational
divers aboard, and that wish to enter waters that fall under Belgian
sovereignty, including the territorial sea and the exclusive economic
Zone.
The regulations in this message remain in full force, the other inter-
national, national or local regulations that apply notwithstanding.
2. The reports mentioned in this message must be addressed to the
MRcc.
The reports will happen :
• either on VHf, channel 9
• telephonically, on the number +32 (0) 59 34 10 20.
3. The vessels must report to the MRcc before sailing from port,
or, if possible, before entering the waters that fall under Belgian
sovereignty:
• the name of the vessel
• whether the vessel is sailing or sailing out with divers aboard
• the number of divers aboard
• the diving area.
4. When arriving at the diving area, the vessel must report:
• that the ship has arrived
• how many divers will enter the water
• the expected time that each diver will spend in the water.
244
NOTicES TO MARiNERS JANUARY 5th 2012
5. Upon ending the diving activities the vessel will report that all
divers are back aboard.
6. In the event of successive diving sessions the abovementioned
instructions must be followed for every diving session.
7. The vessel will report when the diving activity has ended.
_(Source:MDK-afdelingScheepvaartbegeleiding-d.d.22/05/2006)
245
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iNDEX ABBREViATiONS
The most important abbreviations used in the BaZ: (for the abbrevia-
tions on the charts we refer you to the brochure “signs and abbrevia-
tions”).
aan avis aux navigateurs
acc antwerp coordination centre
aDnR accord européen relatif au transport international
des marchandises dangereuses par voie de
navigation du Rhin
art article
aWnIs allied Worldwide navigation Information system
Ba competent authority
BaZ Berichten aan Zeevarenden (notices to Mariners)
BB Port
blz bladzijde(n); page(s)
Br British
Bs Belgian statute Book
cdt. commandant
cm centimeter
cil cylinder
cVL Traffic control flushing
cTn Traffic control Terneuzen
cZV Traffic control Zandvliet
DBZ Dringende Berichten aan Zeevarenden (urgent
notices to mariners)
DGPs Differential Global Positioning system
dm decimeter
Dir. director
Dsc Digital selective call
246
NOTicES TO MARiNERS JANUARY 5th 2012
e east(ern)
eD50 european Datum 1950
eeZ exclusief economische Zone
ecDIs electronic chart Display and Information system
ecs electronic chart system
enc electronic navigational chart
eTa estimated time of arrival
eTD estimated time of departure
eTs estimated time of sailing
gem. average
GB Gemeenschappelijke bekendmaking (common
announcement)
GPs Global Positioning system
GHa Gemeentelijk Havenbedrijf antwerpen
GLLWs Mean Lower Low Water springs (MLLWs)
GMDss Global Maritime Distress safety system
GMT Greenwich Mean Time
Gna Gemeenschappelijke nautische autoriteit
Gr Greenwich
h hour
H Mean Lower Low Water springs
Hor horizontal
HW High Water
HWs High Water springs
Hyd hydrography
IaLa International association of Lighthouse authorities
Ics International chamber of shipping
IHo International Hydrografic organisation
IsPs International ship and Port facility security
IMo International Maritime organisation
InT international
247
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K canal
KB Koninklijk Besluit (Royal Resolution)
kard cardinal
kHz kilohertz
km kilometer
krt(n) chart(s)
LaT Lowest astronomical Tide
lat lateral
Ldw Loodswezen (Pilotage services)
Les Land earth station
Ll list of lights
LLWs Lowest Low water springs
LnG Liquified natural Gas
Loa - length over all
- remote pilotage
LPG Liquified Petroleum Gas
LT local time
LW Low Water
LWs Low Water springs
m meter
MaRPoL International convention for the Prevention of
Pollution from ships
MB Ministerial Resolution
MBZ Maatschappij van de Brugse Zeevaartinrichtingen
MDK agentschap voor Maritieme Dienstverlening en Kust
(agency for Maritime services and coast)
MeT central european Time (ceT)
MHz Megahertz
MMsI Maritime Mobile service Identity
MRcc Maritime Rescue and coordination centre
Msc Mediterranean shipping company
248
NOTicES TO MARiNERS JANUARY 5th 2012
n north(ern)
naVTeX navigational Telex
ncaGs naval cooperation and Guidance of shipping
ned The nederlands/Dutch
nMcM naval Mine counter Measures
nr(s) number(s)
nTM notice(s) To Mariners
oMs oceanografisch Meteorologisch station
osU oostende Radio
(P) preliminary notice(s) to mariners
Pa approximate position
PD uncertain position
Pec Pilot exemption certificate
pos position
PRa Pollution Response area
Pssa Particularly sensitive sea area
Pt point
PRa Pollution Response area
Rarefl radar reflector
Rare radar reflector
Rcc Rescue coordination centre
RcZB Radar control Zeebrugge
Refl Reflector
Renc Regional electronic navigational chart coordination
centre
Rnc Raster navigational chart
RTa Requested Time of arrival ;
RTD Requested Time of Departure;
RVGZ Regulations for the transport of dangerous cargoes
on board commercial vessels
RWHs red and white horizontally striped
249
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RWVs red and white vertically striped
RWs Rijkswaterstaat
RYco Royal Yacht club oostende
RZHs red and black horizontally striped
s south(ern)
s seconde (time unit)
saR search and Rescue
sB starboard
sB Belgian statute Book
sB afdeling scheepvaartbegeleiding / shipping
assistance Division
sBZ speciale Beschermingszone
scc schelde coordinatie centrum
sID schelde Inlichtingen Dienst (scheldt Information
services)
snMs scheldt navigator Marginal ships
soLas safety of Life at sea
sp sharp
sPs standard Positioning service
st blunt
stb Dutch statute Book
sub under
(T) temporary BaZ
tel telephone message
tgm telegram message
UHf Ultra High frequency
UKHo United Kingdom Hydrographic office
UKZ Zelzate Lookout
URs Unie van Reddings- en sleepdiensten
UTc Universal Time coordinated
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NOTicES TO MARiNERS JANUARY 5th 2012
vert vertically
VBs verkeersbegeleidend systeem
VHf Very High frequency
vm vadem
VVs traffic division system
vt feet
VTs-sG Vessel Traffic services - scheldegebied
VTs-a Vessel Traffic services - antwerp
W west(ern)
WenD World-wide electronic navigational chart Database
WesP Western scheldt Planner
WeTReP West european Tanker Reporting system
WGs84 World Geodetic system 1984
WL Waterbouwkundig Labo
zgn so-called
zm nautical miles
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The use of information from this publication is only allowed with complete source reference: MDK - afdeling Kust - Vlaamse Hydro-grafie (Maritime and Coastal Services - Coastal Division - Flemish Hydrography)
The Notices to Mariners can also be found on the web:www.vlaamsehydrografie.be
Compiled by:afdeling Kust - Vlaamse HydrografieAdministratief Centrum (1st floor)Vrijhavenstraat 38400 Oostende
Published by:IVA Maritieme Dienstverlening en KustBrussel 2012© Flemish Government
Design: CaymanPhotography: afdeling Kust
This Notices to mariners nr. 1 can be forwarded after prior payment of 15 euro on account nr IBAN: BE29 0910 1286 5764, BIC: GKCCBEBB Addressed to: Vlaamse Overheid (Flemish Government) E.V. Flanders Hydraulics Berchemlei 115 2140 Borgerhout
with reference: BaZ2012/1
If you would also like to receive the other Notices to Mariners (abbr. BaZ) in Dutch in addition to BaZ issue nr. 1,please transfer the subscription fee of 30 euro per year to the same account number with reference BaZ 2012/AL.