Notices to Mariners OSTEND JANUARY 4TH, 2007 NR.01

Transcription

1 Notices to Mariners OSTEND JANUARY 4TH, 2007 NR.01

2 This Notices to Mariners issue nr. 1, is sent after prior payment of 15 on account nr Addressed to: Vlaamse Overheid (Flemish Government) E.V. Flanders Hydraulics 115 Berchemlei 2140 Borgerhout with reference: BAZ12007 If you would also like to receive the other Notices to Mariners (abbr. BaZ) in addition to BaZ issue nr. 1, please transfer the subscription fee of 30 per year to the same account number with reference BAZ The use of information from this publication is only allowed with complete source reference: MDK - Afdeling Kust - Vlaamse Hydrografie (Maritime and Coastal Services - Department Coast - Flemish Hydrography) This is a free translation of the official bericht aan zeevarenden issued 04 th January 2007 Nr. 01 In case of dispute the Dutch text is the only valid copy. The Notices to Mariners can also be found on the web: 8

3 Berichten Notices aan to zeevarenden Mariners OSTEND JANUARI 4th 2007 NR.01 Bearings are true directions calculated from sea for light sectors. Lengths in relation to Greenwich.

4 2 TABLE OF CONTENTS 1/1 NOTICES TO MARINERS p. 7 1/2 GENERAL SET OF RULES THAT APPLY IN BELGIAN WATERS p. 9 1/3 OFFICIAL RADIO MESSAGES INTENDED FOR BELGIAN MERCHANT VESSELS THE BELMAR SYSTEM p. 12 1/4 BELGIAN COASTAL STATION OSTEND-RADIO AND ANTWERP - RADIO p. 18 1/5 ISPS REGULATIONS p. 21 1/6 NAVAL COOPERATION AND GUIDANCE OF SHIPPING (NCAGS) p. 23 1/7 RADIO NAVIGATION MESSAGES p. 35 1/8 WEATHER FORECAST AND ANNOUNCEMENTS OF STORMY WEATHER AND GALE FORCE WINDS p. 38 1/9 ARRANGEMENTS TO BE MADE IN THE EVENT OF A SUBMARINE ACCIDENT p. 42 1/10 TREATMENT OF MINES AND EXPLOSIVES FOUND AT SEA p. 44 1/11A PILOTAGE SERVICE IN THE SCHELDT ESTUARIES AND AT THE BELGIAN COASTAL PORTS p. 48 1/11B RESOLUTION OF EXEMPTION FROM COMPULSORY PILOTAGE SCHELDT REGULATIONS p. 51 1/11C INTENSIFIED COMPULSORY PILOTAGE FOR VESSELS IN THE BELGIAN TERRITORIAL SEA AND WATERS UNDER THE AUTHORITY OF THE FLEMISH GOVERNMENT p. 56 1/12A PILOTAGE REQUEST ARRANGEMENTS FOR VESSELS WITH A FLEMISH PORT AS DESTINATION p. 61 1/12B REPORTING DUTY FOR PEC HOLDERS p. 69 1/13 SPECIAL SIGNALS AND INSTRUCTIONS AT FLUSHING ROADS p. 69 1/14A SCHELDT AND ITS ESTUARIES OVERSIZED COMMERCIAL VESSELS p. 76 1/14B WESTERN SCHELDT - ARRIVAL AND DEPARTURE REGULATIONS, TO/ FROM ANTWERP p. 77

5 3 1/15 LOWER AND UPPER SEA SCHELDT PERMISSION TO MOOR p. 83 1/16A VESSEL TRAFFIC SERVICES SCHELDT AND ITS ESTUARIES EXPANSION OF THE FIELD OF ACTIVITY p. 84 1/16B VESSEL TRAFFIC SERVICES SCHELDT AND ITS ESTUARIES p. 85 1/16C VTS-SM INFORMATION CONCERNING THE SHIPPING LANE p /16D CONVERSATIONAL DISCIPLINE VESSEL TRAFFIC SERVICES SCHELDT AND ITS ESTUARIES (VTS-SM) p /17 SCHELDT TOWING OF DIFFICULTLY MANOEUVRABLE VESSELS AND/OR VESSELS UNDER WAY p /18A SHORE BASED PILOTAGE IN THE EVENT OF SUSPENDED PILOTAGE IN THE SCHELDT ESTUARIES p /18B SHORE BASED PILOTAGE (LOA) INFORMATION FOR SHIPPING p /19 HELICOPTER PILOTAGE IN ALL WEATHER CONDITIONS p /20A BELGIAN COASTAL PORTS OVERSIZED COMMERCIAL VESSELS p /20B BELGIAN COAST TRAFFIC SIGNALS p /21A PORT OF NIEUWPOORT SPEED LIMIT p /21B PORT OF NIEUWPOORT SPECIAL TRAFFIC SIGNALS p /21C PORT OF NIEUWPOORT CLOSING DOWN PART OF MARINA NOVUS PORTUS IN THE EVENT OF A STORM p /22A PORT OF OSTEND SPECIAL TRAFFIC SIGNALS FLICKERING LIGHTS p /22B PORT OF OSTEND SIGNALLING INSTALLATION FOR WATER DISCHARGES p /23 PORT OF BLANKENBERGE- SPEED LIMIT FOR MECHANICALLY POWERED VESSELS p /24A PORT OF ZEEBRUGGE WARNING SIGNAL p /24B PORT OF ZEEBRUGGE YELLOW-BLUE FLASHING LIGHT p /24C LNG- SHIPPING: PROCEDURES p /25 PORT OF ZEEBRUGGE PORT SIGNALS ON THE NEW BREAKWATERS p /26 WARNING ON THE USE OF NONEQUIVALENT ELECTRONIC SEA CHARTS p. 150 NOTICES TO MARINERS JANUARI 4th 2007

6 4 1/27 WORLD GEODETIC SYSTEM 1984 (WGS84) p /28 (DIFFERENTIAL) GLOBAL POSITIONING SYSTEM THEORY AND PRACTICE p /29 CLARIFICATION ON THE USE OF RNC AND ENC IN ECDIS p /30 UNDERWATER CABLES AND PIPELINES p /31 OCEANOGRAPHIC AND OTHER SIMILAR STATIONS p /32 PROTECTION OF OFFSHORE INSTALLATIONS p /33A MINIMUM REQUIREMENTS CERTAIN TANKERS THAT WISH TO SAIL TO A BELGIAN PORT MUST MEET p /33B REGULATIONS FOR TRANSPORT OF DANGEROUS CARGOES ON BOARD COMMERCIAL VESSELS (RVGZ) p /33C INSPECTION ON THE DECLARATION ON FINANCIAL SECURITY WHEN COVERING THE LEGAL LIABILITY FOR DAMAGE CAUSED BY OIL POLLUTION p /33D THE WEST EUROPEAN TANKER REPORTING SYSTEM (WETREP) p /34 SEA WATER POLLUTION DUE TO OIL OR OTHER HAZARDOUS SUBSTANCES p /35 ANCHORING OF DAMAGED SHIPS AFTER AN INCIDENT p /36A SEAWARD ARTILLERY PRACTICE GENERAL REGULATIONS p /36B NIEUWPOORT - SEAWARD ARTILLERY PRACTICE MIDDLE AND LARGE SECTOR p /37 NORTH SEA - S SECTOR ARTILLERY PRACTICE ON FLOATING TARGETS p /38 ZONE FOR DETONATING WAR AMMUNITION AND PRACTICE MINES BeNe ANCHORAGE AREA WESTHINDER p /39 BELGIAN COASTAL ZONES FOR MINE LAYING, MINE DETECTION AND MINE SWEEPING PRACTICE p /40 SPECIAL PROTECTION ZONES AND SPECIAL NATURE PRESERVE ZONES p /41 SPORTS DIVING AND RECREATIONAL DIVING AT SEA - PROCEDURES p. 194 INDEX ABBREVIATIONS p

7 5 NOTICES TO MARINERS JANUARI 4th 2007

8 6

9 7 1/1 NOTICES TO MARINERS BaZ 1/ cancelled. The Notices to Mariners (BaZ) publishes the data necessary for updating the Belgian Sea- and Scheldt charts and the books and magazines 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 mentioned 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 a volume, the issue number of the BaZ and its article code in the BaZ. Some articles are provisional and can be recognized by the letter (P) following the article code; others are temporary and can be recognized by the letter (T). The provisional articles are usually followed by a 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. In addition to all that the BaZ also list the Urgent Notices to Mariners (DBZ) that are still in force. The DBZ are issued by the Kustwacht Oostende - Afdeling Scheepvaartbegeleiding (Ostend Coast Guard - Department Shipping Assistance Service) and mainly contain information about temporary beaconing problems. The mariners need to take into account occasional restrictions in terms of preciseness or completeness of nautical publications and articles. Following article 3 of the KB of June 20th 1977 of the execution of the law of November 24th 1975 holding approval and execution of the treaty on the international regulations to prevent collisions at sea, 1972, with the Regulations and their additions and article 27 and 4 of the NOTICES TO MARINERS JANUARI 4th 2007

10 8 KB of August 4th 1981 holding police- and shipping regulations of the Belgian territorial sea, the ports and the coasts and the beaches of the Belgian coast; all Mariners must follow the general principles on the regulation of shipping traffic as they appear in the annually issued Notices to Mariners nr. 1 and following. Following article 29 of the aforementioned KB every Mariner must also transfer all information concerning any special observations in the area of the Belgian coast and the Scheldt (cf. Nautical Publications) that concern shipping, and report every instance of missing/false information in aforementioned publications to ensure general safety at sea. This can be done at the following address: Department Kust - Vlaamse Hydrografie (Department Coast - Flemish Hydrography) Administratief Centrum (1st floor) 3 Vrijhavenstraat 8400 OSTEND Tel: 32 (0) Fax:32 (0) Urgent messages about buoys, dangers, etc. at sea in the Belgian responsibility zone need to be communicated to the Kustwacht Oostende (Ostend Coast Guard) or to the proper traffic centre. If necessary via Ostend Radio over the proper mariphone channels. NOTES: All positions mentioned in this BaZ are in WGS84. We ask your attention for: - New articles: 1/40 and 1/41 - Adjusted articles:. 1/2, 1/8, 1/9, 1/12A, 1/16B, 1/16D, 1/17, 1/19, 1/28, 1/36B - Deleted articles: none _ (Source: MDK - Afd. Kust - Vlaamse Hydrografie)

11 9 1/2 GENERAL SET OF RULES THAT APPLY IN BELGIAN WATERS BaZ 1/ cancelled. 1. Apply to the Scheldt area: The shipping regulations Western Scheldt 1990 for the Dutch part 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 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 Also applies to the port of Antwerp: A new, adjusted version of the Communal Port Police regulation as approved by the city council on September 13th 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 To the Belgian territorial sea, coastal ports and beaches: The police and shipping regulations of NOTICES TO MARINERS JANUARI 4th 2007

12 10 The decree of April 19th 1995 on the organisation and working of the pilotage service of the Flemish Government and on the qualification of port pilot and the additional excecutive decisions. The vessels that the various decrees apply to must have a copy of the proper regulations aboard, as well as an updated official chart of the area. 5. Also applies to the coastal ports of Zeebrugge and Ostend: The regulations for the port of Zeebrugge, sea channel and the Bruges docks according to KB Police regulation for the commercial port of Ostend as approved by the Ostend city council on December _ (Source: MDK - Afd. Scheepvaartbegeleiding)

13 11 NOTICES TO MARINERS JANUARI 4th 2007

14 12 1/3 OFFICIAL RADIO MESSAGES INTENDED FOR BELGIAN MERCHANT VESSELS THE BELMAR SYSTEM BaZ 1/ cancelled. 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 extraordinary 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 reçu or acknowledge in the DSC upon receiving messages, unless the nature of the message requires doing so

15 13 stop radio transmissions, unless ordered differently limit the use of radar and echo sounder to what is strictly necessary. 2. MESSAGE FORM 1. The BELMAR messages will have the following structure: incoming call identification and n. text date-time-group end message/transmission. 2. One of the following callsigns will be used for the incoming call: The collective callsign ONXA: All Belgian merchant vessels - in RTBF and VRT: Hallo alle Belgische Koopvaardijschepen (in ). The collective callsign ONXB: All Belgian war and merchant vessels -RTBF and VRT: Hallo Alle Belgische Oorlogs- en Koopvaardijschepen (in ). The international callsign (spelled in radiotelephony). The collective callsigns may be followed by a number, indicating that the message is intended for the vessels in the MERCAST Area (see ACP 149) with the corresponding number. For example: ONXA 4 indicates that the message is directed to all Belgian merchant vessels in the MERCAST Area 4 (North Sea). 3. The official messages to the Belgian merchant vessels are identified 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. NOTICES TO MARINERS JANUARI 4th 2007

16 14 5. Every message has a date-time-group. It will consist of 6 numbers, followed by the letter Z The numbers indicate the date and the time in hours and minutes. The letter Z indicates that the date-time-group is expressed in Greenwich Mean Time. For example: date-time-group Z indicates 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 PROCEDURE 1. The BELMAR messages will be broadcasted on the hours mentioned in point 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 nr. the date-time-group for every single message. 4. RADIO STATION, FREQUENCIES and TIME ROSTERS (UTC) 1. Ostend-radio Radiotelephony Upon reception, the coast station will immediately send all

17 15 BELMAR messages to all frequencies in use. Fixed broadcasts and/or repeats will be made on the following times (UTC) and frequencies: - Medium wave: on khz and khz. - On decametre waveband: 0030(*) on khz (OSU 41) khz (OSU 51) and khz (OSU 63). (*) NOT on khz and khz. - On the VHF band: channel 27. Navtex The Belmar messages will be broadcasted on 518 khz immediately upon reception and after that on the normal broadcasting hours 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) and In Dutch on 927 khz (VRT) and From the moment the BELMAR-system is activated the BELMAR-messages will be broadcasted on the abovementioned frequencies and on the following times: and 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 will not shut down their radio stations unless they can pick up the messages at the local Belgian diplomatic or consular representative. NOTICES TO MARINERS JANUARI 4th 2007

18 16 2. Apart from listening to the BELMAR messages, overseas vessels will listen to local allied broadcasts (coastal stations, radio stations) on a regular basis, so that they stay well-informed about local nuclear threats or fallout. 6. ALLIED CONNECTIONS 1. In times of tension or war an allied network of radio stations will be activated. This organisation is called ALLIED MERCAST SYSTEM (MERCAST = MERCHANT SHIP BROADCAST SYSTEM). 2. From the moment a vessel is taken over in the NCS - Organisation (Naval Control of Shipping) - at the first arrival in a port with an allied NCAGS- she must listen to MERCAST. From that moment on BELMAR broadcasts will no longer be recorded. 3. The publications and cryptographic means of the MERCAST 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 Gezagvoerders van Belgische Koopvaardijschepen (General Instructions for the Captains of Belgian Merchant Vessels). They replace all connection instructions that were published earlier. A copy of BaZ is intended for the radio-telegraphist officer and will be transferred to him when necessary. 2. Captains of the Belgian merchant vessels are urged to take the necessary measures in order to make contact with coastal station OSTEND RADIO (TR) at least once every 24 hours. This radio contact will be free of charge.

19 17 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 officers goal will be to give a fictional briefing to the captains, on the occasion of mooring at a NATO port. They might also ask a series of questions. The captains can cooperate on a voluntary basis, but it is insisted 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 may not slow down the shipping activities nor do they give any right on a financial compensation. _ (Source: Ministerie van Defensie - Belgische Marine - Comopsnav dd.16/09/96) NOTICES TO MARINERS JANUARI 4th 2007

20 18 1/4 BELGIAN COASTAL STATION OSTEND-RADIO AND ANTWERP - RADIO BaZ 1/ cancelled. 1. FREQUENCIES, BROADCASTS AND CALLSIGNS. LISTENING OUT. 1. Radiotelephony - Medium wave J3E Frequencies for announcing and broadcasting safety reports - for announcing: 2182 khz (wavelength 135m) and 2484 khz (wavelength 120m) 2256 khz (wavelength 133m) 2376 khz (wavelength 126m). The first broadcast of a DBZ will also be announced over khz (DSC digital selective calling system). - for broadcasting (working wavelength): 2761 khz (wavelength 108m). Listening out: permanently done on 2182 khz, 2484 khz, 3178 khz and 4095 khz. - calls on 2484 and 3178 khz will be answered by OSU on 2484 khz. - calls on 4095 khz will be answered on 4387 khz. Range: 400 nautical miles Callsign: OSU. 2. Radiotelephony VHF (F3E): Channels for announcing and broadcasting safety messages: - for announcing: K 16 The first broadcast of a DBZ will also be announced over channel 70(DSC) - for broadcasting K 27 Listening out: permanently done on K 16 and K 27. (other working channels for commercial traffic: 63,78 and 85) Range: about 35 nautical miles Callsign: OSU.

21 19 3. DSC - Digital selective calling A distress alert can be sent out over the digital selective calling system (DSC) on VHF-channel 70 and on MF khz, which is received on a screen and/or a printer. Ostend Radio permanently listens out to both frequencies. 4. Broadcasts of Urgent Notices to Mariners and shipping information. Radiotelephony - for announcing: 2182 khz and VHF channel 16 in English and on 2256, 2376 and 2484 khz in Dutch. The first broadcast of a DBZ will also be announced over DSC VHF-channel 70 and M F khz. - for broadcasting: 2761 khz and VHF channel 27 in both languages - times: immediately upon reception at the coastal station after the first H03 and H33 or H33 and H03; repeated on the fixed hours: UTC. Radiotelex - NAVTEX: - frequency: 518 khz - first broadcast: immediately upon reception at the coastal station - repeated on the fixed hours of the OST-NAVTEX broadcasts UTC. NB. General information: the radiotelephony broadcast will always be preceded by the safety signal (securité). NOTICES TO MARINERS JANUARI 4th 2007

22 20 2. COASTAL STATION ANTWERP - RADIO (Served by Ostend Radio since 01/01/96) Frequencies, broadcasts and callsigns. Listening out. Radiotelephony VHF (F3E) 1. Channels for announcing and broadcasting safety reports: for announcing: K16 The first broadcast of a DBZ will also be announced over DSC on VHF channel 70. for broadcasting: K24 2. Listening out: permanently done on the channels K16 and K24. (other working channels for commercial traffic: 7,27, and 81). 3. Range: Scheldt (upstream Terneuzen) Sea ports Antwerp and Ghent. 4. Callsign: OSA _(Source: Ministerie van Defensie - Kuststation van de Marine - Oostende Radio)

23 21 1/5 ISPS REGULATIONS BaZ 1/ cancelled. 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 verplicht om de informatie gevraagd bij voorschrift 9 van hoofdstuk XI-2 van het SOLAS verdrag met een aanmeldingsformulier mee te delen aan het ISPS-aanmeldingspunt en dit, bij voorkeur, per mail op het volgende adres: ispsbelgium.reg9@minfin.fed.be of per fax op het nummer 02/ 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 vullen. 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 Règlement (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 , à l adresse suivante: ispsbelgium.reg9@minfin.fed.be ou par fax au numéro 02/ 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 NOTICES TO MARINERS JANUARI 4th 2007

24 22 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 mandatory in application of article 6 of (EU) Regulation 725/2004 to communicate the information required in regulation 9 of chapter XI-2 of the SOLAS convention by a contact form to the ISPS contact point. is preferred: ispsbelgium.reg9@minfin.fed.be, faxes are possible too: 02/ This information has to be provided 24h before arriving in the port, or on leaving the previous port should travel time be less than 24 hours, or at the latest when the port of call is known. In order to avoid unnecessary communication to and fro it is of utmost importance to fill in the form correctly and completely. _(Source: afd. VNA dd.26/01/2005)

25 23 1/6 NAVAL COOPERATION AND GUIDANCE OF SHIPPING (NCAGS) BaZ 1/ cancelled. 1. GENERAL This BaZ describes Naval Cooperation and Guidance of Shipping (NCAGS), as it has been included in ATP 2 VOL II Change 9 and ENVELOPE TANGO (see supplement) 2. APPLICATION In extraordinary circumstances an NCAGS can be declared for a certain area for merchant shipping. Details regarding an NCAGS are announced through the World Wide Navigation Warning Service (WWNWS). Merchant vessels passing by will be advised or 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 Shipping Cooperation Points will be located in or near approach routes of the NCAGS, both on and off shore. The threat level for the merchant fleet can vary locally within an NCAGS, allowing for a Shipping Risk Area to be installed. If necessary the military authority (NCAGS Commander) can give 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. 3. ACTIONS TO TAKE 1. For FORMAT ALFA and example, see part SUPPLEMENTS of BaZ 1/6. 2. If there is no INMARSAT aboard the above information should be transferred to the NSA BELGIUM via OSTEND RADIO. 3. In the event of an adjustment to the travel schedule the vessel will send out a PASSAGE AMENDMENT (PASSAM) message (see NOTICES TO MARINERS JANUARI 4th 2007

26 24 supplement). The body of the message should contain at least 1 paragraph of the following standard format, followed by one or more paragraphs on the adjustment to the travel schedule as it has been sent out before via the FORMAT ALFA. FROM CALLSIGN VESSEL TO NSA BELGIUM PASSAM 1. INTERNATIONAL CALLSIGN/NAME VESSEL 2. CURRENT POSITION AND EXPECTED DATE/TIME OF ARRIVAL IN THE NCS REGION 3. PROPOSED ROUTE THROUGH THE NCS REGION 4. SPEED VESSEL 5. NEXT PORT OF DESTINATION 6. EXPECTED DATE/TIME OF ARRIVAL AT NEXT PORT OF DESTINA- TION IF THAT PORT IS WITHIN THE NCS REGION OR: POSITION AND EXPECTED DATE/TIME OF DEPARTURE FROM THE NCS REGION 7. INMARSAT NUMBER OF THE VESSEL 8. THE PRESENCE/ABSENCE OF A POCKET AUTOMATED CRYPTO EQUIPMENT (PACE) WITH MATCHING CRYPTOKEY ABOARD. EXAMPLE: FROM LXFH TO NSA BELGIUM PASSAM 1. LXFH/FEDERAL HUNTER N 00500E Z AUG Z AUG More info can be obtained on the website of the NATO Shipping Centre. ( shipping.manw.nato.int/index.php )

27 25 SUPPLEMENT ENVELOPE TANGO (REVISED) NAVAL COORDINATION AND GUIDANCE OF SHIPPING 1. Introduction Your ship has been consigned to Naval Coordination and Guidance of Shipping (NCAGS) as provided by the Allied Naval Control of Shipping Organisation. 2. Purpose of NCAGS The purpose of NCAGS is to provide you with information, advice and/or protection in the face of a threat to allied merchant shipping within a region that you may be passing. 3. Acceptance of NCAGS NCAGS is entirely voluntary for ship owners or operators employing their vessels on a normal commercial basis. It is, however, mandatory 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 Presence Prepare and send a Format ALFA (see below) message to your National Shipping Authority (or as directed). NOTICES TO MARINERS JANUARI 4th 2007

28 26 - 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 it s 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 either directly to your ship or via a general message (see Para 7 below). Unless instructions to the contrary are received from the Naval Control of Shipping Authority (see Para 8 below), Masters are then free to continue on their normal passage along the route they have reported and no further action is required by them. 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 requirements. These may be: Communication Reporting Gate (CRG). In order that you may receive up-to-date information on the risk to shipping and instructions concerning your transit of the NCAGS, you may be requested to report when you have reached a certain point(s) during your voyage. In these circumstances, details of the requirement will be contained in the message setting up the CRG. Advisory Communication Listening Watch. In addition, or alternatively, to the requirements of a CRG, you may be requested to listen to a nominated Coast Earth Station (CES) or Coast Radio

29 27 Station (CRS) in order to receive messages of an immediate or general nature concerning the situation. In these circumstances, details of the requirement will be communicated to you either directly by national authorities or by a WWNWS message. Unless instructions are received to the contrary, the ship s normal communication schedules may be maintained. 8. Shipping Risk Areas (SRAs) Purpose Where an NCAGS is large and the degree of danger within it 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 of Format BRAVO report. Diversions If your voyage will take you through the Shipping Risk Area, you may receive a DIVERSION ORDER message (See Para 10 below) from the NCAGS Commander to either: - Route you around the SRA. - Direct you to a Shipping Coordination Point (SCP) to receive further instructions (see Para 9 below). - Convoys or Accompaniment. It may be necessary for Allied warships to accompany you, with or without other vessels, through the area, or for convoys to be formed. Should this be necessary, full instructions and briefing will be given to you at the Shipping Coordination Point. 9. Shipping Coordination Points (SCP) Purpose The purpose of an SCP is to provide the means by which ships proceeding into and within the NCAGS may be further briefed on the risk and routing and/or organised for protection. This may include the embarkation or disembarkation of NCAGSLOs for merchant ships transiting a Shipping Risk Area. NOTICES TO MARINERS JANUARI 4th 2007

30 28 Location: The location of an SCP will be determined by the designated NCAGS, local geography, and the pattern of normal shipping flow. It is likely to be located at the perimeter of the NCAGS but may be outside it. 10.DIVERSION ORDER Message Should there be a need for the NCAGS Commander to divert you from your present or future track through the NCAGS, he will send you a DIVERSION ORDER message. DIVERSION ORDER messages are only applicable whilst you are within an NCAGS. The first words of the text will be the identifier DIVERSION ORDER followed by: The reason for the diversion. The position or time at which the diversion is to take place. New positions through which the ship is to pass. 11.Advice from Allied Warships Allied warships or military aircraft may offer advice to any allied merchant ship at sea at any time. Under NCAGS they may only give orders to merchant ships whilst within the NCAGS. 12.On Leaving the NCAGS You might be requested to send a confirmation of leaving the NCAGS, and are then free to resume your planned passage.

31 29 FORMAT ALFA ONLY FOR USE BY SHIPS AT SEA OR IN PORTS WHERE THERE IS NO NCAGS 1. Format Alfa reporting program can be downloaded on the site of the NATO Shipping center ( shipping.manw.nato.int/index.php ). 2. This message is to be sent by a vessel as soon as possible after being instructed that it has been consigned to Naval coordination and Guidance of Shipping (NCAGS) and thereafter on every occasion that its voyage will take it into a declared NCAGS. Normal communication channels are to be used. 3. Unless national directions specify otherwise, messages are to be addressed to the National Shipping Authority of the ship s flag or, in the case of chartered shipping, the National Shipping Authority of the chartering nation. 4. The Format Alfa is a principle means by which NATO gathers data regarding the shipping in a NCAGS. The form is divided into four sections: SECTION A: covers basic details of the vessel SECTION B: covers details of the current voyage SECTION C: covers details of the ships operator SECTION D: covers cargo data For a NATO exercise only section A and B are required to be completed. Date and time should be entered either by the date followed by a four digit time (18.Oct UTC) for a Date Time Group. Date Time Group (DTG). The NATO method of expressing time and date is contained within the Date Time Group (DTG). DETG is written in the following manner, DDHHMMMonthYY, therefore the DTG JUL98Z describes atime of 21:00 (GMT/UTC) on the 18 July NATO units routinely describe GMT/UTC as time zone Zulu abbreviated to Z. NOTICES TO MARINERS JANUARI 4th 2007

32 30 Section A - Ship Data 1. Ships Name 2. International Callsign 3. Type of Vessel 4. Flag of Registry 5. IMO Number 6. Port of Registry 7. Length Overall 8. Vessels Width 9. Maximum Draft for present Voyage 10. Vessels Gross Tonnage 11. Speed: Maximum Speed (Only required for convoys) Minimum speed (Only required for convoys) Declared Speed for the Voyage 12. Significant Appearance of Vessel for Optical Recognition 13. INMARSAT/Selective Call Number 14. Name of Communication Station being copied 15. State whether PACE Equipment and Keying Material is held 16. Fax Number 17. Address or Telex number 18. Other Communications Means Section B - Voyage Data 19. Intended Movement - Description of passage 20. Last Port /Country of Call including Actual Date and Time of of Departure from last Port 21. Next Port of Call including ETA AT NEXT Port of Call 22. Current Position 23. Date/Time and Position entering the Region a.-x. Waypoints of intended Track through NSC Region (Date/ Time-Latitudes/Longitudes) 24. Position and Date/Time of departing the region

33 31 Section C - Operator Data 25. Name of Ship owner/operator including, Address of Ship owner, Name of Charterer (if any) Address of Operator/ Charterer 26. Flag of Ship Operator 27. 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, 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) NOTICES TO MARINERS JANUARI 4th 2007

34 32

35 33 This message will be relayed to the naval authorities by your National Shipping Authority in order that a plot on your vessel may be maintained. FORMAT BRAVO (REVISED) FOR USE BY SHIPS IN A PORT WHERE AN NCAGSLO BOARDS YOUR VESSEL The information required below should be supplied to the NCAGS Boarding Officer when he boards your vessel. When your passage intentions have been communicated to the NCAGS Authorities by this means, there is no requirement to send a FORMAT ALFA message, but a change to passage intentions (PASSAM) (see next page) is needed. 1. SHIP S NAME CALLSIGN The following information is supplied with respect to this vessel s passage: FROM ETD GMT TO ETA GMT SPEED OF ADVANCE KNOTS NAME OF COMMUNICATION STATION BEING COPIED INMARSAT AND/OR SELECTIVE CALLING NUMBER PACE & KEYING MATERIAL HELD? YES/NO 2. PASSAGE INTENTIONS: POSITION (LAT/LONG) & TIME OF ENTERING NCAGS: INTENDED PASSAGE THROUGH NCAGS (LAT/LONG): POSITION (LAT/LONG) & TIME OF LEAVING NCAGS: NOTICES TO MARINERS JANUARI 4th 2007

36 34 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 reported by FORMAT ALFA or FORMAT BRAVO. 2. Unless national directions specify otherwise, PASSAM messages are to be addressed to the National Shipping Authority of the ship s flag or, in the case of chartered shipping, the National Shipping Authority of the chartering nation. 3. The text of the message is to be in format as follows It should 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. _(Source: Ministerie van Defensie - Marinecomponent N3/N5 dd. 30/09/04)

37 35 1/7 RADIO NAVIGATION MESSAGES BaZ 1/ cancelled. 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 were charted and the data concerning the broadcasting times and frequencies was 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 - Afd. Scheepvaartbegeleiding) NOTICES TO MARINERS JANUARI 4th 2007

38 36

39 37

40 38 1/8 WEATHER FORECAST AND ANNOUNCEMENTS OF STORMY WEATHER AND GALE FORCE WINDS BaZ 1/ cancelled. 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 N in the North Sea on the other side. Thames. Zone between the parallels of N and N in the North Sea 2. Wind speeds are expressed in units of the Beaufort scale. 3. The radio announcements will be made by the coastal station Ostend-Radio in both Dutch and English. 4. Antwerp-Radio will also announce stormy weather and gale force winds over VHF.

41 39 2. WEATHER REPORTS Broadcasts by Ostend-Radio: In telephony: on 2761 khz and VHF channel 27, in English and Dutch, after a previous announcement on 2182 khz and VHF channel 16 in English and on 2256, 2376 and 2484 khz in Dutch. On fixed times: 0720 LT and 0820 UTC and 1720 UTC. On Navtex: 0710 and 1910 UTC on 518 khz in English. 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. 4. Broadcasts by Ostend-Radio: In the text of the radio transmissions the wind speed and direction, as well as the affected area and the expected evolution will be 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. NOTICES TO MARINERS JANUARI 4th 2007

42 40 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 Antwerp- Radio (served by Ostend-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 GALE FORCE WIND WARNINGS 1. The announcement will be made when it is expected that the wind will blow with a force of 6 or 7 for at least three hours, but the announcement will not be made earlier than 12 hours in advance. 2. Report will be made when there is no longer a danger of gale force winds. 3. Broadcasts by Ostend-Radio: The broadcasts will be made in telephony and over radiotelex- NAVTEX on the same frequencies and times mentioned in sub litt C4a and b of the storm reports mentioned above. The first broadcast will also be announced over DSC on VHF channel 70 and MF khz 4. Broadcasts of storm warnings from force 6 on made by Antwerp Radio (served by Ostend Radio since 01/01/96): on K24 VHF after earlier announcement on K16:

43 41 immediately upon reception at the coastal station; at H 48 and at H SPECIAL STORM WARNING FOR COASTAL FISHING WITH REGARD TO SUDDEN STORMS These special reports are issued by the department of shipping assistance service and are broadcasted over the frequencies 2256kHz, 2376 khz and VHF channel 27 after announcement on frequencies 2182 khz, 2484kHz and VHF channel 16 immediately upon reception and after the end of the two following periods of silence. _(Source: Ministerie van Defensie - Kuststation van de Marine - dd.26/09/2006) NOTICES TO MARINERS JANUARI 4th 2007

44 42 1/9 ARRANGEMENTS TO BE MADE IN THE EVENT OF A SUBMARINE ACCIDENT BaZ 1/ cancelled. 1. These are the primary indications of a submarine that is in distress and unable to surface: one or two marking buoys, that were released from the submarine immediately after the accident smoke flares or light flares, fired from the submarine at regular intervals oil slicks air bubbles 2. Most submarines have been equipped with one or two marking buoys that can be released from within in the event of an emergency. The marking buoys have a diameter of about 1m and are connected to the submarine by a thin steel cable. The colours of the buoys are yellow or yellow and red. Some buoys are equipped with a bright white light and a ring of red reflectors. The name of the submarine will be mentioned on each buoy. To prevent breaking the connection cable it is not allowed to fasten the vessel to the buoy; preferably the buoy should not even be touched at all. The following has been determined for the submarine marking buoys of the NATO countries: the marking buoy must be painted in the colour orange ( international orange ) a plaque with the submarine s name and the position of the buoy (back or front) must be attached to each marking buoy. Other information may be given on this plaque as well. The information must be in the language of the country of origin of the submarine and in English, except for English-speaking countries which must do so in English and French. In many cases the marking buoy is

45 43 also equipped with a radio transmitter which will automatically broadcast over the following frequencies; 406 Mhz for alerting via COSPAS SARSAT and 243 Mhz for homing (swept down tone). The observation of such a buoy must be reported to a coastal station as quickly as possible, with mentioning of the time of observation and the position of the buoy. 3. White smoke flares fired from the submarine are used to determine the submarine s position; they will float on the water surface and may have a message case attached. When taking the smoke flare out of the water caution should be paid to the high temperature. The firing of red-coloured pyrotechnics from a submarine is an indication that the submarine is in distress. This does not mean that the submarine is trying to surface rapidly. 4. Because smoke flares and light flares or red-coloured pyrotechnics (except for red light flares) are also used during submarine exercises, the only certain indication of a sunken submarine is the marking buoy. Because time is an important factor when trying to save survivors, the finding of such a marking buoy must be reported in the fastest way possible -if possible together with the name of the submarine, as indicated on the buoy- for example to the nearest coastal stations so that the information can passed be on to the navy authorities. 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 NOTICES TO MARINERS JANUARI 4th 2007

46 44 the 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 that help is being offered. But 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: Nederlandse Hydrografie - Den Haag - BAZ )

47 45 NOTICES TO MARINERS JANUARI 4th 2007

48 46 1/10 TREATMENT OF MINES AND EXPLOSIVES FOUND AT SEA BaZ 1/ cancelled. 1. Mines, torpedoes, depth charges and/or other explosives sometimes get caught or entwined in trawl nets. This is often the case when trawl net fishing is practiced in areas relatively far away from the Belgian coastline. Despite the fact that these explosives have been submerged for many years they still remain dangerous. Below are a few guidelines that must be followed when picking up such devices. 2. When a suspicious explosive device is spotted in a dredge that is still outboard, it will NOT be dragged aboard. Cutting the dredge is always the safest course of action. If possible this should happen after paying out the trawl net and dragging it away from the regular fishing grounds to more shallow water. 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 if from moving. The device should be sealed off from the outside air (This is important as an explosive that has been exposed to the atmosphere can become extremely sensitive to shocks when dry). An explosive device may never be sunk in water deeper than it was first found in. 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

49 47 Marineoperaties, permanentie van Comopsnav (Command of Navy operations, permanent guard of Comopsnav), 1 Graaf Jansdijk, 8380 ZEEBRUGGE, via the MRCC-COAST GUARD OSTEND in Ostend (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 Ostend. This report will also include the estimated place and time of arrival of the vessel at the roads. With the port in sight the diver-minesweepers will come aboard the fishing vessel from a navy vessel. The minesweepers will give their advice about the possibility of sailing into port over the radio: for the port of Ostend 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: Ministerie van Defensie - Marine Zeebrugge dd.17/10/2005) NOTICES TO MARINERS JANUARI 4th 2007

50 48 EXPLOSIVES - ACTION DIAGRAM Found an Explosive? - dredged up - sucked up 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 Report to MRCC & warn vessels in the environment position type (explosives chart) measurements

51 49 NOTICES TO MARINERS JANUARI 4th 2007

52 50 1/11A PILOTAGE SERVICE AT THE SCHELDT-ESTUARIES AND AT THE BELGIAN COASTAL PORTS BaZ 1/11A 2006 cancelled. 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 between Flanders and the Netherlands. Commercial vessels that sail these waters have compulsory pilotage, with the exception of those mentioned in the Resolution of exemption of compulsory 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 Ostend, Zeebrugge and Nieuwpoort is the exclusive territory of Flemish pilots. Using the pilotage service is compulsory in the shipping waters between the pilot stations and those coastal ports, within those coastal ports and between those coastal ports and the roads next to them, except for vessels that are exempt from compulsory pilotage as mentioned in the executive resolution intensified compulsory pilotage of the Flemish pilotage decree (cf. part 1/11C) 2. PILOT VESSELS AND THEIR STATIONS AT SEA 1. North of the lighted buoy KB (Kwintebank) in the area of position 51 22, 20 N ,92 E, a Flemish pilot vessel is stationed with Flemish and Dutch pilots aboard; the former for piloting ships to Belgian coastal ports and Belgian ports at the Scheldt and the canal from Ghent to Terneuzen; the latter for piloting ships to Dutch and

53 51 Belgian ports at the Western Scheldt and at the canal from Ghent to Terneuzen. This Flemish pilot vessel has a black hull with a white number on both sides of the bow and a yellow chimney with a black top lining. During the day she will sail under a red flag with the white letter P. At night she will sail under the lights as determined by the Internationaal Reglement ter Voorkoming van Aanvaringen op Zee (the International Rules for Prevention of Accidents at Sea). She is equipped with VFH radiotelephony and listens to channels 65 and 6. During bad weather the pilot vessel will, if possible, still 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 Antwerp and Ghent. Ships headed for Dutch ports at the Western Scheldt are piloted by Dutch pilots. During the day the pilot vessel at this station sails under a blue flag with the white letter L on top. At night she sails under the lights as determined for pilot vessels in the International Regulations for Prevention of Accidents at Sea. She will also flash a white flare light with intervals of maximum 10 minutes. Ships coming in from the NE are advised to approach the pilot vessel mentioned under 1 according to the stream of traffic, North of the Schouwenbank. Ships heading out that go around the NE are encouraged to sail through the Schouwendiep according to the traffic stream after delivering the pilot to the vessel mentioned under 1. NOTICES TO MARINERS JANUARI 4th 2007

54 52 3. During periods of decreased visibility these pilot vessels (both Flemish and Dutch) give the same fog signals at their stations as the ones used by mechanically powered vessels, as determined by the International Regulations for Prevention of Accidents at Sea. They may also give a recognition signal consisting of 4 short bursts. 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 following sounds signals: the letter G, of the International Code of Signals, at least 3 seconds after the fog signal. The pilot vessel that receives these signals shall, if it is possible to get a pilot aboard, answer with the normal fog signal, followed by the letter H of the International Signalling Code at least 3 seconds after that. 2. Exclusively to the Flemish pilot cutter. Vessels that wish to request a pilot for one of the Belgian coastal ports are required to use one of the following morse- or flag signals: for Zeebrugge G 6 for Nieuwpoort G 7 for Ostend G The pilotage service Coast at Zeebrugge for the 3 Belgian coastal ports can be reached on mariphone channel 9, callsign loodsdienst Zeebrugge ( pilotage service Zeebrugge ). In the event of decreased visibility the morse- or flag signals can be replaced with the according sound signals of the International Code

55 53 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 - DAB loodswezen) 1/11B RESOLUTION OF EXEMPTION FROM COMPULSORY PILOTAGE SCHELDT REGULATIONS BaZ 1/11B cancelled. Resolution of the Flemish minister of Mobility, Public Works and Energy and the Dutch minister of Traffic and Water Affairs, holding determination of the Resolution exemption compulsory pilotage duty Scheldt Regulations ; The Flemish minister of Mobility, Public Works and Energy and the Dutch minister of Traffic and Water Affairs; with regard to article 9, second part, section a, of the Scheldt Regulations; RESOLUTIONS: Art. 1. In this resolution is understood by: 1 London length: length, meant in article 2, under 8, of the on June 23rd 1969 in London decided; 2 Flushing Roads: the part of the Western Scheldt that has been described as roads area Flushing in the Shipping Regulations Western Scheldt 1990; 3 Rhine vessel, Danmark vessel, commercial/inland vessel, register: as they have been described in the Dutch Compulsory Pilotage Resolution of Art. 2. The directives in or by force of article 11 of the Scheldt Regulations notwithstanding, the captains of the following vessels are exempt from compulsory pilotage, as described in article 9, first part, of the Scheldt Regulations: NOTICES TO MARINERS JANUARI 4th 2007

56 54 1 inland vessels, if not positioned seawards towards Flushing Roads; 2 estuary shipping: inland vessels that only sail a limited area along the Belgian coast, and have been registered by the Belgian government as such; 3 fluviomarine shipping: inland vessels holding a sea certificate and that are limited to sailing a particular area at sea and have been registered as such by the Belgian or Dutch authorities; 4 anchored commercial vessels (unless ordered differently by the Rijkshavenmeester [Government Port Master] Western Scheldt). 5 Rhine vessels, Danmark vessels and inland/commercial vessels that have been exempted from compulsory pilotage by the governing Dutch laws and have been registered as such; if not positioned seawards towards Flushing Roads; 6 vessels, built for dredging or transporting sand, spoil or gravel, unless they are being used for other purposes; 7 commercial vessels owned or managed by the Flemish of Dutch pilotage services; 8 vessels owned or managed by the Belgian, Flemish or Dutch authorities; 9 navy vessels belonging to the Royal Navy, the Belgian Navy or an allied navy. Art. 2bis. Are also exempt from compulsory pilotage as described in article 9, first part, of the Scheldt Regulations, the directives in or by force of article 11 of the Scheldt Regulations notwithstanding: 1 commercial vessels with a length of up to 80 metres and a draught of up to 5.5 metres, if they are sailing the estuaries of the Scheldt river from the Magne-buoy, via the Oostgat, the Galgeput and the Sardijngeul and Flushing Roads to the ports of Flushing East; 2 commercial vessels with a length of up to 80 metres, if they sail the estuaries of the Scheldt via any other route than the sailing routes mentioned below 1. The first part also applies to commercial vessels with a London length of up to 75 metres, but with an overall length of over 80 metres.

57 55 The exemption mentioned in the first part does not apply to commercial vessels, built or adjusted for transporting flammable liquids in bulk or used for transporting gas or chemicals in bulk, and partly or competely loaded with them, or empty but not degassed or cleaned of any chemical residues, with the exception of anchored vessels, as meant in article 2, first part, section 4. Art. 3. This resolution is in force from the date the Scheldt Regulations take effect and is announced in the Belgian and Dutch Statute Books. Art. 4. This resolution will be referred to as Besluit vrijstelling loodsplicht Scheldereglement ( Resolution of exemption compulsory pilotage Scheldt Regulations ). NB The exemptions from compulsory pilotage in the Scheldt estuary will be granted as determined in the Resolution exemption compulsory pilotage Scheldt Regulations 2003 (Belgian Statute Book of , p ) and the Resolution of the civil servant in charge of the administration Waterways and Sea Matters of the Rijkshavenmeester (Government Port Master) Western Scheldt, acting as the proper authorities, as meant in art. 1 under 2, of the Scheldt Regulations, holding the determination of the Specific demands regarding granting of exemption from compulsory pilotage Scheldt Regulations (Belgian Statute Book of , p ) NB. The exemption from compulsory pilotage in the Scheldt estuaries was adjusted by the Resolution of the Flemish minister of Mobility, Public Works and Energy and the Dutch Minister of Traffic and Water Affairs, holding adjustment of the resolution of exemption from compulsory pilotage Scheldt Regulations (Belgian Statute Book of 30/01/2004, p. 5898). _(Source: MDK - Afd. Scheepvaartbegeleiding and VNA dd. 11/12/02 and 14/10/04) NOTICES TO MARINERS JANUARI 4th 2007

58 56

59 57 NOTICES TO MARINERS JANUARI 4th 2007

60 58 1/11C INTENSIFIED COMPULSORY PILOTAGE FOR VESSELS IN THE BELGIAN TERRITORIAL SEA AND WATERS UNDER THE AUTHORITY OF THE FLEMISH GOVERNMENT BaZ 1/11C cancelled. Resolution of the Flemish Government of July 15th 2002 regarding the intensified compulsory pilotage for vessels in the Belgian territorial sea and waters under the authority of the Flemish Government. Chapter I. General Regulations. Art. 1. For the application of this resolution we understand by: 1 decree: the decree of April 19th 1995 concerning the organisation and working of the pilotage service of the Flemish Government and concerning the qualification as port pilot; 2 minister: the Flemish minister under whose authority the pilotage service falls; 3 proper authority: the civil servant of the administration Waterways and Sea Affairs in charge or the deputy he appointed; 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;f 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;

61 59 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 Organisation (IMO); 11 IBC-Code: the international IMO-code for the building and equipping of ships that carry dangerous chemicals in bulk; 12 IGC-Code: the international IMO-code for the building and equipping of ships that transport liquid gas in bulk; 13 INF-Code: the international IMO-code of safety prescriptions for the transport of radiated nuclear fuel, plutonium and highly radioactive waste material in barrels aboard a ship; 14 Marpol-treaty: the international Treaty for prevention of pollution by ships, with supplements, determined in London at November 2nd 1973, and the Protocol of 1978 with the International Treaty of 1973 for prevention of pollution by ships, with supplement, determined in London on February 17th 1978; 15 Dangerous or polluted substances: the substances that are summed up or described in following texts: a) the IMDG-Code; b) the description of the radioactive substances in the INF-code; c) chapter 17 of the IBC-Code; d) chapter 19 of the IGC-Code; e) the supplements 1, 2 and 3 of the Marpol-Treaty. Chapter II. Compulsory Pilotage. Art. 2. The vessels, meant in article 2, 1 of the decree are obliged to take a pilot in the following waters: In Belgian territorial sea between the pilotage points as they have been determined by the proper authority and in the Flemish coastal ports; On the Scheldt river from the Belgian/Dutch border up to Temse; NOTICES TO MARINERS JANUARI 4th 2007

62 60 1. On the Belgian part of the sea canal of Ghent to Terneuzen, the Moervaart, and the docks that connect to these waters; 2. The tidal ports of Ostend, Zeebrugge and Nieuwpoort and the waters between these ports and the nearby roads; 3. The entrance lanes of the locks connecting to the waters mentioned above. The proper authority can always impose shore based pilotage. During the shore based pilotage the captain will confirm the reception of every advice, repeating the course- and sail advice and constantly reporting when and how he strays from an advice. Chapter III. Vessels exempt from compulsory pilotage. Art. 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 different decision; 6 ships built for dredging or transporting sand, spoil or gravel and used for that activity; 7 ships owned or managed by the Flemish or Dutch pilotage services; 8 ships owned or managed by the Belgian, Flemish or Dutch government; Art. 4. The directives in Article 3 notwithstanding, vessels -with the exception of inland vessels- must take a pilot in the following circumstances: 1 if completely or partially loaded with dangerous or polluting substances in bulk or empty but not yet degassed or cleaned of dangerous residues, with the exception of anchored vessels;

63 61 2 if part of a pushing convoy, unless the proper authority grants exemption; 3 if towed, unless the proper authority grants exemption. Chapter IV. Persons exempt from compulsory pilotage. Pilot Exemption Certificate. Art. 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 Certificate 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 cases. Art. 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 compulsory pilotage; 2. impose compulsory pilotage upon the vessels exempt from compulsory pilotage; 3. order the vessel to make use of more than one pilot. NOTICES TO MARINERS JANUARI 4th 2007

64 62 Art. 8. For the general good of shipping and in as much as it does not endanger the safety of the shipping lane, the proper authority may exempt a ship from compulsory pilotage in the following events: 1 in the event of an emergency situation; 2 in the event it cannot be provided with a pilot within a reasonable amount of time; 3 in the event it is making a short voyage between the waters as mentioned in art.2 of this resolution. Chapter VI. Final remarks. Art. 9. The captains of the vessels 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 Art. 11. The Flemish minister, responsible for Mobility, is burdened with the execution of this resolution. _(Source: MDK - DAB Loodswezen and afd. VNA dd )

65 63 1/12A PILOT REQUEST ARRANGE- MENTS FOR VESSELS WITH A FLEMISH PORT AS DESTINATION. BaZ nr 1/12A cancelled. Article 1: Definitions In these procedures we understand by: Operator: the captain but also the shipping company, charter company, manager, agent or any other appointed person of the vessel involved. Vessel with compulsory pilotage: a vessel with a Flemish port as her destination of which the captain is obliged to make use of the services of a pilot. ETA: estimated time of arrival in a pilotage area. ETD: estimated time of departure Scheldt vessel: a vessel mentioned under chapter I, article 1, point 1 of the Revised Scheldt Regulations Non-Scheldt vessel: a vessel with a Flemish coastal port as her destination. Coordination centre: institution to which the initial specification must be directed, in the manner mentioned in supplement 1 of these procedures. Initial specification: report of time of pilot request. Time of pilot request: time at which the pilot must be on the vessel. 1. PILOT REQUEST FOR AN ARRIVING VESSEL (ETA) Article 2: The Initial specification The operator of a vessel must make his pilot request for one of the pilotage areas in the Scheldt estuaries at least 6 hours in advance of arriving there. This also goes for an operator that wants to make use of a pilot without being obliged to do so. The operator of a vessel exempt from compulsory pilotage that still wishes to take in a pilot on the Flushing Roads has to make his NOTICES TO MARINERS JANUARI 4th 2007

66 64 pilot request at least 6 hours in advance of arriving there. The captain s request has priority on all other requests. Article 3: Adjustments The operator of a vessel with compulsory pilotage of which the pilot request for one of the pilotage areas delays with more than one hour must make a new pilot request at least 6 hours before his original request expires. Not conforming to the above may lead to a delay of up to 6 hours. The operator of a vessel with compulsory pilotage of which the pilot request comes early has to make a new pilot order at least 6 hours before arrival. In the event of a vessel arriving earlier in the pilotage area than the original time of arrival, this vessel will not receive a pilot or be assisted by the shore based pilotage system earlier than the originally communicated time of arrival. Cancels must be reported immediately and at least 6 hours before the original order expires. Article 4: Manner of reporting 1. The operator must mention the following details when making a pilot request to the proper authority: A I O Name, callsign and flag of the vessel. Former name, callsign and flag if changed within the last six months. Name of the Flemish destination port. Date and ETA in time group (44 numbers in UTC). For a essel with compulsory pilotage the place of boarding should be mentioned. For a ship exempt from compulsory pilotage it should be mentioned if it wants to have a pilot board Y/N; the place of boarding if necessary. The greatest draught in centimetres.

67 65 P T U X If it is a vessel bound to the Reglement vervoer gevaarlijke stoffen met zeeschepen ( Regulations for the transport of dangerous cargoes on board commercial vessels ) (abbr. RVGZ): the indication of the IMDG danger class(es), mentioned in art. 1, part three, RVGZ; the indication general of bulk and the approximate quantity of dangerous substances aboard according to the RVGZ; The name of the vessel s agent or owner. The Bt (Bruto Tonnage) and overall length in metres, as well as the max width of the vessel in metres. Any remarks concerning the condition of the vessel, including damage, manoeuvrability, equipment, list, heel etc. or other remarks concerning crew or load, or any other specifics. If helicopter pilotage is desired, please mention it here: in bad weather and with suspended pilot cutter, helicopter piloting desired: yes or no. in normal weather and pilot cutter not suspended, helicopter piloting desired: yes or no. 2. The operator will mention the following details in the event of an adjustment to the pilot request: A I Name, callsign and flag of the vessel. Former name, callsign and flag if changed within the last six months. Name of the Flemish port of destination. Date and ETA in time group (44 numbers in UTC). For a vessel with compulsory pilotage the place of boarding should be mentioned. For a vessel exempt from compulsory pilotage it should be mentioned if the vessel wants to have a pilot board Y/N; the place of boarding if necessary. NOTICES TO MARINERS JANUARI 4th 2007

68 66 Article 5: The proper authorities 1. The initial specification, adjustments or cancels mentioned in article 2 and 3 of these procedures, for vessels that sail by pilotage area Wandelaar and want to reach Flushing Roads or the roads of a coastal port via the Scheur/Wielingen, need to be addressed to: Wandelaar Pilot via the Coordination centre Ghent through any modern means of communication such as interactive requesting on the website. 2. The initial specification, adjustments or cancels mentioned in article 2 and 3 of these procedures, for vessels that sail by pilotage area Steenbank or want to reach the Flushing Roadstead via the Oostgat, need to be addressed to: Steenbank Pilot via Nederlands Loodswezen Vlissingen (Dutch Piloting Institution Flushing) through any modern means of communication such as interactive requesting on the website. 3. Captains of arriving vessels can make their pilot request by Via the West (Wandelaar): orderpilot@loodswezen.be Via the North (Steenbank): scheldepilot@loodswezen.nl Ordering by is an exclusive service for captains. 2. PILOT REQUEST FOR A DEPARTING SHIP (ETD) Article 6. The Initial specification 1. The operator of a vessel with compulsory pilotage that wishes to depart from a port, anchoring- or berth place in a Flemish port (including the lock installations N.V. Zeekanaal) and requires a pilot to do so, must communicate this and his pilot request to the coordination centre within the proper time limit and in the manner described in the regulations. 2. This also goes for the operator that wants to make use of the services of a pilot without being obliged to do so. 3. Deviations from a pilot order must be communicated within the

69 67 proper time limit of 12 hours and at the very least 2 1/2 hours befóre the ETD with an adjusted pilot request. 4. Cancels may be communicated immediately but must also be reported at the very least 2 1/2 hours before the ETD. 5. The captain s request has priority over all other requests. Article 7. The pilot request 1. The initial specification can be reported continuously, but to ensure operational service it should be made at least 12 hours in advance. Not following this rule can lead to delays. 2. If this initial specification isn t adjusted, as determined in adjustments and cancels, this specification will automatically be regarded as a final pilot request and the pilot will be appointed by the Coordination centre to the vessel with compulsory pilotage. Article 8. Coordination centres Flemish port at the Scheldt The time of the initial specification, the adjustment and cancel will be reported to the Coordination centre in Antwerp. 1. Vessels in port The time of the initial specification as reported by the operator, will, if not adjusted, automatically be changed into the time of request. The actual appointing of a pilot to a vessel with compulsory pilotage will be done in the Coordination centre using the final lock planning, as it has been decided by the port service and passed on to the lock management. This report must be made at least 21/2 hours in advance by the lock management. 2. Ships with anchoring- or berth place in the Lowerand Upper Sea Scheldt If no adjustment is made by the operator within the time limits, the hour of the initial specification is the final time of the pilot request. NOTICES TO MARINERS JANUARI 4th 2007

70 68 3. Ships sailing from the lock installations of the N.V. Zeekanaal The time of the initial specification, as reported by the operator, automatically becomes the time of the pilot request if not adjusted. The actual appointing of a pilot to a vessel with compulsory pilotage will be done in the Coordination centre using the final lock planning, as it is decided by the port service and passed on to the lock management. This report must be made at least 2 1/2 hours in advance by the lock management. Flemish port at the canal of Ghent to Terneuzen The initial specification, adjustments and cancels will be reported to the Coordination Centre in Ghent. Flemish coastal port The initial specification, adjustments and cancels will be reported to the Coordination Centre in Zeebrugge. Artikel 9. Delays and other reimbursements Following the resolution of the Flemish Government of July 5th 2002 to determine the tariffs of the piloting fees and other reimbursements and costs for piloting affairs in the Belgian piloting waters, reimbursements other than piloting fees will be charged as mentioned under chapter II of this resolution. Artikel 10. Manner of reporting The report of the precise pilot request must contain the following details, in this order: Pilot request with mentioning: compulsory pilotage Y/N Vessel exempt from compulsory pilotage, and if the services of a pilot are desired, the boarding place. Pilot Exemption Certificate holders: name of the PEC holder(s) Agent name Agent number

71 69 Vessel name Vessel s Lloyd number Vessel s flag HKD number (if applicable) Vessel type Bruto tonnage Overall length Draught Destination Date of departure Hour of departure Place of departure Helmsman (if applicable) Remarks (if during weather conditions, pilot vessel not suspended, helicopter piloting is requested yes or no, etc.). NOTICES TO MARINERS JANUARI 4th 2007

72 70 SUPPLEMENT 1 Coördinatiecentrum Antwerpen (Coordination Centre Antwerp) Ministerie van de Vlaamse Gemeenschap (Ministry of the Flemish Government) Dienst Afzonderlijk (Department Separate Management Pilotage Services) Beheer Loodswezen 3 Tavernierkaai 2000 Antwerp Tel : 32 (0) Tel : 32 (0) Tel : 32 (0) Fax : 32 (0) GSM : 32 (0) Website: Coördinatiecentrum Zeebrugge (Coordination centre Zeebrugge) Ministerie van de Vlaamse Gemeenschap (Ministry of the Flemish Government) Dienst Afzonderlijk Beheer Loodswezen P & O building/ 2nd floor 7 Doverlaan, 8380 Zeebrugge. Tel.: 32 (0) GSM: 32 (0) Fax: 0032/050/ VHF: kanaal 09 Website: Coördinatiecentrum Gent (Coordination centre Ghent) Ministerie van de Vlaamse Gemeenschap (Ministry of the Flemish Government) Dienst Afzonderlijk Beheer Loodswezen 109 Motorstraat 9000 Ghent Tel.: 32 (0) (centre) 32 (0) (0) (0) GSM: 32 (0) Fax: 32 (0) ENIGMA VHF: kanaal 11 Website: Nederlands Loodswezen Vlissingen (Dutch Pilotage Services Flushing) Facilitair bedrijf Loodswezen bv Regio Scheldemonden Schelde Coördinatie-centrum Vlissingen 50 Commandoweg 4381 BH Flushing. Tel.: Fax: Website: _(Source: MDK - DAB Loodswezen and afd. VNA dd. 11/12/2002 and 18/10/2004)

73 71 1/12B REPORTING DUTY FOR PILOT EXEMPTION CERTIFICATION (PEC) HOLDERS BaZ 1/12B cancelled. Vessels that maintain a regular line and have a PEC holder leading navigation will fulfil their reporting duty by communicating their schedule to the Dispatching centre in Zeebrugge every week: via Ostend Radio (OST) or tel.: , fax: , telex and satcom _(Source: MDK - DAB Loodswezen and afd. VNA dd. 11/12/2002) 1/13 SPECIAL SIGNALS AND INSTRUCTIONS AT FLUSHING ROADS BaZ 1/ cancelled. 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 for all vessels North post suspended one green light one red light for small vessels two green lights next to each other two red lights next to each other NOTICES TO MARINERS JANUARI 4th 2007

74 72 Roads service suspended For all vessels One red light on top of a green light For small vessels One green light on top of a red light 2. ANCHORAGE AREAS AND ANCHORAGE POSITIONS WESTERN SCHELDT 1. Following AREAS in the Western Scheldt and its estuaries can be used as anchoring area: Wielingen-North This area is bordered by the lines: - joining the buoys/barrels: W6 WN2 Trawl - joining the buoys/barrels: Trawl WN4 WN6 - joining the buoys/barrels: WN6 W8 - joining the buoys: W8 W6 Wielingen-South, West of the small port of Nieuwe Sluis 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.

75 73 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 Veerhaven 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 - 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: A joining the buoys/barrels: joining the buoys/barrels: 21 A3 - joining the buoys/barrels: A3 A2 A1 NOTICES TO MARINERS JANUARI 4th 2007

76 74 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 anchoring area: Within the anchorage area Wielingen-South, East of the small port of Nieuwe Sluis. Anchoring area Wielingen South (W.Z.): 51 25,00 N ,00 E with a radius of 500 metres. In the Everingen Everingen A: 51 24,11 N ,22 E with a radius of 500 metres. Everingen B: 51 23,76 N -3 45,20 E with a radius of 400 metres. Everingen C: 51 23,54 N ,91 E with a radius of 400 metres. In the Put van Terneuzen Put van Terneuzen A: 51 20, 63 N ,03 E with a radius of 400 metres. Put van Terneuzen B: 51 20, 77 N ,80 E with a radius of 400 metres. Everingen D: 51 23,28 N ,55 E with a radius of 400 metres. Everingen E: 51 23,05 N ,18 E with a radius of 350 metres. _(Source: MDK - Afd. Scheepvaartbegeleiding)

77 75 NOTICES TO MARINERS JANUARI 4th 2007

78 76

79 77 NOTICES TO MARINERS JANUARI 4th 2007

80 78 1/14A SCHELDT AND ITS ESTUARIES OVERSIZED COMMERCIAL VESSELS BaZ 1/14A 2006 cancelled. Following art of the Belgian K.B. of holding shipping regulations for the Lower Sea Scheldt (BS ), art 3.3 of the Belgian K.B. of holding police- and shipping regulations for the Belgian territorial sea, the ports and beaches of the Belgian coast (BS ) and art 2.1.d of the Dutch Resolution of holding shipping regulations for the Western Scheldt (Stb 1992, 53) art 2 1d of the Belgian KB of holding the shipping regulations for the canal Ghent to Terneuzen, the directives for an oversized commercial vessel have been determined as follows: 1. Waterway Oostgat/Sardijngeul: a draught of 7.5 m and over and/or a length of 170m and over 2. Waterways on which the Police- and Shipping regulations for the Belgian territorial sea, coastal ports and beaches apply, with exception of the coastal ports and approaches, Western Scheldt and Lower Sea Scheldt downwards towards the parallel of the Light Blauwgaren : a draught of 10m and over and/or a length of 200m and over 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. Waterway canal of Ghent to Terneuzen: a draught of 10m or over and/or a length of 180m (LOA) or over _(Source: MDK - DAB loodswezen and Afd. VNA)

81 79 1/14B WESTERN SCHELDT ARRIVAL AND DEPARTURE REGULATIONS, TO/FROM ANTWERP Arrival and departure regulations for vessels with a marginal draught or a length starting from 300 metres, to and from Antwerp and for vessels towards Kallolock. A. General remarks All draughts refer to the greatest/maximum draught, are expressed in decimetres and apply in fresh water. All vessel lengths are expressed in metres and refer to the overall length. The maximum advised draughts for vessels arriving in one or two tides are calculated against the predicted high water standings Prosperpolder. With regard to the capacity of a lock or shipping lane and/or the availability of the berth, limitations may be enforced on the amount of arriving and departing marginal vessels per tide. For departing vessels the shipping windows are calculated against the high water levels at Flushing and Zeebrugge. The use of a helmsman familiar with the area is highly recommended for the river section. Ships with a length, width or draught greater than the criteria mentioned in I, II, III and IV are not allowed on the Western Scheldt. After this the Gemeenschappelijke Nautische Autoriteit (Communal Nautical Authority) will be abbreviated and referred to as GNA. NOTICES TO MARINERS JANUARI 4th 2007

82 80 B. General rules for all marginal vessels (I, II, III and IV) Vessels must be equipped with two properly functioning ship radars and at least two mariphone installations that function independently from each other and are within reach. In the event of a visibility of less than 2000 metres the GNA will decide, after consulting with the pilot, whether the voyage can be started or needs to be delayed. For every arriving or departing vessel a written permission must be obtained from the GNA at least 6 hours before arrival or departure at the pilotage stations Wandelaar or Steenbank. After conferring with and permission from the GNA the VTS- Antwerp (VTS-A) will execute this and determine in which streamtide- or shipping window this shall take place. Before the vessel actually unmoors from its berth this will be reported by the traffic centre Zandvliet to the GNA by reporting the draught. When departing from the Scheldt terminals it will also be reported if the ship needs to swing. The pilot advice concerning the use of tugboats must be followed rigidly. Depending on the hydro-meteo circumstances, circumstances concerning the vessel, the expected traffic intensity and circumstances concerning the fairway the GNA may impose additional limitations. By or by name of the GNA additional regulations may be given to ensure the safety of all parties involved. These reports must be followed meticulously and immediately.

83 81 1. Vessels with a marginal draught 1. Arriving vessels with a draught of at least 125 dm up until the maximum advised draught of 155,6 dm Cf. the general remarks and rules. The order of arrival is partially determined by the RTA imposed at the Coordination Point on the river in Antwerp and is finalized at the passage at the pilot station. The final time of arrival at the Flushing Roads is determined after consultation between the GNA and the pilots involved. This category of deep draught vessels is given a priority treatment by the roads service. A vessel that, according to plans, will arrive in two tides will anchor in the anchoring area Wielingen-South. During the entire period of anchoring the presence of a pilot is required aboard, and a tugboat of sufficient capacity must be used. 2. Vessels sailing out with a draught of at least 120 dm Cf. the general remarks and rules. The vessel must be positioned in front in the lock. The vessel needs to be on course on the river before the imposed shipping window starts. The maximum draught is 140 dm. Departing may not be done in two tides. The GNA will not decide over a departing ship with a draught between 135 dm and 140 dm earlier than 12 hours before departure and not later than 3 hours before departure of the vessel from her berth. A vessel mentioned under one of the above points will sail at the beginning of its shipping window. NOTICES TO MARINERS JANUARI 4th 2007

84 82 2. Arriving and departing vessels with a length of at least 300 metres, up to 340 metres Cf. the general remarks and rules. The requirements for vessels with a marginal draught as mentioned under 1 equally apply. A second river pilot is compulsory for vessels with destination to and departure from the locks. For bulk carriers, tankers and vessels with similar manoeuvring characteristics and a vessel length of at least 300 metres, a reduction of the allowed draught of 0.25 decimetres is applied per metre overlength. 3. Arriving vessels headed towards the Kallo lock with a draught of at least 90 dm Cf. the general remarks and rules. There is a maximum allowed vessel length of 275 metres and a maximum allowed vessel width of 37,65 m in the Kallo lock. If necessary, a compulsory RTA can be imposed. 4. Container ships with a length of at least 340 metres up until 360 metres and a maximum width of 50 metres Cf. the general remarks and rules. The requirements for vessels with a marginal draught as mentioned under 1 and the requirements for vessels with a length of 300 metres up until 340 metres as mentioned under 2 equally apply. The vessel will be regarded as a one tide vessel for every arrival and departure, which means that a voyage in or out in two tides will not be allowed.

85 83 Permission for arrival or departure will only be given by the GNA if it can be ensured in time that there are no obstacles on the fairway, including the availability of pilots and tugboats and that the berth is clear and available upon arrival. Because of the measurements of the vessel vis à vis the dimensions of the shipping lane, more precisely in the Pas van Borssele and from the turn of Hansweert up to the (container) terminals of the Right- and Left bank in Antwerp, traffic control may take place if necessary. This will happen in such a way that meetings with vessels falling under the directives of article 25 RVGZ, special transports and vessels with a length of over 200 metres will be avoided in the Pas van Borssele and between the buoys NvB/MA and buoy 81. Ships going downstream will have priority over ships going upstream and traffic centres will regulate the events in close cooperation with the pilots aboard. Through or by name of the GNA limitations may be imposed on the amount of oversized vessels that arrive or sail at the same time. For every separate arrival or departure a written permission must be requested in time at the GNA at the following address: Gemeenschappelijke Nautische Autoriteit aan de Nederlandse Hoofdverkeersleider and Vlaamse Nautische Dienstchef, 50 Commandoweg (Joint Nautical Authority, to the Dutch Head Traffic Leader and Flemish Nautical Service Chef), 4381 BH Flushing. Tel. 0031(0) of 0031(0) / FAX 0031 (0) or 0031(0) If no permission is given for an arrival or a departure the ship needs to anchor outside the sea pilot station or stay in its berth until permission is granted. A voyage plan must be compiled at the very latest three (3) hours befóre every arrival or departure. This plan must be approved by the GNA in mutual agreement with the piloting services, who will execute the piloted voyage. The shipping plan must be submitted to the address mentioned under the point 7. This will be reported to the GNA three (3) hours before the ship actually leaves its berth at the address mentioned under point 7. NOTICES TO MARINERS JANUARI 4th 2007

86 84 In the event of a decreased visibility of less than 2000 metres in the area that is still to be sailed by the ship and/or a wind speeds of over 7 Bft. near the North Sea and Europa terminal or Deurganck docks, no permission for arrival or departure will be given to vessels of the class treated in this dissertation. the order of arrivals is determined by the Requested Time of Arrival (RTA) at the Coordination Point in Antwerp and will be determined one (1) hour befóre arrival at the pilotage station. After consulting with the sea- and river pilots the final time of arrival at the Flushing Roads is determined by the GNA. Category IV vessels will be prioritized by the roads service. Departing container ships coming from one of the Antwerp terminals outside of the dykes on the right- or left bank need to be course on the river with the ship head pointing towards sea before the start of the imposed shipping window, and need to sail as early as possible in the shipping window. The maximum allowed draught is 130 dm for departing vessels and 140 dm for arriving vessels. Two pilots are required for both arrivals and departures on the river trajectory, of which at least one should be of the highest category. Hereby the following Joint Announcements are no longer valid: 01/2001 d.d. 16th of August 2001, (Notification 01/208 dd. 2001/09/19) 02/2003 d.d. 29th of August 2003, (Notification 03/290 dd. 2003/09/05) 01/2004 d.d. 9th of January 2004, (Notification 04/011 General dd. 2004/01/14) 04/2004 d.d. 19th of May, (Notification 04/053 Antwerp dd. 2004/05/19). This Joint Announcement takes effect on the second day after it has been published in the Dutch and Belgian Statute Book in which it appears. _(Source: Gemeenschappelijke Vlaamse and Nederlandse Nautische Autoriteit. Kennisgeving dd. 27/09/2005)

87 85 1/15 LOWER AND UPPER SEA SCHELDT PERMISSION TO MOOR BaZ 1/ cancelled It should be noted that the majority of the piers/quays on the Lower/ Upper Sea Scheldt are privately owned constructions that can only be moored at with the permission of the owner/license holder. The following is an incomplete list of these constructions: left bank Phenolchemie Haltermann Bayer Kallo Industries BP Chemicals Polysar downstream Polysar upstream quay Hye quay Burcht quay Ytong quay Ytong quay Argex piers Roegiers 51 17,85N-4 16,87E 51 17,68N-4 17,52E 51 16,35N-4 18,25E 51 16,30N-4 18,17E 51 14,67N-4 20,12E 51 14,43N-4 20,52E 51 14,40N-4 20,67E 51 12,15N-4 21,22E 51 12,10N-4 20,97E 51 11,90N-4 20,82E 51 11,83N-4 20,67E 51 11,80N-4 20,52E 51 11,65N-4 19,97E 51 11,72N-4 20,05E 51 11,12N-4 19,62E 51 10,88N-4 19,55E 51 10,00N-4 19,87E 51 09,02N-4 19,87E right bank City of Antwerp (Rogier) Castrol City of Antwerp (Albatros) quay Metallurgie Paktank NOTICES TO MARINERS JANUARI 4th 2007

88 86 It should also be noted that moored vessels are only allowed to have a maximum of one ship moored alongside, and only if the Centre of Zandvliet has been notified of this. _(Source: Afd. VNA and MDK - Afd. Scheepvaartbegeleiding ref.h/baz/12950 dd. 16/10/97) 1/16A VESSEL TRAFFIC SERVICES SCHELDT AND ITS ESTUARIES EXPANSION OF THE FIELD OF ACTIVITY BaZ 1/16A cancelled. Referring to the Gezamenlijke Bekendmaking van de Permanente Commissie van Toezicht op de Scheldevaart (Joint Announcement of the Permanent Commision of Supervision on Scheldt Shipping) of November 1st 1994 I bring you the following news: The field of activity of the Vessel Traffic Service Scheldt Estuaries has been expanded as of March 1st The Western border has been moved to the national border between France and Belgium, starting from the coast to the point 51 23, 60N ,20 E, then the points 51 25,95 N 2 30,62 E, 51 28,75 N and 2 56,00 E, 51 34,60 N and 3 08,38 E, 51 50,00 N and 3 08,38 E, then to the SBO and the line to Domsburg. The area from the water tower Westende via the Middelkerke Bank, then A South to point 51 25,95 N and 2 30,62 E, to 51 23,60 N and 2 19,20 E, following the national border to the French/Belgian coast is covered by the new radar covered area with the callsign WANDELAAR APPROACH with mariphone channel 60 as traffic channel. West-rond has been added in the Zeebrugge area. The traffic and radar channels haven t changed, nor have they for the rest of the field of activity of the VTS-SM, which means that the mariphone card as issued on 15/07/96 can still be used for the area outside what has been described above as well.

89 87 Other changes such as lock channels, address of the pilot request arrangements etc. have been included in the new folder supplement to version 3. _(Source: MDK - Afd. Scheepvaartbegeleiding. dd. 16/03/2005) 1/16B VESSEL TRAFFIC SERVICES SCHELDT AND ITS ESTUARIES BaZ 1/16B cancelled. The BaZ 1/ Vessel Traffic Services Scheldt and its Estuaries concerning the mariphone area division of the VTS-SM in force since 04/01/1994 is no longer valid as of 01/11/1194 at 1800h local time and replaced by the following: The permanent Commision of Supervision on Scheldt Shipping, considering Resolution A578(14) of the International Maritime Organisation Guidelines for Vessel Traffic Services of November 20th 1985 and furthermore in mutual agreement with the areas of control and their proper authorities; given the Radar treaty between the Kingdom of the Netherlands and the Kingdom of Belgium of November 29th 1978, adjusted by the Treaty of May 10th and 15th 1984, announces that: The announcement of January 4th 1994 on the division of mariphone areas of the VTS-SM is no longer valid as of November 1st 1994 at 1800h local time. As of November 1st 1994 at 1800h local time the division of mariphone areas of the VTS-SM (Vessel Traffic Services Scheldt and its Estuaries) will be determined as follows: NOTICES TO MARINERS JANUARI 4th 2007

90 88 1. MARIPHONE CHANNELS (For borders of the VHF field of activity and the VHF channels that should be used, see images) The VHF-channels are grouped according to their use: 1. Traffic Channels traffic agreements traffic information pilotage advice traffic directions temporary directions and orders compulsory reports 2. Radar Channels traffic information compulsory reports port information 3. Calamity Channel (the proper authority will refer mariphone users to the calamity channel if there s a reason to do so, in the event of an incident or a vessel crash) calamity traffic

91 89 _Image 1. Traffic channels VTS-SM. Edition 3 dd. 15/7/1996 NOTICES TO MARINERS JANUARI 4th 2007

92 90 _Image 2. Radarchannels for VTS-SM. Edition 3 dd. 15/07/

93 91 _Image 3: folder VTS-SM addition on 3rd version (Source: MDK - Afd. Scheepvaartbegeleiding. dd. 16/03/2005 adjusted by new mariphone channel Kallosluis BaZ 23/216/2005) NOTICES TO MARINERS JANUARI 4th 2007

94 92

95 93 2. COMPULSORY REPORTS FOR ALL PROFESSIONAL SHIPPING 1. Arriving from sea, sailing up roads/river PLACE REPORT CALLSIGN VHF 1/2 h from the border NAME VESSEL POSITION TRAFFIC CENTRE 64 DRAUGHT DESTINATION STEENBANK (*) the vessel will receive voyage instructions WANDELAAR APPROACH 60 PILTO VESSEL PILOT VESSEL WANDELAAR WORKS STEENBANK AT VHF 65 WORKS AT VHF 64 Middelbank NAME VESSEL POSITION ETA TRAFFIC CENTRE 64 FLUSHING ROADS ROUTE STEENBANK A South Middelkerkebank NAME VESSEL POSITION TRAFFIC CENTRE 65 DESTINATION WANDELAAR A1 bis - S2 NAME VESSEL POSITION ETA TRAFFIC 69 NE Akkaert FLUSHING ROADS ROUTE CENTRE 69 Westpit ZEEBRUGGE 69 0,25 NW OG 17 NAME VESSEL SIGNAL CENTRE 14 (if necessary report of FLUSHING anchoring area) W4-W5 NAME VESSEL POSITION CENTRE 14 SIGNAL FLUSHING Flushing Roads NAME VESSEL ETA CENTRE 14 DESTINATION ROUTE FLUSHING When coming upstream NAME VESSEL POSITION CENTRE 14 (Sloehaven) ETA DESTINATION FLUSHING PvT/Spr NAME VESSEL POSITION CENTRE 03 E2A TERNEUZEN NOTICES TO MARINERS JANUARI 4th 2007

96 94 PLACE REPORT CALLSIGN VHF 35 NAME VESSEL POSITION CENTRE 65 HANSWEERT 55 NAME VESSEL POSITION CENTRE 12 ZANDVLIET 65 NAME SHIP POSITION CENTRE 12 ZANDVLIET South Saeftinge NAME VESSEL POSITION CENTRE 12 ZANDVLIET 116 NAME VESSEL POSITION CENTRE 12 ZANDVLIET 2. Sailing roads/river, sailing out to sea PLACE REPORT CALLSIGN VHF Place of departure NAME VESSEL POSITION CENTRE 12 DRAUGHTDESTINATION ZANDVLIET 100 or when coming NAME VESSEL SIGNAL CENTRE 12 upstream DESTINATION ZANDVLIET South Saeftinge NAME VESSEL POSITION ETA CENTRE 12 DESTINATION/ETA ZANDVLIET FLUSHING 46 NAME VESSEL POSITION CENTRE 65 HANSWEERT 32 NAME VESSEL POSITION CENTRE 03 SIGNAL POSSIBLE ROUTE TERNEUZEN 8 NAME VESSEL POSITION CENTRE 14 FLUSHING When coming upstream NAME VESSEL POSITION CENTRE 14 (Sloehaven) ROUTE FLUSHING

97 95 PLACE REPORT CALLSIGN VHF Flushing Roads NAME VESSEL POSITION CENTRE 14 ROUTE FLUSHING 0,25 NW OG 17 Westplt NAME VESSEL POSITION TRAFFIC CENTRE STEENBANK 64 W4-W5 NAME VESSEL POSITION TRAFFIC CENTRE 69 ROUTE ETA PILOT VESSEL ZEEBRUGGE WANDELAAR S2 - A1 bis NAME VESSEL POSITION TRAFFIC CENTRE 65 (if no pilot aboard) WANDELAAR A South Middelkerkebank NAME VESSEL POSITION WANDELAAR 60 DESTINATION APPROACH Extra shipping reports ARRIVING PLACE REPORT CALLSIGN VHF For departure lock/pier NAME vessel position ETA Centre Zandvliet 12 Terneuzen/Hansweert South Saeftinge 35 Name vessel: position Centre Zandvliet Name vessel: position Centre Zandvliet 12 South Saeftinge Name vessel: position Centre Zandvliet 12 SAILING PLACE REPORT CALLSIGN VHF For departure lock /landing Name vessel: position Centre Flushing 14 Terneuzen/Hansweert ETA Roads 32 Name vessel: position Centre Flushing 14 pilot signal NOTICES TO MARINERS JANUARI 4th 2007

98 96 3. Compulsory report for all vessels that are about to sail from a port or lock, are about to unmoor or heave up anchor All vessels engaging in the traffic stream must report to the traffic centre. AREA VTS-CENTRE VHF Zeebrugge RADAR CONTROL ZEEBRUGGE 19 (in port) Zeebrugge TRAFFIC CENTRE ZEEBRUGGE 69 (roads traffic area) Zeebrugge TRAFFIC CENTRE WANDELAAR 65 (sea traffic area) FLUSHING RADAR FLUSHING 21 TERNEUZEN CENTRE TERNEUZEN 03 HANSWEERT CENTRE HANSWEERT 65 ANTWERP CENTRE ZANDVLIET 12

99 97 4. Compulsory report for all vessels that are about to enter a port or a lock, anchor or moor All ships that are about to leave the traffic stream must report to the traffic centre. AREA VTS-CENTRE VHF Zeebrugge RADAR CONTROLE ZEEBRUGGE 19 (in port) Zeebrugge TRAFFIC CENTRE ZEEBRUGGE 69 (roads traffic area) Zeebrugge TRAFFIC CENTRE WANDELAAR 65 (sea traffic area Flushing CENTRE FLUSHING 14 Terneuzen CENTRE TERNEUZEN 03 arriving DOW landing arriving buoy 22 Hansweert CENTRE HANSWEERT 65 arriving buoy 45 arriving buoy ZG/SvW Antwerp CENTRE ZANDVLIET 12 NOTICES TO MARINERS JANUARI 4th 2007

100 98 5. Arriving Terneuzen-Ghent PLACE REPORT CALLSIGN VHF Before leaving the NAME VESSEL POSITION PORT SERVICE Terneuzen locks GENT 5 Locks Terneuzen NAME VESSEL POSITION PORT SERVICE DRAUGHT ETA-ZELZATE TERNEUZEN 11 Sluiskil bridge NAME VESSEL POSITION PORT SERVICE TERNEUZEN 11 Driekwart NAME VESSEL POSITION PORT SERVICE TERNEUZEN 11 Sas van Gent bridge NAME VESSEL POSITION PORT SERVICE TERNEUZEN 11 Past Sas van Gent brug NAME VESSEL POSITION LOOKOUT ZELZATE 11 After mooring in a NAME VESSEL POSITION PORT SERVICE Dutch port TERNEUZEN 11 Before departure NAME VESSEL POSITION PORT SERVICE from a Dutch port DRAUGHT ETA-ZELZATE TERNEUZEN 11 Past Zelzate bridge NAME VESSEL POSITION PORT SERVICE DRAUGHT GHENT 11 Mercator docks NAME VESSEL POSITION PORT SERVICE GHENT 11 When leaving NAME VESSEL POSITION VTS-SM area LOOKOUT ZELZATE 11 After mooring in the NAME VESSEL POSITION PORT SERVICE Ghent port DRAUGHT GHENT 11

101 99 6. Sailing from Ghent-Terneuzen PLACE REPORT CALLSIGN VHF Before departure from NAME VESSEL POSITION PORT SERVICE berth in the port of Ghent DRAUGHT DESTINATION GHENT 11 When sailing in a NAME VESSEL POSITION LOOKOUT ZELZATE VTS-SM area DRAUGHT DESTINATION (zeegat) 11 ETA-ZELZATE PEC HOLDER Sidmar South NAME VESSEL POSITION LOOKOUT ZELZATE 11 Past NAME VESSEL POSITION PORT SERVICE Zelzate bridge DRAUGHT DESTINATION TERNEUZEN 11 Sas van Gent bridge NAME VESSEL POSITION PORT SERVICE TERNEUZEN 11 After mooring in a NAME VESSEL POSITION PORT SERVICE Dutch port TERNEUZEN 11 For sailing from a NAME VESSEL POSITION PORT SERVICE Dutch port DRAUGHT DESTINATION TERNEUZEN 11 Driekwart NAME VESSEL POSITION PORT SERVICE TERNEUZEN 11 Sluiskil bridge NAME VESSEL POSITION PORT SERVICE TERNEUZEN 11 Locks of Terneuzen NAME VESSEL POSITION PORT SERVICE DRAUGHT TERNEUZEN 11 NOTICES TO MARINERS JANUARI 4th 2007

102 100

103 101 NOTICES TO MARINERS JANUARI 4th 2007

104 GENERAL 1. Points of departure Reporting duty to the VTS-SM (cf 2, p. 91) All professional shipping must report to the VTS-SM. Notwithstanding the authority of the Dutch and Flemish authorities in the framework of smooth and safe traffic, the final responsibility for navigation ALWAYS remains with the captain/traffic participant. Ships should always be contactable on the traffic channel of the area concerned. The use of other than the prescribed VHF channels is a responsibility of the traffic centres. As a matter of principle, the vessel has the initiative to gather information. In a changing traffic situation the traffic centre will immediately make this information available to the vessel in as far as she hasn t already been able to pick it up by herself. All participants to the VTS- SM must keep to the prescribed VHF procedures. 2. Concepts Participant to the VTS-SM Any one actively involved in the evolution of the shipping traffic within the VTS-SM. Traffic participant The participant who actually controls a vessel s navigation.

105 103 Traffic agreements These are agreements between traffic participants in order to prevent unclear situations and/or to deviate from the rules put in place as a matter of good seamanship. Traffic information Information provided by a person with proper authorization to one or more traffic participants concerning a shipping lane or part of it, shipping traffic in general or separate ships involved. Traffic directions An order given by a person with the proper authorization to achieve a particular result in the traffic behaviour or an imposed order of a particular result in the traffic behaviour. (Dutch) Temporary directions and orders Directions and orders can be imposed by the Flemish and/or Belgian authorities in special cases in order to ensure a smooth and safe shipping traffic (Belgium). Pilot advice given through shore based pilotage Pilot advice to a captain/traffic participant in as far as the pilot can not be aboard the vessel to be piloted. This advice can be given from another vessel or from ashore. Compulsory report These are reports made at fixed points or times by traffic participants for the good of the shipping traffic and the traffic centres. Port information Information about berths, lock planning, support from third parties (tugboats etc). NOTICES TO MARINERS JANUARI 4th 2007

106 Area with contactability duty Seawards The line that connects the following geographical positions: POINT NORTHERN EASTERN CALLSIGN LATITUDE LONGITUDE (meridian Domburg) SBO surroundings Westpit surroundings NE Akkaert , ,62 North side Westhinder Anchoring area , ,20 French Border surroundings Fairybank , ,54 French border Shore side

107 105 The banks Following from point 1 on the right bank and point 10 on the left bank, not including the ports (with exception of the outer harbours of Hansweert and Terneuzen). The line that connects the extremities of the perimiter of the outer port infrastructure is considered the border of these ports. These exteriors are usually marked by light installations. Upstream border The continuation of the line drawn by 2 direction poles at about 1 km upstream of the Southern extremity of the Antwerp quay. _(Source: MDK - Afd. Scheepvaartbegeleiding) 1/16C VTS-SM INFORMATION CONCERNING THE SHIPPING LANE BaZ 1/16C cancelled. The traffic centres will broadcast a shipping message on the traffic channel at fixed times, wherever necessary. In addition to this message, which will be broadcasted with one-hour intervals, extra shipping messages may be broadcasted when it is necessary in order to ensure general safety. Times at which the shipping messages are broadcasted: CENTRE TIME MARIPHONE CHANNEL RCZB HOUR 10 MIN 69 and 65 CVL HOUR 50 MIN 14 CTN HOUR 11 CZV HOUR 30 MIN 12 NOTICES TO MARINERS JANUARI 4th 2007

108 106 RCZB broadcasts the extra shipping messages simultaneously on channels 69 and 65. _(Source: MDK - Afd. Scheepvaartbegeleiding) 1/16D CONVERSATIONAL DISCIPLINE VESSEL TRAFFIC SERVICES SCHELDT AND ITS ESTUARIES (VTS-SM) BaZ 1/16D cancelled. Joint announcement by the Belgian and Dutch Scheldt directors - Notification nr. 03/98. With regard to the importance of the application of the usage philosophy of the mariphone area division of the VTS-SM as determined and announced in the Joint Announcement of November 1st 1994, all VTS participants must keep to this procedure, traffic participants within the working area of the VTS-SM are implicit participants of the VTS-SM and as such obliged to conform to the binding laws and regulations within the VTS-SM and must act accordingly. In order to be able to perform the tasks of a VTS, rules and procedures have been decided on, based on the IMO-guidelines, national law and International Radar Prescriptions. One of the most important components of a VTS is communication, both between traffic participants and between a traffic participant and a traffic centre. Good communication comes from conversational discipline. There is an urgent need for improvement of the conversational discipline within the VTS-SM.

109 107 Starting points of the mariphone area division Traffic participants with reporting duty to the VTS-SM: All professional shipping. Traffic participants without reporting duty to the VTS-SM: Every vessel that is not a part of the abovementioned category. They can participate to the VTS-SM under the same conditions for the VHF-procedures. Notwithstanding the authority of the Dutch and Flemish authorities in the framework of smooth and safe traffic, the final responsibility for navigation ALWAYS remains with the captain/traffic participant. Ships should always be contactable on the traffic channel of the area concerned. The vessel has the initiative to gather information. In a changing traffic situation the traffic centre will immediately make this information available to the vessel in as far as she hasn t already been able to pick it up by herself. All participants to the VTS- SM must keep to the prescribed VHF procedures. To ensure a proper implementation of conversational discipline EVERY participant to the VTS-SM must keep to the follow rules: it is forbidden to broadcast without using a vessel name or to use an incorrect vessel name; use the complete name of a traffic centre the basic wording, as it is mentioned in the radiotelephony prescriptions, must be used. any unnecessary conversations must be avoided private conversations may not be held over the VHF-channels used by the VTS-SM make sure there are no ongoing conversations before broadcasting it is forbidden to interrupt conversations, unless there is an emergency situation NOTICES TO MARINERS JANUARI 4th 2007

110 108 speak clearly and audibly, to prevent a request to repeat the message the VHF-channels may only be used for that which they are meant for background noise should be avoided at all costs it is forbidden to use improper and inflammatory language traffic agreements are made directly between two traffic participants, without making use of a traffic centre do not use politeness forms only give the prescribed information in compulsory reports only check in and out when prescribed when making traffic agreements the colour of the vessel lights will be referred to Dutch and English are the official languages Reducing the number of conversations. Cutting back on the amount of conversations will lessen the burden on the VHF-channels and promote disciplined use of them. Currently too many conversations are held concerning information that the traffic participant can obtain elsewhere. A good part of the conversations can be avoided if the traffic participant takes into account the following recommendations: prepare the voyage well make sure there is an updated hydographic chart aboard that can easily be accessed take a pilot when unfamiliar with the area or the language have access to recent tidal information keep to the rules make traffic agreements that are also clear to the other traffic participants and the environment make your intentions known with a transparent shipping behaviour; make use of the possibility to obtain information via the Schelde Scheepvaartbericht (Scheldt Shipping Message)

111 109 make sure to be well-informed about the traffic situation by listening out closely phrase the message well before broadcasting. The heads of service are charged with the supervision of the strict enforcement of this announcement. They shall correct and, if necessary, sanction any breaches. _(Source: MDK - Afd. Scheepvaartbegeleiding) 1/17 SCHELDT TOWING OF DIFFICULTLY MANOEUVRABLE VESSELS AND/OR VESSELS UNDERWAY BaZ 1/ cancelled. Gezamenlijke Bekendmaking van de Gemeenschappelijke Vlaamse en Nederlandse Nautische Autoriteit Kennisgeving (Joint Announcement of the Joint Flemish and Dutch Nautical Authority Notification) nr General criteria for the execution and observation of Special and Extraordinary Transports belonging to the Joint Announcement Notification nr. 01/99 dd of the Belgian and Dutch Scheldt directors. The criteria are related to the mentioned areas within the VTS-SM. NOTICES TO MARINERS JANUARI 4th 2007

112 Seawards area from the prevention area Distance towed Min. number Min. number Details object tugboats pilots Cf. point 7 Special conditions 80 metres LOA 1 1 May sail without a pilot if it is a tugboat that is suited to act as a port tugboat with a captain who has knowledgeof the local area and no other tugboats are prescribed. The transport must be able to sail through the water at a min. speed of 6 km/h. 80 metres LOA 1 1 A tugboat that is suited to act via Wielingen. as a port tugboat /Scheur The transport must be able to sail through the water at a min. speed of 6 km/h. 80 metres LOA 2 1 Tugboats that are suited via Oostgat to act as a port tugboat at Westkapelle. The transport must be able to sail through the water at a min. speed of 6 km/h. 125 metres LOA 2 1 Tugboats must be suited to act as a port tugboat. If necessary a sea tugboat can be used here if it is sufficiently suited.

113 Prevention area and river part Distance towed Min. number Min.number Details object tugboats pilots Cf. point 7 Special conditions 80 metres LOA 1 1 May sail without a pilot if it is a tugboat suited to act as a port tugboat with a captain that has knowledge of the local area and no other tugboats are prescribed. The transport must be able to sail through the water at a speed of at least 6 km/h. 80 metres LOA 2 1 Tugboats must be suited to act as port tugboats. 150 metres LOA 3 2 Tugboats must be suited to act as port tugboats. NOTICES TO MARINERS JANUARI 4th 2007

114 Canal of Ghent/ Terneuzen 1. General regulation Distance towed Min. number Min. number Details object tugboats pilots Cf. point 7 Special conditions 80 metres LOA 2 1 May sail without a pilot if it is a tugboat that is suited to act as a port tugboat with a captain who has knowledge of the local area and no other tugboats are prescribed. The transport must be able to sail through the water at a speed of min 6 km/h. 80 metres LOA 2 1 Tugboats must be suited to act as a port tugboat. 150 metres LOA 3 2 Tugboats must be suited to act as a port tugboat.

115 Temporary regulation for deep draught vessels (in force until March ) Article 1. Arriving commercial vessels 1. In addition to article 38, first part, respectively article 38, first paragraph, of the Dutch respectively Belgian Shipping Regulations for the Canal of Ghent to Terneuzen, commercial vessels with a draught of at least metres and maximum metres and with a keel clearance of at least 1 metre are allowed to arrive, with both the draught and keel clearance applying to a situation in fresh water and to a vessel at rest, if: a) prior to the arrival the draught of the vessel has been measured by a company that has been authorized and certified to do so, with the measuring being done in the Put of Terneuzen or at the latest in the Western outer harbour of the locks complex at Terneuzen; b) a helmsman with the prescribed qualifications is used; c) tugboats are used in the way determined in article 3. Article 2. Sailing commercial vessels 1. In addition to article 38, first part, respectively article 38, first paragraph, of the Dutch respectively Belgian Shipping Regulations for the Canal of Ghent to Terneuzen, commercial vessels with a draught of least12,25 metres up to a maximum of 12,30 metres and with a keel clearance of at least 1 metre are allowed to depart, with both the draught and keel clearance applying to a situation in fresh water and to a vessel at rest, if: a) prior to the departure the draught of the vessel has been measured at the place of departure by a company authorized and certified to do so; b) a helmsman with the prescribed qualifications is used; c) tugboats are used in the way determined in article 3. NOTICES TO MARINERS JANUARI 4th 2007

116 114 Article 3. The use of tugboats 1. Depending on the length and draught of the commercial ship tugboats must be used as follows: Overall length Draught Number of tugboats (in metres) (in metres) Front Back 180 and < ,30 Sufficient tugboat assistance 210 and < 245 > 12,30 and 12,50 2 x 25 tonnes 1 x 39 tonnes 245 and 265 > 12,30 and 12,50 2 x 30 tonnes 1 x 39 tonnes 2. If the pilot is convinced that a properly working bow thruster of sufficient power is present, a deviation from the first part is allowed and only one tugboat may suffice. 4. Visibility limitations within the areas mentioned In the event of a visibility of less than a 1000 metres the fairway towards the OG-buoy and upwards towards Flushing Roads is prohibited. Should the towing transport encounter bad visibility, appropriate measures can be taken by the proper nautical authority. 5. Shore based pilotage Special and extraordinary transports are generally excluded from the shore based pilotage service.

117 Inland transport Generally speaking, inland transports do not require piloting. It is hard to compile a general set of minimum requirements because of the great diversity of these transports. The proper nautical authority will try to apply the criteria described in points 1 to 3 as much as possible and enforce them on thse transports. 7. Special and additional requirements Depending on the circumstances or technical possibilities the proper nautical authority can set special and additional requirements on the use of tugboats and pilots for a tow and, if necessary, refuse the access. These include: - the technical equipment of the tugboat - the local knowledge of the tugboat s captain - the tugboat s compulsory pilotage - hydro- and meteorological circumstances - the load of the towed object compared to the wind surface - dangerous cargo - sort, type or condition of the towed object - radio communication between the parties involved - local or expected traffic situations - local circumstances NOTICES TO MARINERS JANUARI 4th 2007

118 Application of the criteria It should be noted that the required number of pilots and tugboats mentioned in points 1 to 3 always is the minimum number required. The proper nautical authority can always stray from the above mentioned criteria and conditions in view of the circumstances. This announcement, nr 07-04, is in force since December 1st 2004 and replaces the Joint Announcement of the Belgian and Dutch Scheldt directors Notification nr. 01/2000, which hereby is no longer valid. _(Source: MDK - Afd. Scheepvaartbegeleiding dd. 22/11/2004) 1/18A SHORE BASED PILOTAGE IN THE EVENT OF SUSPENDED PILOTAGE IN THE SCHELDT ESTUARIES BaZ 1/18A cancelled. The Rijkshavenmeester (Government Port Master) Western Scheldt, the Directeur van het Loodswezen (Director of the Pilotage Service) Ostend and the Nautisch Directeur van het Loodswezen (Nautical Director Pilotage Service) Antwerp announce the following: 1. Shore based pilotage in general The captain of a vessel with compulsory pilotage will be notified of the options available in the event of suspended pilotage service(s) in the report prior to sailing into the VTS working area: Helicopter pilotage Shore based pilotage by authorized pilots Anchoring at the designated area.

119 117 The captain s acceptance of shore based pilotage is regarded as complying with the compulsory pilotage. During the request for shore based pilotage the captain will report if a negative answer has been given to one or more questions on the checklist for vessels, and why. The captain will also be asked a couple of questions with regard to the manoeuvring characteristics, the equipment, communication and any other details that may affect the assessment of the request. Dutch or English will be used for communicating during shore based pilotage, according to the IMO Guidelines VTS and the Standard Marine Vocabulary. The captain of a vessel without compulsory pilotage may make use of the shore based pilotage service at request. 2. Captain s duties when making use of shore based pilotage The captain will immediately confirm the reception of every advice and will repeat the course- and shipping advices (and any other advices if requested) while doing so. The captain will immediately report to the shore based pilot when and in what way he strays from the advice given by the pilot. 3. Excluded from shore based pilotage Those vessels that exceed the criteria mentioned under point 1 (p. 114) and 2 (p. 115) -Arriving - upper limits Those vessels as meant in article 12 part 1 sublid A, B and C of the Reglement Vervoer Gevaarlijke Stoffen met Zeeschepen (Regulations Transport of Dangerous Cargoes on board Commercial Vessels) (abbr. RVGZ) Those vessels that are loaded or have been loaded and haven t been degassed as meant in article 25 of the RVGZ NOTICES TO MARINERS JANUARI 4th 2007

120 118 Those vessels that are loaded or have been loaded and haven t been degassed as mentioned in article 24 part 2 of the RVGZ or the vessels that are loaded or have been loaded and haven t been degassed as meant in the RVGZ with dangerous substances in bulk of the IMO-classes 3.1, 3.2, 3.3, 6.1, 8 (only marine pollutant) and 9 (only marine pollutant), unless exempted in part because of the captain s familiarity with the local area. (Cf. supplement 1) Those vessels that have been marked as such by the proper Flemish or Dutch authorities. 1. The fairway Scheur/Wielingen Arriving Shore based pilotage will be given to the vessels that qualify for it on the traffic lane from buoy A South/ A North - Flushing Roads or until a pilot is aboard. The upper limits are: - Overall length not greater than: 175 metres - Maximum draught not greater than: 80 dm. Sailing In the event of a suspended roads service so that the river/channel pilot cannot be picked up, shore based pilotage will be given on the traffic lane as mentioned under point 1 (Arriving - shore based pilotage ) from the buoy W6-W7 on. As mentioned under point 1 (Arriving - upper limits). Traffic centres Calculated from sea towards Flushing Roads, shore based pilotage is given from the Radar Centre Zeebrugge in the traffic areas:

121 119 - Wandelaar Callsign: Radar Pilot Wandelaar. Borders: the area secluded by the buoys Middelkerkebank / AZ - AN/ NE Akkaert/ A1-bis VHF: 65 - Zeebrugge Callsign: Radar Pilot Zeebrugge. Borders: the area secluded by the buoys A1-bis / NE Akkaert / Westpit / W4 - W5. VHF: 69 Shore based pilotage is given by the Flushing traffic centre in the traffic area: - Flushing Callsign: Radar Pilot Flushing. Borders: the area secluded by the buoys W4 - W5 / OG 13 / Flushing Roads or until a pilot is aboard. VHF: The fairway Oostgat Arriving Shore based pilotage will be given to the vessels that qualify for it on the trajectory buoy Schouwenbank - Flushing Roads or until pilot is aboard (Cf. the following few points). The upper limits are: - Overall length not greater than: 115 m. - Maximum draught not greater than: 64 dm. Shore based pilotage is given from ashore on the fairway from buoy Schouwenbank until the secure position of the pilot vessel is reached. NOTICES TO MARINERS JANUARI 4th 2007

122 120 If the pilot vessel cannot pilot from a safe position the vessel will receive piloting advice from aboard another ship. Sailing No shore based pilotage is given for the Oostgat. Traffic centre Calculated from sea towards Flushing Roads, shore based pilotage is given from the Traffic Centre Flushing in the traffic area: - Steenbank Callsign: Radar Pilot Steenbank. Borders: Schouwenbank - secure position pilot vessel. VHF: 64 Furthermore procedure as mentioned under the first point of this page Piloting advice from aboard another vessel - In the traffic area Steenbank VHF In the traffic area Flushing VHF Westrond Route Arriving To vessels that exceed the upper limits of the fairway Oostgat or cannot sail in through the Oostgat for other reasons but meet the criteria for the waterway Scheur/Wielingen, shore based pilotage is given on the trajectory buoy Schouwenbank - Westpit- Flushing Roads or until a pilot is aboard.

123 121 Outbound vessels As mentioned under point 1 (p. 114) - sailing- shore based pilotage As mentioned under point 1 (p. 114) - arriving - upper limits Traffic centres Calculated from sea towards Flushing Roads, shore based pilotage is given from the Traffic Centre Flushing in the traffic area: - Steenbank Callsign: Radar Pilot Steenbank Borders: Schouwenbank / Westpit / OG 13 VHF: 64 From the Radar centre Zeebrugge as mentioned in point 1 (p. 114) - traffic centres - first point From the traffic centre Flushing as mentioned in point 1.6 (p. 115) - traffic centres - second point NOTICES TO MARINERS JANUARI 4th 2007

124 122 SUPPLEMENT SUPPLEMENT 1 OF THE JOINT ANNOUNCEMENT OF THE BELGIAN AND DUTCH SCHELDT DIRECTORS NOTIFICATION NR 1/96 DD.20/05/96. IMO vessels that qualify for shore based pilotage. Commercial vessels that are loaded or have been loaded and have not yet been degassed as meant in article 25 part 2 of the RVGZ or those vessels that are loaded or have been loaded and have not yet been degassed as meant in the RVGZ with dangerous substances in bulk of the IMO - class 3 (only marine pollutant) and 9 (only marine pollutant) as meant in the Joint Announcement of the Belgian and Dutch Scheldt Directors nr. 1/96 dd May on page 2, point C, fourth dash, do not qualify for shore based pilotage, unless they meet the following requirements: 1. The vessel must be on the list of IMO-vessels that has been decided on after consultation between the Belgian and Dutch authorities and that determines which ships qualify for shore based pilotage, in part because of the captain s familiarity with the local area. Following data are mentioned on the list: name of the vessel and her agency name of the captain who has sufficient local experience overall length bruto register tonnage tank contents in m3 and the maximum load capacity of gas tankers that do not fall under article 25 of the RVGZ, as well the type of cargo. 2. A request must have been filed Requests to get or stay on the list of IMO-vessels that qualify for shore based pilotage shall be directed in writing to the Rijksha-

125 123 venmeester (Government Port Master) Western Scheldt and must include the following data: the data mentioned under point 1, summary of the frequency of sailing on the Western Scheldt in the previous 12 months with the name of the captain(s) in charge aboard. The Flemish/Dutch authorities will evaluate whether a vessel qualifies for shore based pilotage or not. The request will be answered in writing. The shipping companies (agencies) involved are to immediately pass on any alterations. 3. There must be a positive evaluation The following criteria are used during the evaluation: overall length not greater than: Wielingen 125 m Oostgat 85 m maximum draught not greater than: Wielingen 60 dm Oostgat 45 dm commodity, quantity and maximum capacity per tank as meant under article 24, second part of the RVGZ may not be exceeded. The captain has sailed on the Western Scheldt (vv) at least twice in the four months prior to filing the request, or sailed on the Western Scheldt twenty-four times in the twelve months prior to filing the request. 4. Administrative procedures The Flemish/Dutch authorities will keep track of the lists and will make sure that updated lists reach the Flemish/Dutch pilotage services in time, the other requirements that have been set for an IMO vessel in order to qualify for shore based pilotage notwithstanding. _(Source: MDK - Afd. Scheepvaartbegeleiding) NOTICES TO MARINERS JANUARI 4th 2007

126 124 1/18B SHORE BASED PILOTAGE (LOA) INFORMATION FOR SHIPPING BaZ 1/18B cancelled. In the event of a suspended pilotage service 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 shore radar centre in Zeebrugge for vessels headed towards Flushing and beyond, with an overall length that doesn t exceed 175 m and a maximum draught of 80 dm. Contact: Traffic Centre Wandelaar: VHF kanaal 65. _(Source: MDK - DAB Loodswezen) 1/19 HELICOPTER PILOTAGE IN ALL WEATHER CONDITIONS BaZ 1/ cancelled. As of October 1st 2002 helicopter pilotage is available in all weather conditions to vessels that meet the following requirements: meet the safety requirements (cf. section 1 p. 123) comply with the reporting procedure of pilot station Wandelaar when arriving (cf. section 2 pag. 124) have been registered in the pilot database helicopter-operable vessels. (request form section 3 p. 125)

127 125 NOTICES TO MARINERS JANUARI 4th 2007

128 126 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 1980Ð. 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 ,12 E 51 26,95 N ,34 E 51 20,96 N ,34 E 51 21,38 N ,12 E The pilot-boarding of helicopter-operable vessels in all weather conditions only happens at the request of the operator (shipping company, agent, captain, chartering company). The request for helicopter pilotage, addressed to the pilotage services, must be made simultaneously with the ETA-report (at least 6 hours in advance). In this ETA-report it will be confirmed if the ship meets the minimum safety specifications or not. Should the weather conditions worsen within these 6 hours, helicopter pilotage can still be requested up until 2 hours before arriving at the pilot station. The reporting procedure Pilot station Wandelaar must be followed correctly (cf. section 2 p. 124). 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 Separate Management Pilotage) imposes the picking up of a pilot from a helicopter-operable vessel while using a helicopter, the helicopter fee is set at Picking up the pilot will be done near the Wandelaar. There are three alternatives for vessels that aren t helicopter-operable:

129 127 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 helicopteroperable. Vessels with a length of 125m up to 150m (LOA) are helicopteroperable 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 pilotage A 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. NOTICES TO MARINERS JANUARI 4th 2007

130 128 The clear zone must be clear of any obstacles such as cargo remains, dirt, loose objects, etc. The Flemish Pilotage service keeps a databank of all vessels that qualify for these minimum specifications. A request form for registration into this databank will be distributed by the pilots (cf. section 3 p. 125). 4. Recommended landing area In the event of a full landing, the rules of the International Chamber of Shipping (ICS), Guide to Helicopter - Ship Operations apply. 5. Precautions to be taken aboard Both during the day and the night a crew must be on deck consisting of one officer and one crewmember provided with the necessary communication. Sufficient deck lighting must be used during night time, however it may not blind the helicopter crew and the pilot. 2. REPORTING PROCEDURE PILOT STATION WANDELAAR Vessels are requested to confirm their ETA at least 2 hours before arrival at the KB buoy (51 21,08N ,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 ,20E) of coming from the North, when passing the SW Thornton buoy (51 31,00N ,00E)

131 REQUEST FORM REGISTRATION IN DATABASE HELICOPTER-OPERABELE VESSELS NOTICES TO MARINERS JANUARI 4th 2007

132 130 1/20A BELGIAN COASTAL PORTS OVERSIZED COMMERCIAL VESSELS BaZ 1/20A cancelled. Following art 3, 3 of the KB of , 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. Ostend: 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 - DAB Loodswezen)

133 131 1/20B BELGIAN COAST TRAFFIC SIGNALS BaZ 1/20B cancelled. In the ports of Zeebrugge, Ostend and Nieuwpoort the following international signals apply: 1 F L A S H I N G Grave emergency All vessels must make way according to instructions 2 Vessels need to clear the fairway and aproach immediately and in the shortest way possible 3 One way traffic Vessels may only sail in the indicated direction NOTICES TO MARINERS JANUARI 4th 2007

134 132 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 - Afd. Scheepvaartbegeleiding) 1/21A PORT OF NIEUWPOORT SPEED LIMIT BaZ 1/21A cancelled. The maximum allowed speed for mechanically powered vessels in the port of Nieuwport has been determined as follows: 1. Port shipping lane From the harbour entrance to the locks of the back port; including the marina Novus Portus : 5 km/h. 2. At the entrance of and inside the former basin At the entrance of and inside the former basin: 3 km/h.

135 133 These speed limits are indicated by signs that have been posted on the following places: On the heads of the Eastern and Western landing stages On both sides of the port shipping lane at these dolphins: - West side: nrs 44 and 80 - East side: nrs 7, 26 and 62 Near the entrance of the old basin and on both sides of the port shipping lane and at dolphin nr. 74. _(Source: MDK - Afd. Scheepvaartbegeleiding) 1/21B PORT OF NIEUWPOORT SPECIAL TRAFFIC SIGNALS BaZ 1/21B cancelled. In the Nieuwport port at the Krommenhoek, following signals will be used to improve the traffic in the port shipping lane: On the second dolphin on the East side at the entrance landwards towards the basin. On the dolphin of the red flashing light, East side of the waterway, landwards towards the marina Novus Portus. On the same dolphin of this red flashing light landwards towards the back port. A red stop light The word STOP will be visible inside a red circle on a black background. These lights are a direct order to stop for those vessels that wish to sail from the basin, the marina Novus Portus or the back port, and to clear the shipping lane and wait for as long as the lights are active. (Source: MDK - Afd. Scheepvaartbegeleiding) NOTICES TO MARINERS JANUARI 4th 2007

136 134 1/21C PORT OF NIEUWPOORT CLOSING DOWN PART OF MARINA NOVUS PORTUS IN THE EVENT OF A STORM BaZ 1/21C cancelled. To secure the Eastern pontoons, floating safety lines will be installed between the heads of the pontoons on the West bank towards the heads of the pontoons on the East bank in the marina Novus Portus. The safety lines will be indicated by orange blind floaters. The Southern part of the marina Novus Portus remains closed for shipping. _(Source: MDK - Afd. Scheepvaartbegeleiding)

137 135 1/22A PORT OF OSTEND SPECIAL TRAFFIC SIGNALS FLICKERING LIGHTS BaZ 1/22A cancelled. 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 NOTICES TO MARINERS JANUARI 4th 2007

138 136 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, on the seaside dolphine: the top one showing red arrows, the bottom one green ones. Following sailing instructions will be given: Forbidden: direction -sea -Montgomery dock -back port

139 137 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 NOTICES TO MARINERS JANUARI 4th 2007

140 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 - Afd. Scheepvaartbegeleiding) 1/22B PORT OF OSTEND SIGNALLING INSTALLATION FOR WATER DISCHARGES BaZ 1/22B cancelled A signalling installation has been provided at the weir of Sas-Slijkens and at the outer port bridge in the back port for all vessels moored there, consisting of a fixed orange and red light. The orange light indicates that a strong discharge is expected with a 10 m 2 opening. The red light indicates that a strong discharge is taking place. In the event of heavy fog, a sound signal will be activated near the RYCO building in addition to the red light. These signals indicate to the owners of the vessels moored there that increased vigilance is in place because of the strong additional currents that are being created. _(Source: MDK - Afd. Scheepvaartbegeleiding)

141 139 1/23 PORT OF BLANKENBERGE SPEED LIMIT FOR MECHANICALLY POWERED VESSELS BaZ 1/ cancelled. The following speed limits have been set for mechanically powered vessels in the port of Blankenberge: In the port shipping lane between the landing stages and in the approach to the ports the maximum allowed speed has been set at 10 km/h. The speed limit inside the ports has been set at 5 km/h. These restrictions will be indicated by signs posted on both sides of the lane, on the landing stages and further inwards on the banks. _(Source: MDK - Afd. Scheepvaartbegeleiding) 1/24A PORT OF ZEEBRUGGE WARNING SIGNAL BaZ 1/24A 2006 cancelled. Position: 51 19,85 N ,89 E A yellow flickering light has been posted on the abovementioned position on the Eastern bank of the shipping lane towards the sea lock, South of the entrance to the fishing port. This light will be activated by the port services every time it is deemed necessary for safe traffic in the entrance lane towards the lock. When this light is activated, all traffic to and from the fishing port is forbidden. _(Source: MDK - Afd. Scheepvaartbegeleiding) NOTICES TO MARINERS JANUARI 4th 2007

142 140

143 141 NOTICES TO MARINERS JANUARI 4th 2007

144 142 1/24B PORT OF ZEEBRUGGE YELLOW-BLUE FLASHING LIGHT BaZ 1/24B cancelled. 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 befóre opening the lock. After opening the lock the yellow flashing light will be activated and will remain active for as long as water is being discharged. The mariners must take into account any hindrance coming from the additional currency. _(Source: MDK - Afd. Scheepvaartbegeleiding) 1/24C LNG- SHIPPING: PROCEDURES BaZ 1/24C cancelled. 1. GENERAL NAUTICAL MANAGING MEASURES 1. General The arrival at, stay in and departure from Zeebrugge of an LNG-tanker are operations that must be systematically planned and executed. A permanently manned coordination centre, which will be referred to as (VESSEL TRAFFIC CENTRE SCHELDEMOND) VTS - SM further on in this article, has been installed in Zeebrugge and guides these activities in conjunction with Port Control Zeebrugge. 2. Position report After departure from the loading port, the LNG-tanker s position must be reported every 24 hours to: MAATSCHAPPIJ VAN DE BRUGSE ZEEVAARTINRICHTINGEN (DEPARTMENT OF THE BRUGES SHIPPING INSTITUTIONS)

145 143 VTS-SM and MBZ determine and check the time of arrival, after consulting with the vessel s leadership and the LNG terminal. 3. E.T.A. report Compulsory report by the LNG-tanker to the VTS-SM of the time of arrival made 48, 24, 6 and 1 hour(s) in advance of arriving at the pilot launch position. VTS-SM will inform the Pilotage Services Zeebrugge. The LNG-tanker will report to VTS-SM 24 hours in advance of arriving at the pilot launch position that no mechanical defects to the vessel, the means of propulsion or the equipment are expected or have been detected. Depending on the nature of the mechanical defect (if any) arrival may be granted or refused. Should there be any changes to the vessel s condition the VTS-SM must be contacted immediately. 4. Recommended anchoring areas North of the AN buoy If possible South of the AZ buoy the most Eastern emergency anchoring area outside the shipping lane is North of the NE-Akkaert buoy an anchoring area to be assigned by the VTS-SM 5. VTS - SM guidance/ position information / VHF-communication From the moment VHF-contact is made with TRAFFIC CENTRE WANDELAAR the LNG-tanker will fall under the guidance of the VTS- SM. The VTS-SM can, if requested by the captain/pilot, provide continuous position information to the LNG-tanker as soon as it passes the AZ buoy. Position information will be continuously provided to the LNG-tanker from buoy S5 on. NOTICES TO MARINERS JANUARI 4th 2007

146 144 Guidance by the VTS-SM will be done over the traffic channels of the appropriate traffic area. Traffic area Wandelaar : From the West to the line of buoys A1 bis-s2-vg5-vg6. CALLSIGN: Traffic Center Wandelaar. VHF-channel: 65. Traffic area Zeebrugge : From the line of buoys A1 bis-s2-vg5-vg6 including the Pas van het Zand up to the moles of Zeebrugge CALLSIGN: Traffic Center Zeebrugge VHF-channel: 69 The continuous position information in the traffic areas Wandelaar, Zeebrugge and in the port of Zeebrugge will be given over the radar channel. VHF-channel 4 CALLSIGN: RADAR ZEEBRUGGE The use of the radar channel doesn t exempt the LNG-tanker from having to be contactable on the traffic channels 65 or 69 of the sea traffic areas. When arriving, the LNG-tanker must be reachable by Port Control on VHF channel 71 from the Z-buoy on. 2. NAUTICAL MANAGEMENT MEASURES IN THE EVENT OF ACCRETION 1. Manning The pilot that has been appointed for piloting the LNG-tanker will compile a shipping plan, at least one and a half hour before the ETA A-South.

147 145 VTS-SM will broadcast the shipping plan (with its various passage points and times) simultaneously over traffic channels 65 and 69 at the following times: 1 hour before arrival of the LNG-tanker at the AZ buoy at the arrival of the LNG-tanker at the AZ buoy The pilot launch will be done 1 mile East of the line of buoys AZ-AN, clear from the pilot launching of the other vessels, of which traffic centre Wandelaar will request that they should stay at least half a mile clear from the LNG-tanker 2. Route The LNG-tankers will sail the route prevention area Wandelaar- Vaargeul 1 -S3/S4-Ribzand-Pas van het Zand. Deviations from this route with regard to traffic agreements and obstruction of the waterways are allowed, and the route SW Akkaert-A1-Scheur West-Ribzand and Pas van het Zand can be followed. The LNG-tanker counts as an OVERSIZED COMMERCIAL VESSEL The vessels present in the shipping area will be warned by the VTS-SM about the presence of an arriving LNG-tanker on the trajectory from the buoy AZ towards the port of Zeebrugge. 3. Procedure - permission arriving in port Before arriving the captain will ask permission from PORT CONTROL ZEEBRUGGE and report this to the VTS-SM. Permission to arrive will be given by Port Control Zeebrugge if the following requirements are met: NOTICES TO MARINERS JANUARI 4th 2007

148 146 MBZ - the necessary provisions for receiving the tanker (Fluxys LNG Zeebrugge) must have been made. - no ammunition vessels may be present in the outer harbour. - no gas tankers in the outer harbour for which no checklist - simultaneous arriving of an LNG-vessel and a gastanker to flush has been delivered by a gas expert. - at least 4 tugboats must be able to sail out in time to fasten the LNG-vessel before the SZ buoy (Scheur-Zand). A minimum bollard pull of a total of 125 tonnes is required. A fifth tugboat will assist after passing by the port heads. - strict regulation of the order and the time of arrival when other vessels report at the same time (Port Control Zeebrugge). VTS SM - the technical condition of the vessel must correspond with the checklist. - the LNG-vessel must have an overdepth of at least 20% of the draught. - the wind speed must be less than 7 Beaufort. - visibility must be at least half a seamile. - the speed of the tidal stream at the moles must be less than 1 1/2 knots. Port Control Zeebrugge, VTS-SM and the Pilotage Services will decide in consensus on the interpretation of the above side conditions (3rd and 4th point). Four tugboats must be linked up and actually be able to assist before the passage of the Scheur-Zand buoy. A fifth tugboat will assist after passing the moles. One or more tugboats must be adequately equipped to fight an LNGfire.

149 147 The towing lines will be given by the tugboats. If the requested permission for arrival is not given, the LNG-vessel will be directed towards a safe anchoring area. 4. Reports The vessel will report: when - immediately after pilot launch - when passing the buoys - A1 VG3-VG4 - SZ - Z - en bij het passeren van de havendammen in Zeebrugge to - Centre Flushing Channel 14 - Traffic Centre Wandelaar Channel 65 or - Traffic Centre Zeebrugge Channel 69 - Port Control Zeebrugge Channel 71 with a report of the estimated time of passage at the first (abovementioned) points of passage. 5. Shipping Regulations VTS-SM regulates and coordinates the shipping traffic in the environment of the LNG-tanker, using the passing distance (for both crossing and overtaking) of two cables as directive. NOTICES TO MARINERS JANUARI 4th 2007

150 148 On the trajectory S3/S4 up to the moles, vessels may only overtake and/or cross if previous and explicit agreements have been made with the LNG-tanker and the VTS-SM. From the passage of the Z-buoy on Port Control Zeebrugge will take care of traffic coordination of all arriving and sailing vessels in the port, using a passing distance of two cables until the LNG-tanker has been manoeuvred behind (East of) the LNG-buoy. 6. Police patrol The shipping police will make regular patrols in the environment of the LNG-tanker and on the arrival route to check if the rules of the traffic regulation and coordination of departing and arriving vessels are being observed. The shipping police will also check whether all vessels keep to the traffic regulating instructions of the VTS-SM and Port Control Zeebrugge within the port. It will contact the pilot aboard of the LNG-vessel and the VTS-SM (channel 04) and Port Control Zeebrugge (channel 71) during the patrol. Should any problems occur at a time when there is no patrol present, for example with regard to observing the rules of the traffic free zone, the VTS-SM can immediately contact the shipping police 32 (0) or via mariphone) that will decide on how the problem should be dealt with. In addition the VTS-SM will make sure that the vessels in its traffic areas stay informed on the arrival of the LNG-tanker and the passage times at the various points of passage.

151 STAY IN THE ZEEBRUGGE PORT MBZ The LNG-ship must be moored port-side at the LNG-landing. During the entire duration of the stay in the port, following measures must be taken: - The LNG-vessel must always leave the necessary towing lines hanging out. - The LNG-vessel may have an overdepth of less than 20% of the draught during its stay in the port. - A tugboat adequately equipped to fight an LNG-fire must be near the LNG-vessel at all times. - No ammunition vessels may be present in the outer harbour. - No gas tankers in the outer harbour for which no checklist - simultaneous arriving of an LNG-vessel and a gastanker to flush has been delivered by a gas expert. 4. NAUTICAL MANAGEMENT MEASURES FOR SAILING 1. Procedure permission sailing from port An hour and a half before departure the pilot will compile a shipping plan that will be passed on to the VTS-SM. When the vessel is loaded or isn t gas-free an LNG-tanker checklist must also be completed on departure. The pilot aboard will check the LNG-tanker checklist. Permission for departure will be requested by the captain from Port Control Zeebrugge and will only be granted should the following requirements be met. VTS-SM will broadcast the shipping plan and the various times of passage simultaneously on traffic channels 65 and 69 on the following times: NOTICES TO MARINERS JANUARI 4th 2007

152 150-1 hour before departure - on departure MBZ - no ammunition ships in the outer harbour. - no gas tankers in the outer harbour for which no checklist - simultaneous arriving of an LNG-vessel and a gastanker to flush has been delivered by a gas expert. - at least 3 tugboats available for departure, with a joint bollard pull of at least 75 tonnes. - strict regulation of the order and the time of departure when other vessels report at the same time. - wind speed must be less than 7 Beaufort (according to measurements made by the meteo station of Fluxys LNG). - visibility must be at least half a seamile. VTS-SM - technical condition of the vessel must correspond with the LNG checklist. - the vessel must have an overdepth of at least 20% of the draught. - the speed of the tidal stream at the moles must be less than 2 knots. Port Control Zeebrugge, VTS-SM and the Pilotage Services will decide in consensus about the interpretation of the abovementioned side conditions. (MBZ penultimate and final point) 2. Reports After receiving permission for departure the vessel will, before unmooring, report the hour of unmooring and the hour of sailing from between the moles to:

153 151 - VTS-SM on channel 19 (Radar Control Zeebrugge) - Centre Flushing on channel 14 - Port Control Zeebrugge on channel Route and picking up pilots The LNG-tanker will depart via the Pas van het Zand, Ribzand, Vaargeul 1, pilot station Wandelaar. Deviations from this route to the route Scheur-West, A1, SW-Akkaert are possible with regard to traffic agreements and obstruction of the waterways. During the pick-up, that must take place clear from the pilot launches of the other vessels, the other vessels will be informed in time by the pilot vessel Wandelaar and VTS-SM to keep their distance (at least 5 cables) from the LNG-tanker. 4. Shipping Regulations As soon as the LNG-vessel is ready to depart from the LNG-dock and has requested permission to do so and has been granted it, Port Control Zeebrugge will take care of the traffic regulation and the coordination of all shipping in the port and all arriving and departing vessels, using a passing distance of two cables from the moment the LNG-tanker passes by the LNG buoy and until it passes the moles of Zeebrugge. VTS SM regulates and coordinates the shipping traffic in the environment of the LNG-tanker using a passing distance (for both overtaking and crossing) of two cables as guideline. In addition to that the VTS-SM will make sure all vessels stay informed about the departure and the passage times of the LNG-tanker. 5. Police Patrols The shipping police will make regular patrols in the environment of the LNG-tanker and on the departure route to check if the rules of the NOTICES TO MARINERS JANUARI 4th 2007

154 152 traffic regulation and coordination of all sailing and arriving vessels are being observed. The shipping police will also check whether all vessels keep to the regulating traffic instructions of the VTS-SM or Port Control Zeebrugge within the port. They will contact the pilot aboard of the LNG-vessel and the VTS-SM (channel 04) and Port Control Zeebrugge (channel 71) during the patrol. Should any problems occur at a time when there is no patrol present, for example with regard to observing the rules of the traffic free zone, the VTS-SM can immediately contact the shipping police 32 (50) or via mariphone) that will decide on how the problem should be dealt with. _(Source: MDK - Afd. Scheepvaartbegeleiding) 1/25 PORT OF ZEEBRUGGE PORT SIGNALS AT THE NEW BREAKWATERS BaZ 1/ cancelled. The port signals on the new breakwaters (Westdam position 51 21,74 N ,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, beit in a secondary role to the ones on the new breakwaters.

155 153 CONFIGURATION OUTER-HARBOUR SIGNALS AT NEW BREAKWA- TERS AT ZEEBRUGGE Nr. Sea- Land- Meaning Side side (E&W) (W) 1 Grave emergency PORT CLOSED - flickering flickering All vessels stop or GRAVE DANGER divert according to instructions 2 Arriving forbidden, PORT CLOSED sailing forbidden 3 Arriving forbidden, SAILING sailing allowed One way traffic 4 Arriving allowed, ARRIVING sailing forbidden One way traffic 5 Arriving and sailing OPEN TRAFFIC allowed 6 Arriving allowed if LNG-VESSEL IN explicit permission, sailing forbidden Vessel headed for LNG-terminal 7 Arriving forbidden, LNG-VESSEL OUT sailing allowed if explicit permission Vessel sails from LNG-terminal NOTICES TO MARINERS JANUARI 4th 2007

156 154 1/26 WARNING ON THE USE OF NONEQUIVALENT ELECTRONIC SEA CHARTS BaZ 1/ cancelled. 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 navigation, if used without due care and a full understanding of its limitations and possible errors or if poor chart data, not based on official or authorized chart databases supplied by hydrographic offices, are used in conjunction with an accurate position fixing system such as the GPS, the equipment could be a danger, rather than an assistance, to proper navigation. _(Source: IMO, MDK - Afd. Kust - Vlaamse Hydrografie)

157 155 1/27 WORLD GEODETIC SYSTEM 1984 (WGS84) BaZ 1/ cancelled. Coordinates unambiguously determine global positions. But they only do so when the global model to which they apply has been given as well. Coordinates are given with respect to an ellipsoid, a globe flattened from the poles that tries to approach the shape of the earth as closely as possible. Together, an ellipsoid and its orientation form the geodetic datum. The GPS system (cf. BaZ 1/28) works with the datum World Geodetic System 1984, WGS84. Many others are used apart from this datum. The use of a different datum for a set of coordinates may lead to errors of sometimes up to hundreds of metres. For the North Sea area the European Datum 1950, ED50, is used. Many GPS-receivers can be set to a particular datum. Most modern sea charts also offer corrections for coordinates that have been received by a GPS receiver vis-à-vis its standard datum, the WGS84. Since 2002 the charts D11, 101 (INT 1474), 102 (INT 1480) and 104 have been published in WGS84. This because of the increasing use of the GPS system and in order to create more international uniformity. In one sea chart in ED50 for example, the following note is made: Positions received via satellite navigation systems, based on the WGS84, should be corrected by 0,05 minutes Northwards and 0,08 minutes Eastwards to plot them correctly on this chart. If the GPS receiver has been set on the datum WGS84 and the corrections are not applied, positions will appear about 130 metres too far to the Southwest on the chart. _(Source: MDK - Afd. Kust - Vlaamse Hydrografie) NOTICES TO MARINERS JANUARI 4th 2007

158 156 1/28 (DIFFERENTIAL) GLOBAL POSITIONING SYSTEM THEORY AND PRACTICE BaZ 1/ cancelled. 1. GLOBAL POSITIONING SYSTEM The Global Positioning System (GPS) is a very precise, satellitebased radio navigation system that offers three-dimensional position determination, 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, velocity and time for naval, land and aeronautic applications. Some receivers offer extra information like 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 isn t sufficient for navigation inside ports, port entrances and approaches GPS-SPS (cf. below) does not provide an immediate integrity warning with regard to a malfunctioning of the system differential applications can significantly increase both precision and integrity. The system consists of at least 24 satellites, with 6 of them permanently 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).

159 157 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 drms 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 Center (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 messages with regard to potential shortcomings of the system by the department Scheepvaartbegeleiding (Department Shipping Assistance Service) and Radio Ostend via NAVTEX to shipping. NOTICES TO MARINERS JANUARI 4th 2007

160 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 drms. In the context of IALA (International Association of Lighthouse Authorities) a concept has been developed that provides a DGPSservice 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 It is located in Ostend 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 relatively simple means. And precision can be improved even more when using a DGPS (cf. point 2 for technical details). The great precision is a very positive evolution for the mariners and general safety. Still, one must not lose track of the reality of things. Some important points of attention: 1. (D)GPS precision While using GPS, the chance that the true position is within a radius of 22,5m of the given position is 95%. The exact position will never be determinable.

161 159 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 precision 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 imprecise. As far as the Belgian sea charts go, the positions of all wrecks found in the Belgian Continental Flat have been determined with the use of DGPS. 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 isn t 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 shallow point is usually registered as the position. So, in short: don t narrowly sail by underwater obstructions. _(Source: MDK - Afd. Kust - Vlaamse Hydrografie) NOTICES TO MARINERS JANUARI 4th 2007

162 160 1/29 CLARIFICATION ON THE USE OF RNC AND ENC IN ECDIS BaZ 1/ cancelled. 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 individual 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) decided to allow the use of RNC s next to ENC s. But they (the RNC s) may only be used when no ENC is available for the area concerned. It has also been decided that when making use of this raster mode of operation, an appropriate set of paper sea charts must be used. Systems that fully meet the IMO Performance Standards are official and are indicated with the term ECDIS. ECDIS stands for Electronic Chart Display and Information System. Their use is accepted by the IMO as a replacement for an up-to-date paper sea chart. The obligation to carry adequate charts has been stated in the IMO Safety Of Life At Sea (SOLAS) convention. It has been internationally agreed upon that wherever this convention speaks of paper charts, one may read ECDIS instead. All other systems that do not meet the IMO-standard are non-official and will be indicated with the term Electronic Chart System (ECS). To steer the introduction of the electronic chart in the right direction

163 161 the International Hydrographical Organization (IHO) introduced the World-wide Electronic Navigational chart Database (WEND)- concept in 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, RENC s ( Regional Electronic Navigational chart coordinating Centres ), will function as mediators between the hydrographical services and the users. _(Source: MDK - Afd. Kust - Vlaamse Hydrografie) 1/30 UNDERWATER CABLES AND PIPELINES BaZ 1/ cancelled. 1. Warning against anchoring and dredging in the vicinity or the environment of underwater cables and pipelines Underwater cables are indicated on sea charts either by the corresponding symbol (a wavy line), or by Cable areas marked by pin stripes, possibly with an additional note of warning. Only cables that are still in use are indicated on sea charts, even though the cables not in use anymore also appear on the special fishing charts for the North Sea. The borders of the areas in which underwater pipelines can be found are indicated by the same symbol with the caption: Pipeline area. All cables, cable areas, pipelines and pipeline areas are indicated in purple. In view of the serious connection or supply disturbances that can occur in the event of damaging, the extremely high repair costs and in some cases lethal danger, all precautions must be taken to prevent anchoring and dredging on or in the vicinity of such cables or pipelines, even if no special prohibition signs show on the chart. NOTICES TO MARINERS JANUARI 4th 2007

164 Potential dangers of cutting cables or pipelines to clear anchors or fishing equipment If a vessel becomes defective because of an underwater cable, all measures and means must be used to clear the anchor or the fishing equipment in the usual manner, hereby taking all precautions and avoiding any risk of damaging the cable. Should these efforts fail, the anchor or fishing equipment must be let go and sacrificed without making an attempt to cut the cable. Some cables are under high voltage, even if they are not actual high voltage cables. Because of the electric discharge there is a lethal risk or at the very least a risk of serious burning should an attempt be made to cut such a cable. No request for damages will be deemed admissible if it should become clear that the wounds or damage were caused by such an incorrect treatment of cables. If a vessel becomes defective because of a pipeline, the anchor or fishing equipment must be let go and sacrificed immediately, without making any attempts at clearing the anchor or the fishing equipment. All excess strength applied to a pipeline may result in a rupture or crack. In the event of a gas line the sudden release of gas under high pressure may resemble an explosion and may not only cause serious damage to and even loss of the vessel, but there will also be an additional risk of an immediate and serious fire hazard. To ensure a greater protection of the underwater cables and pipelines, and to avoid extremely costly repair works, connection or supply interruptions; the special attention of the mariners, and in particular that of the fishermen, is requested for Article VII of the International agreement of for the protection of underwater cables, and the procedures mentioned therein for obtaining damages for the loss or sacrifice of anchors or fishing equipment. Article 29 of the international treaty agreed on in 1958 in Genève about the High Sea, expands the range of Art VII to the agreement of 1884 (telephone cables) to high voltage cables and pipelines:

165 163 ART 29 - Every State is bound to take the necessary legal measures to see to it that the owners of vessels that can prove they have sacrificed an anchor, a net or any other piece of fishing equipment in order to avoid damaging an underwater cable or pipeline, will be compensated for their loss by the owner of the cable or the pipeline, on that condition that all reasonable precautions were taken to prevent the damage beforehand. Attention is also required for the fact that drilling rigs that are several miles apart are very often connected to each other with pipelines, and as such it is not allowed to dredge between these rigs. _(Source: FOD Economie) NOTICES TO MARINERS JANUARI 4th 2007

166 164 1/31 OCEANOGRAPHIC AND OTHER SIMILAR STATIONS BaZ 1/ cancelled. 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 precisely 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 installations. It should also be noted that floating or anchored stations are sometimes equipped with a long cable attached to precious instruments. As with other navigational obstacles, mariners are advised to sail past these stations at a safe distance. _(Source: MDK - FOD Economie)

167 165 1/32 PROTECTION OF OFFSHORE INSTALLATIONS BaZ 1/ cancelled. 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 preserved zones, unless they are to perform offshore work there. Moreover, it is advised to those involved to sail around the borders of these zones at an ample distance. 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 advised to take account of the existence of these safety zones unless they were given different information. Installations around which safety zones may be installed: permanent production platforms, moveable drilling rigs, loading places for tankers and 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 - Afd. Kust - Vlaamse Hydrografie - FOD Mobiliteit) NOTICES TO MARINERS JANUARI 4th 2007

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169 167 NOTICES TO MARINERS JANUARI 4th 2007